F80 BMW M3 review (2014 - 2018)

What is the BMW M3?

After nearly three decades of M3s powered by high-revving, characterful naturally-aspirated engines, the F80 generation of M3 saloon saw the adoption of a turbocharged engine for the first time. It was also the first generation of M3 to be available as a four-door only, thanks to BMW adding a 4 Series model to its range; the two-door models were henceforth called the M4 coupe and convertible.

The successor to the F80 M3 arrived on the scene in 2021 in the form of the G80 BMW M3.

How practical is it?

Given it was based on the 3 Series saloon, the M3 was immensely practical for such a potent performance car. With four doors and a decent-sized 480-litre boot, it was roomier than its M4 stablemates, making it an ideal car for a fast family.

The only possible downside you might find is that the M3 is only available as a saloon – there was no Touring-badged estate version until the following generation, when in 2022 an official 'Touring' estate version joined the line-up. So if you want a quick car with room for the dog, you might have to look elsewhere – for example, at the Audi RS4 Avant.

What's it like to drive?

The name change might have been a little confusing, but it was the new M3’s inline six-cylinder inline, twin-turbo engine that was the main talking point. It was certainly potent, developing 431hp and 406lb ft of torque, but it wasn’t as tuneful as was expected of a BMW M car. Its power delivery could be somewhat abrupt, especially as its maximum torque was available from just 1,850rpm. Performance was impressive though, with the 0-62mph dash taking just 4.3 seconds with a six-speed manual gearbox, or 4.1 seconds with the optional seven-speed dual-clutch transmission.

However, while the M3 seemingly had the right ingredients to make it a convincing sports saloon, it was criticised for an unruly nature that could make it a struggle to drive it quickly on demanding roads. Sending all that power and torque to the rear wheels meant that the car’s electronically controlled limited-slip differential and linked DSC dynamic stability control system struggled to transmit it to the tarmac, particularly on bumpy or undulating surfaces. In the wet it could be a real handful, especially if the DCT gearbox decided to change gear at the wrong moment.

Technology, equipment & infotainment

The M3 utilised the same basic rear-wheel-drive chassis set up as the standard BMW 3 Series, but it featured uprated components, with an extensive use of forged aluminium parts along with stiffer bushings and bespoke springs and dampers. Unlike previous generations of M3, the F80 used an electrically assisted power steering set up that lacked the level of detailed feel and feedback through the steering wheel that M3 drivers had become accustomed to. EDC (Electronic Damper Control) was standard, and could be switched between Comfort, Sport and Sport- settings to improve the ride or handling.

During the M3’s life subtle changes were made to the car’s set up, which did improve its behaviour. This was done via changes to the software that controlled the electronic dampers, the dynamic stability control system and the electronically controlled differential. Additionally, torque output in the lower gears was reduced and these combined measures helped to make the M3 a more manageable prospect.

Further updates were made with the introduction of the Competition Pack in 2016. There were new springs and dampers as well as uprated anti-roll bars and some further changes to the software settings, and these revisions made the M3 Competition a far more satisfying car to drive fast. It inspired more confidence and encouraged the driver to tackle a set of challenging corners without the feeling that the car's suspension was about to get caught out by a sudden crest or dip.

The Competition pack tweaks also brought in some excellent new racing style sports seats, an enhanced and more tuneful exhaust system and a 19hp uptick in power, along with trim revisions and seat belts with the M tricolour stripes woven into them. A set of 20-inch light alloy wheels completed the package. The cost was an additional £3,000 over a standard M3 and it proved to be a very popular option.

The M3’s production run came to an end in the latter part of 2018, but before it bowed out BMW introduced the ultimate version, known as the CS. Power was further tweaked to 460hp while torque was upped to 443lb ft and its 0-62mph time dipped to just 3.9 seconds. It had carbon-fibre body parts, a set of 20-inch alloys and specially tuned suspension software to make the most of its Michelin Pilot Sport Cup 2 tyres. It was ferociously expensive at £86,000 but it still retained the M3’s usability thanks to its four-door, five seat configuration and 480-litre boot.

And that’s where the M3 scored over its M4 sibling – it was a far more practical proposition. It offered the same driving experience and, for the most part, that was very good. While it could be a little unruly at times, the M3 did get better and better as BMW made small but significant changes during its production run.

BMW M3 running costs

The M3 will be an expensive car to run – it’s a high performance saloon after all – but it isn’t all bad news. Fuel economy is relatively good given the performance on offer with the M3 recording a combined figure of 32.1mpg for the six-speed manual and 34.0mpg for the seven-speed M DCT version. These figures are achievable, especially when cruising at the legal limit on the motorway, but if the M3’s performance is used to its potential, expect high teens or low 20s.

Annual road tax will vary in cost from £305 to £475 depending on when an M3 was registered with pre-April 2017 cars costing less than those registered after that date. As with most high-performance cars, insurance will be a major cost, with the majority of F80 M3s sitting in group 45 (out of 50). The limited-production M3 CS will cost even more, as it is in group 50.

Scheduled servicing is more expensive than for run-of-the-mill BMWs but most services are relatively affordable given the car's performance potential. The M3 uses a condition-based servicing set up so cars used for short journeys in town will require more frequent attention than those that spend their lives at a gentle cruise on the motorway. Those that are driven hard will also need more frequent regular maintenance. An oil service at a BMW main dealer will cost in the region of £150; add another £70 if the microfilter requires replacement. Add in an air filter and set of spark plugs as well and the total cost will be closer to £800.

If driven enthusiastically an M3’s brakes will need regular replacement, particularly those at the rear as they are used as part of the car’s Dynamic Stability Control system to limit wheel spin. A set of front brake pads costs £420 while the rears will cost £220 – those are fitted prices at a BMW dealer. If new discs are required, budget on £950 for a set of front pads and discs and £700 for rear pads and discs.

An M3’s tyres can wear at quite a rate – the rears more than the fronts – and a set of four for the standard M3 will cost around £800, or nearer £900 for the Competition model with its larger 20-inch alloy wheels.

It’s also worth bearing in mind that as an M3 gets older and its mileage rises, components such as dampers will inevitably require replacement if the car’s ride and handling aren’t to be compromised. With all UK M3s coming as standard with switchable electronic dampers, this is not a cheap repair, with a pair of front dampers costing £1,750 and a pair of rears coming in at £1,100. Add labour costs to those part prices and a set of four new dampers for an M3 will cost comfortably over £3,000.

BMW M3 reliability

BMW as a brand has had a bit of a mixed bag of results in reliability surveys in recent years, but it came ninth overall in the What Car? 2020 reliability survey, which is an improvement on its last place finish in JD Power’s 2019 listings. There have been some common problems in some of the company’s engines, particularly with regard to timing chain failure, but the good news as far as the M3 is concerned is that there don’t seem to be too many issues.

Some engine woes have been experienced by owners, but we’d shy away from calling these common problems on the F80 M3. The first of these is an issue where the crankshaft hub nut can spin itself loose, which causes the engine’s timing to go out of kilter. In the majority of cases it’s unlikely to cause further engine damage and is a relatively easy repair. The S55 engine in the F80 M3 is related to the engine found in other six-cylinder BMWs, and there have been some issues with oil leaks on higher mileage cars, most notably valve cover gaskets, sump gaskets and oil filter housing seals. As these parts are shared with more run-of-the-mill BMWs, it makes sense to keep a close eye on the M3’s oil level.

Many issues that do affect current BMWs tend to involve the car’s complicated electronic systems and iDrive. Failure of these components can be frustrating and time consuming to trace. There have also been some reports of squeaks and rattles within the cockpit but generally speaking the F80 M3 is proving to be a reliable proposition.

All BMW M3s come with a three-year, unlimited-mileage warranty and this can be extended. However, it’s not cheap with the highest level of cover, the Comprehensive warranty, costing more than £1,800 a year. It’s a not insignificant cost but repairs to any of an M3’s major components are likely to be very expensive, so an extended warranty could be a wise purchase.