2015 BMW M3

Base RWD 4-Dr Sedan I6 man trans

Base RWD 4-Dr Sedan I6 man trans

2015 bmw m3 Reviews and News

Mercedes AMG C63 Vs BMW M3 06
Don't let the spec sheets fool you—these rival high-performance sedans could hardly be more different. And they don’t like each other.
To say the 2015 Mercedes-AMG C63 sedan happens to perform similarly to the BMW M3 is like saying Russian troops happen to be vacationing in Crimea. Mercedes-AMG’s latest effort targets BMW’s venerable supersedan with all the focus and intent of a laser-guided missile.
Look at the numbers: 0-60 mph in 3.9 seconds for the BMW M3, 4.0 seconds for the Mercedes-AMG C63 (3.9 seconds for the more powerful C63 S). Top speed is governed at 155 mph for both the BMW and the Mercedes (option packages for both remove the governors). Also, Mercedes barely beats BMW in fuel economy, hitting 29 mpg combined on the European cycle versus 28 mpg for the M3. (EPA ratings for the C63 have not yet been announced.) The Mercedes will start at $64,825 in the States, $1,875 more than the BMW.
Mercedes AMG C63 Vs BMW M3 07
So intent is Mercedes-AMG on beating its nemesis that it introduced the C63 at the same Portuguese venue where BMW introduced the latest M3 a few months earlier. Funny, we just so happen to be here in Portugal with a baby blue M3. Let’s see if the C63 can hit its target at point-blank range.
The Mercedes wears its usual AMG war paint. Cues include additional brightwork, larger air intakes, more sculptured bumpers, air deflectors front and rear, available 19-inch wheels, and quad tailpipes. To make room for the V-8 and the extensive plumbing that goes with it, AMG lengthened the car’s nose by almost 3 inches versus the regular C-Class.
Mercedes AMG C63 Vs BMW M3 03
The cabin can be trimmed either like a baby S-Class or like a pseudo-race car. Just as in the base C-Class, the materials are top-notch and the fit and finish impeccable. But no matter how sporty the driver environment might look, there is no way to get rid of that Buick-esque column-mounted gear selector—a letdown in a car as involving as this one.
In terms of perceived quality, the BMW M3 lags behind. The instrument panel is a busy mix of classy and not-so-classy surfaces, some of the plastics and rubber seals are positively low-rent, and the ergonomics are frustrating in places (gear selector, secondary controls, main dials). (Admittedly, our test car, provided by a local dealer, is not a prime specimen.)
2016 Mercedes AMG C63 Cockpit

The C63’s cockpit is more refined than the M3’s, a trait that carries over to the entire driving experience.

BMW spared no effort in developing the latest M3’s engine, once again a straight-six after a one-generation V-8 dalliance. The M3’s new twin-turbo 3.0-liter develops 425 hp and sings up to 7,600 rpm, at which point the seven-speed dual-clutch automatic rifles to the next gear. We also appreciate that the BMW holds gears in M mode and that it shifts to the lowest possible gear when you pull and hold the left paddle.
The rival twin-turbocharged 4.0-liter V-8 prepared by AMG delivers 469 hp in a notably more relaxed fashion, calling it a day at 7,000 rpm. Its seven-speed transmission likewise does not shift quite as energetically. Yet despite all this, not to mention a 175-pound weight disadvantage, the Benz hangs right with the M3. That’s the magic of torque—the AMG has 479 lb-ft, 73 lb-ft more than the M3. The extra grunt also makes the Mercedes-AMG C63 feel faster than the BMW M3 when accelerating between 60 and 100 mph.
Mercedes AMG C63 Vs BMW M3 George Kacher
Both engines have musical talent, although the sound engineers at M and AMG alike have dialed in too much computer-generated background music. There’s fake heeling-and-toeing, fake blat-blat on overrun, fake upshift ka-chumm, fake idle-speed thud. For the AMG car, you can specify an even more hooliganesque triple-flap exhaust, which sounds positively puerile.
On Portuguese country roads that have not yet been resurfaced with European Union money, the M3 is not happy. Not happy at all. Its rear wheels scrabble about the poor pavement whenever we nail the accelerator, even when we’re already rolling at 130 mph. The Bimmer’s rigid chassis shines on the track and on smooth A-roads, but it backfires when the going gets rough.
2016 BMW M3 Front Three Quarter In Motion
The C-Class pulls out a small lead here, but it, too, has flaws. The low-speed ride is, for instance, disappointingly brittle, and body roll is occasionally an issue. And when it comes to crunch time, the C63 AMG will try to ever so slightly understeer out of trouble. Through the same series of corners taken at comparable velocity, the M3’s nose bites, turns in, and holds the line. And if all else fails, the M3 still has an old-fashioned hand brake to yank in the hairpins.
The Mercedes is nearly invincible in two areas: traction and deceleration. Even with stability control in permissive Sport handling mode, you can floor the throttle ridiculously early, well before unwinding the steering. Although stability control will step in eventually and adjust the trajectory, it’s the mechanical rear differential that performs magic by feeding exactly the right amount of torque to each of the rear wheels at exactly the right time. By doing so, it helps maintain the proper dynamic flow, and it manifests what might be best described as blind dialogue between driver input and vehicle response.
Mercedes AMG C63 Vs BMW M3 04
The M3 is, in contrast, ragged and uncouth, but is also more entertaining. An electronically controlled rear differential—an option on the C63 but standard on the M3—tends to whip the car through tight corners in zig-zag, grip-no-grip fashion. We’re not saying it’s a 1980s 911 Turbo, but it is a letdown compared to the totally unruffled C63. There is a way to erase this behavior for good: Keep the ESP button pushed for more than 5 seconds, check the pacemaker one last time, and then go for it.
Mercedes AMG C63 Vs BMW M3 08
"The BMW almost always let go first at the rear; the C63 will in all likelihood not let go at all."
This BMW should have had a clear braking advantage, as it came equipped with optional carbon-ceramic rotors (also offered on the C63 but not fitted on our test car). However, it could have used fresh pads. Fading was not an issue, but we expected more bite, more instant action, and more feedback. The C63, with its standard steel rotors, delivered all that. The brakes operated with in-your-face urgency yet were easy to modulate. They stopped us with no drama no matter how late we slammed the pedal.
Because they slow the forward thrust with sensitivity and insistence, brakes are also an integral element of the C63’s utterly composed character. At the end of a 23-mile sickbag stretch driven with a knife between our teeth, the left pedal felt a little soft in the Mercedes, and it needed a somewhat more determined hoof to perform the act. But all in all, this stopping apparatus deserves five stars out of five.
Mercedes AMG C63 Vs BMW M3 02

Revel in rivalry: Whichever car you prefer, appreciate the fact that BMW and AMG continue to push the envelope.

The days of hydraulic steering are history, but fortunately so are the days of overly light, strangely artificial electric power steering. In the BMW, the steering adjusts for effort as well as the ratio. There are the three usual calibrations to select from. Even in Comfort mode, there is a reassuring stiffness that follows your hands as they apply more lock, but unlike in the M5, it’s not overly heavy. Self-centering is quite subtle, and the gearing is perfect for quick flicks. Above all, it’s dead-on accurate.
Mercedes’ variable-rate steering is lighter, more forthcoming, and more linear. It is tuned for positive and fuss-free changes of direction, and that is totally in line with the car’s more laid-back character if not as spot-on attentive as the M3’s tiller.
Mercedes AMG C63 Vs BMW M3 12
Both cars featured optional 19-inch rims shod in Michelin Super Sport tires, although the Mercedes’ were narrower and of different chemistry. As far as grip and traction go, the winner wears a three-pointed star. (It’s worth mentioning that the dealer-sourced M3 was not on its original-spec tires.)
As far as smiles per mile go, it’s a much closer shave. The M3 provides more old-fashioned fun. It turns in with the agility of a chameleon’s tongue, and it hangs on like a lizard to a vertical wall—until it eventually whips its tail like an angry croc. The BMW almost always let go first at the rear; the C63 will in all likelihood not let go at all. It blends tenacious grip with strong stability, and it handles in a reassuringly neutral fashion. When we say neutral, we don’t mean boring. Just as you can induce a trace of understeer, you can coax the Benz into a mild drift—or a loud and long one with stability control deactivated.
Mercedes AMG C63 Vs BMW M3 10
Seldom has it been more difficult to crown a winner. Although the two contenders were born on different planets, and despite the fact that they field diverse talents, they both reach similar heights, and both are pretty damn fun. The 2015 BMW M3 is more sporty, more raw, more challenging, and more extroverted in character. It is, in other words, what an M3 has always been. Those who’ve loved this car in the past will worship it still.
This side of the SLS and GT, AMGs have always been high-powered grand tourers. The 2015 Mercedes-AMG C63 certainly upholds that tradition. But it is not, especially in all the areas that matter, simply more of the same.
Mercedes AMG C63 Vs BMW M3 01
Over the course of its redesign, the top-of-the-line C-Class has picked up a bunch of fresh virtues. It steers with more enthusiasm, it brakes with more bite, it puts power down with more determination. And, most important, it handles with a delicate sweetness none of its nose-heavy, tail-happy predecessors ever approached. Compared with the M3, the new C63 AMG is the more complete all-’rounder, creamier and more composed but dynamically just as awesome. If you want the smiles without the pain, the Mercedes is the one to reach out for.

2015 Mercedes-AMG C63 Specifications

Base Price: $64,825
Engine: 4.0L twin-turbo DOHC 32-valve V-8/469 hp @ 5,500-6,250 rpm, 479 lb-ft @ 1,750-4,500
Transmission: 7-speed automatic
Layout: 4-door, 5-passenger, front-engine, RWD sedan
EPA Mileage: TBA
L x W x H: 187.2 x 72.4 x 56.1 in
Wheelbase: 111.8 in
Weight: 3,616 lb
0-60 mph: 4.0 sec
Top speed:155 mph

2015 BMW M3 Specifications

Base Price: $62,950
Engine: 3.0L twin-turbo DOHC 24-valve I-6/425 hp @ 5,500-7,300 rpm, 406 lb-ft @ 1,850-5,500 rpm
Transmission: 7-speed dual-clutch automatic
Layout:4-door, 5-passenger, front-engine, RWD sedan
EPA Mileage: 17/24 mpg city/hwy
L x W x H: 184.5 x 73.9 x 56.1 in
Wheelbase: 110.7 in
Weight: 3,595 lb
0-60 mph: 3.9 sec
Top speed:155 mph
2015 BMW M3 Front Three Quarter View 1
The all-new 2015 BMW M3 is the car you wanted, and don’t say it isn’t. Don’t pass the blame, don’t dodge this bullet, and don’t duck out. Just take responsibility for what you’ve done. BMW has heard you, and now a once-magical car has become an overpowered yet somewhat distant sedan.

Impressive and imposing, but only half way

Five generations on from the 1986 E30 version of the M3, the new F80 M3 is more arresting now than ever before, made from a complex mix of composite materials and lightweight metals and powered by a 425-hp, twin-turbocharged inline-six that returns 26 mpg on the highway. It’s imposing.
2015 BMW M3 Driver Profile View
The 2015 BMW M3 makes impressive performance numbers by sprinting to 60 mph in 4 seconds and then running through the lights in the quarter mile in 12 seconds. It’ll easily pull 1 g in cornering grip on the skidpad. On the street, it can stomp just about anything from a stoplight. On the track, it cuts a lap quicker than cars double its price and half its size.
""Five generations on, the M3 is more arresting now than ever before.""
While performance numbers don't lie, they can tell half-truths. There are few things this tech-laden performance sedan can’t do, but there are even fewer moments of emotional connection. I never feel as if this fast but flavorless car needs me. There’s no relationship, no teasing the car to do things at the edge of its abilities. I’m behind the steering wheel and feel like a passenger.

Savagery trumps sensitivity

The 2015 BMW M3 fights for its bread in a world now full of hungry, high-horsepower four-doors such as the Audi RS7, Chevrolet SS, Dodge Charger SRT Hellcat, Jaguar XFR-S, and Mercedes-AMG C63. But as the M3 has evolved into a car that can bare its teeth to such savage sedans, it has lost its sensitivity.
2015 BMW M3 Front View
As gag-worthy as it might be to say yet again, driving is an art. A great driving experience is more than just shifting quickly, convincing your right foot to stay down, then clinging to a steering wheel.
The M3 lives in the world you wanted, a world all about performance, not driving. Take responsibility for what it has become.

2015 BMW M3 Specifications

Base price: $62,925
Price as tested: $84,650
Engine: 3.0-liter twin-turbocharged DOHC 24-valve I-6/425 hp @ 5,500-7,300 rpm, 406 lb-ft @ 1,850-5,500 rpm
Transmission: 6-speed manual
Layout: 4-door, 5-passenger, front-engine, RWD sedan
EPA Mileage: 17/26 mpg (city/highway)
0-60 mph: 4.1 sec
Top speed: 155 mph
Cargo capacity: 12.0 cu ft
2015 BMW M3 Sedan Front Three Quarter Turn
Portimão, Portugal — Enough with the internal E codes. Few cars arouse passions and pedantry like the M3, and the E30 vs. E-whatever debates can be endless, circuitous, and maddening. Might as well compare Frazier to Tyson, early Dylan to late, Pulp Fiction to Inglourious Basterds.
So for right now, let’s forget the previous cars. After driving the fifth-generation BMW M3 (okay, fine, it’s the F80) we asked ourselves this: If this was the very first M3 ever released, would it be legend?
To put it another way, if the M3 had never been green-lit until today, and BMW brought it onto the market as a squalling newborn akin to Jaguar’s F-type, would it be the car you’d compare others to in twenty-five years?
To try and answer that question, we approached the 2015 BMW M3/M4 with selective amnesia. We put aside our loves, gripes, and hopes of previous-generation M3s and simply assessed how the 2015 models shape up as modern sport cars.
Other than aesthetics, doors, ride height, and claimed weight, the four-door M3 and two-door M4 are mechanical twins. The specs look good: A twin-turbocharged, 3.0-liter inline-six with 425 horsepower and 406 pound-feet of torque from 1850-5500 rpm. A claimed curb weight of 3595 pounds for the sedan with the seven-speed dual-clutch automatic; 3585 pounds for the coupe. You can have a six-speed manual, which also saves almost 90 pounds of overall weight. It’s rear-wheel drive with an electronically controlled limited-slip differential.
Kinda sounds no-bullshit, doesn't it?
Our shut-up-and-prove-it first drive took us over fast highways, treacherous single-lane squiggles, and the suspension-smashing Autódromo racetrack in Portugal’s Algarve region. We drove both the M3 and the M4 brutally, with little mechanical sympathy and the single-minded purpose of exposing weaknesses and exploiting potential greatnesses. Hope was leavened with skepticism.
Two days of driving left us wanting more time, more miles, more laps. But it also left us with very clear impressions. Here, the good, the bad, and the other.
The very good: Both cars are howl-at-the-blood-red-moon, out-for-trouble, gonzo fun. Prices start at a very adult $62,000/$64,200, but the heart of the car is anything but adult. This is the Bavarians out to cause trouble. The M Division was clearly intent on not erring on the side of caution.
These cars are neither silky nor subtle; rather, they are muscular and irrepressible. Hell, at times they seem borderline irresponsible. A heady go on a switchback road translates to bewildering accelerations down straights and sharp stabs of carbon-ceramic brakes with such sudden decelerations that bodies snap into seatbelts. Turn off the Dynamic Stability Control completely, and it’s easy to spin tires and get more than a bit sideways. As such, the M3/M4 encourage silliness and are as fun as any production cars currently on the market.
The bad: Our first thought, within moments of taking possession of the M3: “Is the engine noise coming from the speakers?” Agonizingly, yes. The M3/M4’s interior sound comes courtesy of special effects.
When pressed, BMW engineers reluctantly explain that the sound doesn’t come from a pre-recorded soundtrack or an engine-mounted microphone. Instead, a sensor analyzes what the engine should sound like according to rpm and load. Then, it uses a “synthesizer” to replicate that sound and pipes it through the speakers. “Think Alan Parsons Project,” says one engineer.
Like the digitally rendered humans in the movie The Polar Express, you immediately know something is off—and that particular something is creepy. Also off-putting is the character of the synthesized engine noise, which sounds like a bass-heavy V-8 rather than the sharp rasp of an inline six. Onlookers outside the car are treated to blats of real, raucous inline-six sound as the exhaust flaps kick rudely open. Turns out they’re the lucky ones.
The good: Previous M3s have all had normally aspirated engines, so the turbo should fall into the “bad” category, right? Well, the pull of the new 3.0-liter engine is phenomenal. The two mono-scroll turbos deliver the torque early, and it stays meaty a good long way toward the 7600-rpm redline. The right now power delivery is especially sublime when you’re already on the move and are looking for a hard kick in the pants down a short straight. And it happens in a linear, no-surprise kind of way. BMW says it takes 3.9 seconds to reach 60 mph with the dual-clutch automatic. In total, it’s good enough that we won’t miss the 4.0-liter V-8. The truth hurts.

The troubling: A turbo hose failed on our test coupe, suddenly venting precious oxygen into the atmosphere and basically leaving us with the world’s first normally aspirated (and weak) M4. “Pre-production parts” was the excuse, but these types of failures always leave us wondering.
The added bonus: Like Jessica Rabbit, the M3 and M4 were drawn to be bad. The look is all muscle, with wide rear haunches, a rear diffuser, and the hood’s sublimely ridiculous power dome. The sedan is more thickset than the coupe and, to our eyes, is particularly successful. The coupe sits lower, and its stance is slightly more purposeful. They can seem gawky in photos, but rendered in actual metal, these are badass machines.
The great: The handling is unmistakably, deliciously, rear-wheel drive. With the DSC fully on, both cars are hampered, hobbled, and slightly dispirited. One button click to M Dynamic Mode (MDM), and they become nimble, dynamic, and boisterous. There’s almost no understeer: Even picking up the gas early in the apex has little penalty, as the M3/M4 stays highly pointable. You can alter driving lines with throttle.
Be warned that with safety systems toned down or all the way off, the back end loves to step out, sometimes unexpectedly. This is especially true of the sedan, which is taller and pivots from a slightly higher center of gravity compared with the coupe. A jiggle of the hands is enough to coax it back into line. Add extra thrust instead, and experienced drivers can drift to the outside after apexing. It’s not scary, balance is good, and the gradual breakaway from the specially formulated Michelin Pilot Sport tires is entirely predicable. You can feel what’s going on underneath you.
The new M3 is some 175 pounds lighter than the outgoing model, says BMW, but even so it’s not a light car. The engineers talk about all the places they’ve saved weight, from the carbon-fiber drive shaft, roof, and trunk lid to aluminum control arms and axle subframes. Still, bombing down a hill and throwing on the brakes late is a study in weight management.
The disappointing: The lack of steering feel. The steering has three modes: comfort, sport, and sport plus, and the biggest difference is the artificial heft. In nearly all instances on legal roads, comfort mode is best (and the word “comfort” is misleading). Fortunately, it is also incredibly precise. On the track, we preferred sport.
The stuff we don’t know: All the cars we drove were equipped with carbon-ceramic brakes on nineteen-inch wheels, a combo that runs an extra $9350. The carbon-ceramic brakes do squeak but are easy to modulate on regular roads, without biting overenthusiastically. They make the most sense on the racetrack, as we’ve found that BMW’s steel brakes quickly overheat after a few hard laps. We would have liked to experience the ride on eighteen-inch wheels with regular brakes to compare.
Nor did we get a shot with the manual transmission, which will blip the throttle on downshifts automatically. The great news is that there is still a manual, for which you can thank us Yanks.
The final good news: The connection to motorsports and the M3 is very real, and BMW is adamant that the latest cars will deliver on the racetrack. Peek under the hood to find a carbon-fiber strut brace that looks like the same one found on the new M235i Racing.
The Autódromo has severe altitude changes, a set of carousels, and several hairpins. After taking both the M3 and the M4 out for a total of a dozen hard laps, we got a pretty clear perspective and learned that they deliver.
The track proved that the coupe is more buttoned down, with less unintended yaw. It arcs through the turns cleanly. Grip is excellent. It’s the sedan, though, that is more fun. On those long downhill half corkscrews, you tickle the gas until the inside tires are just about to overload, then breath off the accelerator and wait for the sedan to pivot and point you true again. Damn, that’s good.
So, ultimately, will the F80 and F82 (the coupe gets its own code now) run with Jag F-types and Porsche 911s and Chevy Corvettes? That’s a matter for a million maddening comparisons, but the short answer is it definitely won’t embarrass itself. And while it doesn't have the purity of an E30 -- what modern car can make that claim? -- the M3/M4 definitely shows hints of legend.

2015 BMW M3/M4

Base Price: $62,000/$64,200 (M3/M4)
Engine: 3.0L twin-turbo I-6
Power: 425 hp @ 5500-7300 rpm
Torque: 406 lb-ft @ 1850-5500 rpm
Transmission: 7-speed dual-clutch automatic, 6-speed manuall
Drive: Rear-wheel
Steering: Electronically assisted rack-and-pinion
Brakes: Ventilated discs
L x W x H: 184.5 x 73.6/73.9 x 54.5/56.1 in (M4/M3)
Wheelbase: 110.7 in
Weight: 3530-3595 lb
Cargo volume: 11.0/12.0 cu ft (M4/M3)
0-60 mph: 3.9/4.1 sec (auto/man)
Top speed: 155 mph (electronically limited)
2015 BMW M3
2015 BMW M3

New for 2015

The BMW M3 is reintroduced for 2015, losing the V-8 from the 2013 iteration, instead utilizing a twin-turbo I-6.

Vehicle Overview

The BMW M3 is the iconic performance sedan that has long been the standard of sports cars throughout the world for handling. The M3, though once representative of both two- and four-door models, is now just a sedan, with the M4 covering the coupe and convertible models.


The 2015 BMW M3 is powered by a twin-turbocharged 3.0-liter I-6 that produces 425 hp and 406 lb-ft of torque and can be paired to a six-speed manual or seven-speed dual-clutch automatic. The M3 remains rear-wheel drive, per tradition, and can make the sprint to 60 mph between 3.9 and 4.1 seconds. EPA-estimated fuel efficiency is 17/24-26 mpg city/highway with six-speed models getting better highway mileage, figures much-improved over the V-8 from the last M3 that earned a 14/20 mpg rating.
The standard features list is indicative of the M3’s mission, going fast, with a limited comfort/convenience list that includes heated front seats, automatic climate control, four 12-volt power outlets, Bluetooth with streaming audio support, HID headlights, and dynamic cruise control.
While the 2015 BMW M3 has not been crash tested by the NHTSA or the IIHS, the 3 Series Sedan received a five-star rating from the NHTSA (out of a possible five stars), and in IIHS testing four ratings of Good and one of Marginal in the small overlap front category (the highest possible rating is Good).

What We Think

The 2015 BMW M3 brings back more of what made us first love the M3, but it’s not perfect. We were appalled to find that BMW has synthesized the exhaust note, but it’s not a point we’ll beleaguer here; suffice it to say the people outside the car get the better soundtrack. In a Driven Review of the 2015 BMW M3 and M4 we commented on the twin-turbo powertrain saying, “The right now power delivery is especially sublime when you’re already on the move and are looking for a hard kick in the pants down a short straight. And it happens in a linear, no-surprise kind of way … In total, it’s good enough that we won’t miss the 4.0-liter V-8. The truth hurts.” We also praised the M3, noting, “The handling is unmistakably, deliciously, rear-wheel drive. With the DSC fully on, both cars are hampered, hobbled, and slightly dispirited. One button click to M Dynamic Mode (MDM), and they become nimble, dynamic, and boisterous. There’s almost no understeer: Even picking up the gas early in the apex has little penalty, as the M3/M4 stays highly pointable. You can alter driving lines with throttle.”
Our complaints, however, lay with the steering, which we called “incredibly precise” but noted that there was a conspicuous absence of feel. In an Around the Block review of a 2015 BMW M3 we said, “A great driving experience is more than just shifting quickly, convincing your right foot to stay down, then clinging to a steering wheel … The M3 lives in the world you wanted, a world all about performance, not driving. Take responsibility for what it has become.” In an automotive landscape experiencing a modern horsepower war the M3 has become even more hard-edged to compete (think the 700-hp Dodge Challenger SRT Hellcat, Mercedes-AMG C63, and etc.) but has lost that connection it used to have.
Despite the question of lost feel (who can help but compare it to the excellent line that set the stage?) the M3 remains a dynamic performer with a mean streak. Deactivate the traction control and the sports sedan from Munich can encourage some silliness.

You’ll Like

  • M3 brings the I-6 back
  • 406 lb-ft of torque at 1850 rpm
  • Excellent electronics keep the M3 under control

You Won’t Like

  • Synthetic exhaust note
  • Steering lacks feel
  • Have to pay extra for a backup camera

Key Competitors

  • Mercedes-Benz C63 AMG Coupe
  • Cadillac ATS-V
  • Audi RS 7
  • Chevrolet SS
  • Jaguar F-Type R


“Mission: Impossible” protagonist Ethan Hunt embarks on another wild escapade in the upcoming “M:I – Rogue Nation” film. And as this trailer shows, he'll have a little help from some high-performance machines from BMW.
2016 Cadillac ATS V Tire Burnout 03
Turn 11 is a tight hairpin, and the 2016 Cadillac ATS-V accurately turns in, clips the apex, and powers out before rocketing down the long back straight, all 464 horses from its ferocious twin-turbo V-6 galloping madly. The head-up display briefly flashes 145 mph before the powerful Brembo calipers clamp down in anticipation of the fast-approaching tight left-hander. It was through this section at Circuit of the Americas (CoTA) in Austin, Texas, when it first hit me: BMW should be afraid, very afraid. The new Cadillac ATS-V is that good.
2014 Ferrari Laferrari Front Three Quarters Motion 1
The BMW Group has added Ferrari’s former chief engineer Roberto Fedeli to its payroll. BMW’s announcement arrives just a few days before Ferrari goes through another significant personnel change with CEO Luca di Montezemolo officially stepping down from his post.

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2015 BMW M3
2015 BMW M3
Base RWD 4-Dr Sedan I6
17 MPG City | 26 MPG Hwy
Top Ranking Vehicles - MPG
2015 Lexus GS450H
Base FWD 4-Dr Sedan V6
29 MPG City | 34 MPG Hwy
2015 BMW M3
2015 BMW M3
Base RWD 4-Dr Sedan I6
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2015 BMW M3
2015 BMW M3
Base RWD 4-Dr Sedan I6
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2015 BMW M3
2015 BMW M3
Base RWD 4-Dr Sedan I6

2015 BMW M3 Specifications

Quick Glance:
3.0L I6Engine
Fuel economy City:
17 MPG
Fuel economy Highway:
26 MPG
425 hp @ 5500rpm
406 ft lb of torque @ 1850rpm
  • Air Conditioning
  • Power Windows
  • Power Locks
  • Power Seats
  • Steering Wheel Tilt
  • Cruise Control
  • Sunroof (optional)
  • ABS
  • Stabilizer Front
  • Stabilizer RearABS
  • Electronic Traction Control
  • Electronic Stability Control
  • Locking Differential (optional)
  • Limited Slip Differential
  • Airbag Driver
  • Airbag Passenger
  • Airbag Side Front
  • Airbag Side Rear (optional)
  • Radio
  • CD Player
  • CD Changer (optional)
  • DVD (optional)
  • Navigation
50,000 miles / 48 months
50,000 miles / 48 months
Unlimited miles / 144 months
Unlimited miles / 48 months
50,000 miles / 48 months
IIHS Front Small Overlap
NHTSA Rating Front Driver
Not Rated
NHTSA Rating Front Passenger
Not Rated
NHTSA Rating Front Side
Not Rated
NHTSA Rating Rear Side
Not Rated
NHTSA Rating Overall
Not Rated
NHTSA Rating Rollover
Not Rated
IIHS Front Moderate Overlap
IIHS Overall Side Crash
IIHS Rear Crash
IIHS Roof Strength

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5-Year Total Cost to Own For The 2015 BMW M3

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Five Year Cost of Ownership: $67,800 What's This?
Value Rating: Excellent