![]() ![]() Its built upon the same engine GT Legends, GTR2, and rFactor use. Its a totally free (no ads or any other bs) racing sim with one track (Nurburgring GP and the shorter Sprint version) and obviously just the one car, the new BMW M3. ![]() BMW’s CarPlay is still the only one that doesn’t require a wired connection, but as a result isn’t as seamless as other manufacturers’ applications and does have some glitches.Pricing for the M3 sedan starts at $76,000 in Canada.Just saw this on BHMotorports. It offers compatibility with Apple CarPlay as well as Bluetooth, a WiFi hot spot, navigation, and everything else you’d require. They are in no way as intrusive as the seats in the Ford Focus RS ( ), but they are more than adequate for the weekend track day.In-car electronics and connectivity has never been better, and while some of the newer BMW models like the 540i ( ) offer tech like gesture controls and built-in scents, the latest iDrive system in this M3 is a good balance without being “too much”. ![]() Ergonomics are excellent, and the aggressive M Sport seats strike the perfect balance between bolstering and comfort. ![]() The attention to detail is staggering, including M signature red and blue stitching on the seatbelts, steering wheel, and strategically throughout the cabin. Setting the dampers up in “Sport Plus” is naturally the firmest setting, and the results here are very good as well.The BMW M3, especially in Competition form, is not a car that was designed with fuel economy in mind. Keeping the suspension in “Comfort” makes for a comfortable ride that remains firm, but not jarring in any way. Cruising on both the 400-series highways as well as lesser-maintained roads up in cottage country, the M3 didn’t break a sweat. The Adaptive M Suspension (part of the Ultimate Package on this car) does a stellar job at keeping the M3 fully composed regardless of road conditions. When comparing to rivals like the Cadillac ATS-V ( ), the M3 still feels every bit like a BMW should.Ride quality is something that this test was able to evaluate more extensively than we otherwise would, thanks to an extended weekend getaway a few hours outside the city. Unfortunately, it doesn’t feel nearly as engaging as its predecessor, but the new M3 does boast superior handling characteristics and better on-center feel, not to mention excellent turn-in. The unbeatably precise hydraulic steering of years gone by is now a thing of the past, but the new electric steering setups deliver point-and-go crispness. The Competition Package increases the horsepower number to 444, and the improvement in response is surprisingly noticeable over the standard car. It’s good for 425 horsepower between 5,500 and 7,300RPM and 406 lb-ft. It’s not as deep and pronounced as the V8, but this six can sing a song that few will be disappointed with.Hustling the current M3 around is a twin-turbocharged inline six-cylinder engine. However, when the car is kept in “loud” mode through the M Performance Titanium Exhaust, there is a very noticeable and enjoyable soundtrack to it. We had the chance to sample something particularly special the 2018 BMW M3 Competition Package painted in a BMW Individual “Java Green”, an extremely rare vehicle in this spec.Throwing back the M3’s lineage to the previous generation model (chassis code E90/E92), the current car’s boosted powerplant may not make enthusiasts salivate like the old naturally aspirated V8 did. BMW is no exception to this, though the passion is still there, especially in the M division. ![]()
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