BMW builds cars that are fun to drive. As early as the 1930s, the automaker recognized that people wanted to enjoy the journey as much as the destination and began using the German word “Freude” (joy, fun, pleasure) in its advertising. In 1965, the automaker settled on “Freude am Fahren” (sheer driving pleasure) to market its vehicles. But when the company accelerated sales in North America in the 1970s, it adopted this now legendary tagline: “The Ultimate Driving Machine.”
Perhaps more than any other BMW, the M3 has contributed significantly to the credibility behind the claim. Over six generations, every M3 has supplied sheer driving pleasure to driving enthusiasts, from the first 1988 M3 coupe to the latest models that embody a modern four-door sports car. Few automobiles can thrill like a BMW M3 can.
The first M3 was a response to homologation requirements for BMW to enter the European Touring Car Championship. Regulations stipulated that the race cars had to use a production car as their foundation, so the automaker transformed the BMW 3 Series into the M3 to meet the rule. It was such a success in Germany and abroad that BMW made the M3 a longstanding part of its lineup.
In addition to the original coupe, BMW added convertibles and sedans to the M3 lineup, and for those who couldn’t drive a stick, an automatic transmission expanded the customer base. With each redesign, the M3 got larger, stronger, and faster. Following the original M3’s four-cylinder engine, successive variants used inline six-cylinder and V8 engines, all driving the car’s rear wheels.
Everything changed in 2014 when the fifth-generation BMW M3 went on sale. The coupe and convertible body styles moved under the new 4 Series umbrella and adopted an M4 badge. Turbocharging arrived in the form of a twin-turbo six that made a lot of torque across the engine’s rev range. Drivers no longer needed to rev an M3’s engine close to the redline to access maximum power, altering the car’s character. Electrically assisted power steering also arrived, resulting in a big sad with the M3 faithful, who loved the purity of the old hydraulic systems.
In 2021, the sixth-generation BMW M3 went on sale with more power, performance, and capability than ever. The Competition models offered more than 500 horsepower, and BMW’s xDrive all-wheel drive system ensured it went to maximum use. At the same time, a controversial grille design provoked a love-it-or-hate-it response that persists to this day.
Nevertheless, the consistent throughline common to all BMW M3 models is sheer driving pleasure and enough power to worry rivals from Mercedes AMG and Porsche. When buying a used example, it is critical to identify signs of abuse, indifferent maintenance, and modifications that are difficult to unwind. Get a thrashed BMW M3, and you might as well stand in front of a German auto repair shop lighting cash on fire.
BMW M3 Buying Guide: Cost, Reliability, and the Best Years to Buy
- Frequently Asked Questions
- Pros and Cons
- BMW M3 Generations
- Sixth Generation (2021 to present)
- Fifth Generation (2015-2018)
- Fourth Generation (2008-2013)
- Third Generation (2001-2006)
- Second Generation (1995-1999)
- First Generation (1988-1991)
Frequently Asked Questions
Which BMW M3 years are the best?
Experts say the first-generation M3 (1988-1991) is the most collectible, the third-generation M3 (2000-2006) is the best to drive, and the sixth-generation M3 (2021 to present) offers the most performance. But each iteration of the BMW M3 offers something compelling for driving enthusiasts. What’s most important is finding one in factory-original specification that’s been impeccably maintained.
What are the worst BMW M3 years?
Each M3 generation has its problems, and when they arise, they’re expensive to resolve. If there is a specific M3 to avoid, it’s the third-generation car equipped with the Sequential Manual Gearbox (SMG) transmission, which BMW offered from 2000 to 2006.
Is a used BMW M3 a good deal?
Before the first turbocharged M3 arrived in 2014, this model’s engines needed to rev high to deliver maximum performance. Considering the M3 appeals to driving enthusiasts, it’s fair to assume that has happened on numerous occasions.
You’ll pay a lower price for a sketchy M3, but repairs are expensive, especially for the older models. Consider paying a premium for an M3 with low kilometres, full documentation, and obvious loving care by its previous owner(s). You’ll likely save money in the long run.
Pros and Cons
Pros
- Sheer joy to drive
- Enough room to bring passengers along for the fun
- Performance and practicality in a single package
Cons
- Expensive to buy
- Expensive to maintain
- Expensive to fix
BMW M3 Generations
Sixth Generation (2021 to present)
When BMW introduced the sixth-generation M3, the automaker faced heavy criticism for the car’s styling. The iconic twin-kidney grille, which towered from the car’s lower front air dam into blisters rising on either side of the hood’s roundel emblem, was the source of that ire. Think early 1970s Pontiac, but without all the chrome.
Unfortunately, the controversial grille detracts from a stellar, high-performance M car wrapped in practical sedan bodywork. Once you get behind the wheel, you’re blissfully unaware of anything but driving satisfaction.
Equipped with a twin-turbocharged 3.0-litre inline six-cylinder engine, the sixth-gen M3 has a standard six-speed manual gearbox powering the car’s rear wheels. This configuration supplies 473 horsepower and 406 pound-feet of torque, and if you’re quick with the clutch work, the stick-shifted M3 can accelerate to 100 km/h in just over four seconds.
The M3 Competition offers more speed, but the extra power (503 hp and 479 lb-ft) requires the eight-speed Steptronic automatic transmission. In 2022, BMW began offering the M3 Competition xDrive with all-wheel drive, complete with a rear-drive-only setting for use on a track. Enthusiasts had been griping about BMW’s electric-assist steering for years, and that didn’t change with the sixth-generation M3. However, from a driving dynamics standpoint, there wasn’t much else to complain about. Few automobiles can provide the stunning acceleration, heroic cornering, and daily practicality of the BMW M3.
In 2023, BMW offered a limited-edition called the Edition 50 Jahre BMW M, to commemorate 50 years of BMW Motorsport GmbH. In 2024, an M3 CS joined the lineup with 543 hp, a zero-to-100 km/h time of 3.9 seconds, and a six-figure price tag. Subtle styling and interior changes, a BMW Curved Display with a next-generation infotainment system, and more power for the BMW M3 Competition with xDrive arrived in 2025.
As with the fifth-generation M3, this version of the car came only in a sedan body style with seating for five and a roomy 480-litre trunk. BMW generously equipped the M3, but upgrades pertaining to comfort, convenience, safety, and performance helped buyers tailor the car to their personal preferences.
Sixth-generation BMW M3s have held their value remarkably well. You may luck into a low-kilometre example priced below $80,000 in Canada, but most will still cost you $90,000 or more. As you might expect, the newer the car, the lower the kilometres, and the more power the engine makes, the higher the price. That’s good news if you’re a manual transmission fan.
Fifth Generation (2015-2018)
Controversy characterized the fifth-generation BMW M3, sold only for four years between 2015 and 2018.
With the arrival of the fifth-generation M3 in 2015, the model designation applied only to a four-door sedan body style. BMW tucked the coupe and convertible under the new 4 Series umbrella, and they wore an M4 badge. The change marked the first time the M3 was unavailable as a two-door coupe, but the BMW M4 was essentially the same thing with a different name.
BMW also dropped the previous-generation M3’s sonorous V8 engine in favour of a 3.0-litre twin-turbo inline six-cylinder. The engine marked the first time BMW offered forced induction in the M3, and the result is a mighty 425 hp and 406 lb-ft of torque. Better yet, that torque is spread across much of the engine’s rev range, making it more accessible in daily driving.
A six-speed manual transmission was standard, with a seven-speed dual-clutch automated manual transmission (DCT) an option for those who prefer not to shift their own gears. According to BMW, the fifth-gen M3 with the DCT could accelerate to 100 km/h in about four seconds when using the launch control system.
Electrically assisted steering replaced the hydraulic steering of prior M3s, resulting in accusations of poor road feel through the steering wheel. Compared to old M3 models, that was true, but compared to contemporary rivals also using electric steering, it was a non-issue. A Competition Package arrived halfway through the 2016 model year, bringing more power (444 hp), hardware upgrades for track driving, performance seats, and more. This version of the M3 could reach 96 km/h in a claimed 3.8 seconds with the DCT and launch control.
In 2017, all M3s had standard adaptive dampers and a new version of the BMW’s iDrive infotainment system (iDrive 5.0). A 30 Jahre M3 limited-edition commemorated 30 years of M3 production, with just 500 examples available worldwide.
The 2018 BMW M3 got another iDrive update to iDrive 6.0, arguably making it the most desirable fifth-gen example of the car. By the time iDrive 6.0 arrived, BMW had worked most of the kinks out of the technology, and it was good to use.
Experts at Road & Track (RT experts) say after a decade on the road, there are two things to watch out for with used fifth-generation M3s. The first is potential crankshaft hub failure, so make sure you have this component inspected. Also, many owners revised the engine management software to improve the car’s performance, leading to drivability issues.
As is true with any used BMW M3, you want to avoid cars with obvious signs of abuse and neglect. A price that’s too good to be true is a warning sign. Unmodified, well-maintained examples will carry a premium, and you can find clean, original ones with less than 100,000 kilometres for $53,000 and up.
Fourth Generation (2008-2013)
With the fourth-generation M3, BMW decided to stuff a 4.0-litre V8 engine under the newly bubbled hood. Delivering 414 hp and 295 lb-ft of torque, the engine revved to a lofty 8,400 rpm redline, with a six-speed manual or seven-speed DCT feeding power to the rear wheels.
The RT experts claim this V8 engine is reliable and sounds sensational, and the DCT represented a significant improvement over the third-gen car’s aggravating clutchless Sequential Manual Gearbox (SMG) transmission. However, there are a few downsides to the V8-powered M3.
According to RT, this engine consumes a lot of oil, and electronic glitches can force the drivetrain into a “limp-home” mode. Premature wear and failure of connecting rod and main bearings are also a potential trouble spot. So be sure to have any fourth-generation M3 carefully inspected for these problems before buying one. Being a powerful V8, it doesn’t offer much in the way of fuel economy, either.
BMW returned a four-door sedan to the fourth-gen M3’s lineup, and the model run marked the final one offering all three body styles. In addition, the convertibles had a power retractable hardtop, replacing the fabric roof on the previous M3s.
If the original owner chose the optional navigation system, the M3 came with BMW’s iDrive infotainment system and a different dashboard to accommodate the display screen. Decades on, this technology is outdated and could prove frustrating to operate and expensive to fix. Consider finding an example without it.
The M3 changed little in its first few years. In 2009, minor iDrive upgrades tried to improve the technology, and in 2010, BMW offered a couple of new features. A Competition Package arrived in 2011, available for the coupe and sedan models. It installed 19-inch wheels, a retuned electronic differential, and a less sensitive stability control system.
BMW dropped the M3 sedan after the 2011 model year and gave the 2012 M3 coupe and convertible iDrive infotainment system updates, including standard Bluetooth connectivity, BMW Assist connected services, and a USB port. For the fourth-generation M3’s last year of availability, the U.S. received a 2012 M3 Lime Rock Park Edition, named after a racetrack in Connecticut dressed the coupe in Fire Orange paint. BMW made only 200 examples of it, costing over $70,000 U.S. when new. Canada received a variation on this called the Fire Orange Limited Edition, which was a package available for M3s sold here that year. Reportedly, just 23 of these were made for Canada.
When buying a used fourth-gen M3, the newer the model, the happier you’ll be. As always, have a qualified BMW or German car technician inspect the vehicle, and avoid examples that have seen abuse, indifferent maintenance, or modifications.
There are a surprising number of these M3s lingering on the Canadian used car market. Accident-free examples with less than 150,000 kilometres range in price from $32,000 to $65,000, with ultra-low-kilometre examples running even higher than that. If you ever come across a Fire Orange Limited Edition, expect it to go for much more.
Third Generation (2001-2006)
Amongst the BMW faithful, this “E46” generation of the automaker’s popular compact car represents peak 3 Series. Particularly in M3 specification, it is widely considered the pinnacle of what an ultimate driving machine should be. Well, as long as you skip the Sequential Manual Gearbox (SMG).
This third-generation M3 had a spectacular 3.2-litre inline six-cylinder engine good for 333 hp, paired with one of the best six-speed manual gearboxes ever known. It came in coupe and convertible body styles but never a sedan, which is a shame. According to BMW, it could zoom to 100 km/h in less than five seconds.
Not everybody can operate a stick shift. Having suffered plenty of criticism over how the second-gen M3’s optional automatic blunted performance, BMW tried something new with the E46 M3 to retain customers who preferred to skip the clutch pedal. The resulting SMG was a computerized manual transmission without a clutch, but it proved unsatisfying and a source of driver aggravation.
The SMG was new to the M3 in 2002, the same year BMW added a CD player and made rear-seat side-impact airbags available. In 2003, BMW made rain-sensing wipers, automatic headlights, and a DVD-based navigation system available on the M3.
Starting in 2004, a new Competition Package enhanced the car’s already brilliant dynamics with quicker steering and larger brakes, and unique wheels to visually differentiate this model from other M3s. It remained available through 2006, the final year for the third-generation M3. Few were built and even fewer made it to this side of the Atlantic, but the 2004 CSL is regarded by many as one of the greatest M3s, if not the greatest. Available in two colours — Silver Grey Metallic and Black Sapphire Metallic — it was significantly lighter than the conventional M3, courtesy of a carbon fibre roof and body panels and racing bucket seats, among other measures. The aerodynamics were also improved with a front splitter and a rear diffuser. The result was arguably one of the greatest driver’s cars of all time, allegedly capable of a derestricted 280 km/h top speed (BMWs are traditionally limited to 250 km/h).
BMW also added its BMW Assist connected services and satellite radio to the infotainment offerings in 2004, while aluminum interior trim became standard in 2005. The M3 carried over for 2006 as BMW began the rollout of its next-generation 3 Series family.
If it’s not clear, avoid M3s equipped with the SMG. If we had to make an exception, it would be for a like-new, low-kilometre example because the RT experts say you can always convert the SMG to a traditional six-speed manual.
In addition, RT reports the engine connecting rod bearings are a known trouble spot with this engine, so make sure you can inspect the maintenance records to see that previous owners conducted oil changes at 8,000-kilometre intervals or less. Also, have a qualified technician check for rear sub-frame mount cracks, which are fairly common in these cars and can cost a pile of money to fix.
Finally, this generation M3 also had the Takata airbag recall, so shoppers should ensure that prospective purchases have had this issue repaired.
You can still find pristine examples of third-generation M3s with a manual transmission, but they aren’t cheap. Prices are widely variable though, likely because cars in potentially sketchy condition are valued low so they’ll quickly become someone else’s problem. In Canada, expect to pay between $25,000 and $45,000 for a good one.
Second Generation (1995-1999)
The first-generation M3 was a means to an end, but it proved popular enough that BMW released an encore that had nothing to do with meeting homologation regulations. Based on the “E36” version of the 3 Series, the second-generation M3 lineup arrived in 1995 as a two-door coupe. In 1997, a four-door sedan joined the lineup, followed by a two-door convertible in 1998.
Each second-gen M3 had a silky smooth 240-hp inline six-cylinder engine paired with a similarly fluid five-speed manual gearbox. This straight-six drivetrain hustled the rear-wheel drive car to 100 km/h in about 5.5 seconds. A five-speed automatic was an option, but it was slower. BMW fans south of the border weren’t happy the engine produced less power in North America than it did in Europe. However, the version sold in Canada matched the European spec at 286 hp. Better still, it possessed traditional BMW driving characteristics, making it a joy to drive at any speed.
The BMW M3 sedan lasted only two years (1997 and 1998), while the M3 convertible also got a limited run (1998 and 1999), making them relative rarities. Serious collectors will want the limited production 1995 BMW M3 Lightweight coupe, which hit 96 km/h in a claimed 5.3 seconds. With only 126 examples made for the U.S. market, finding one of these anywhere on the continent could prove challenging. When you do, expect to pay what seems like a ridiculous sum.
As you might expect, clean, low-kilometre examples of the second-generation M3 are uncommon. However, they’re available, and if you’re willing to travel to get one, you can likely score an example with under for $25,000 to $35,000 within Canada. Manual transmissions cost more, and be sure you’re getting a Canadian market car as opposed to a U.S. import to secure those higher power figures.
Trouble spots for the second-generation M3s include poorly maintained cooling systems, worn-out suspension components, aged interior parts and components, and rust, especially in Canada. Inspect the one you’re buying carefully.
First Generation (1988-1991)
Based on the “E30” 3 Series coupe, BMW built the first batch of M3s to satisfy racing requirements. The automaker wanted to enter a race-tuned 3 Series in the European Touring Car Championship, but regulations required BMW to base it on a production car available to the public.
To comply, the BMW M3 was born, equipped with a dual overhead cam, 16-valve, 2.3-litre four-cylinder engine, reportedly derived from the company’s M1 supercar. It made 192 horsepower, used a five-speed manual transmission to power the rear wheels, and could hit 100 km/h in about seven seconds. That sounds slow by modern standards, but it was a respectable, if not impressive, result in the 1980s.
BMW substantially modified the production 3 Series Coupe when crafting the original M3; the two cars share only the hood and roof. The M3’s swollen fenders and large rear spoiler were the most obvious modifications. Interior changes were minor; along with sports seats, the most notable of them being an oil pressure gauge in place of the fuel economy gauge.
The first-generation M3, sold in relatively limited quantities when new, is a bona fide collectible car today. Avoid abused, neglected, and modified examples. Because the engine employed solid lifters, make sure owners performed valve adjustments at the proper maintenance intervals. Check for rust, too.
You’re highly unlikely to find an M3 of this vintage in Canada today, and low-kilometre, first-generation M3s in excellent condition are expensive in the U.S. Even the well-traveled examples command as much or more than you would spend on a brand-new BMW M3.
