Manual transmissions have been dying a slow death for the better part of the last decade, but if we really think about it, the situation is not actually that dire. Sure, most non-enthusiast cars have ditched the row-your-own choice. But from cars like the Mazda MX-5 Miata on the affordable end to the Porsche 911 GT3 on the exotic end — and many others in between — there are still plenty of options out there if you are truly passionate about driving. The 2025 BMW M3 is one of those in-between options, blending performance, luxury, and even a bit of practicality into one engaging package.
The M3 needs no introduction. This race-bred performance sedan has been around for nearly four decades, becoming the most ultimate of BMW’s ultimate driving machines. This latest generation has taken on a lot of criticism for how it looks, which is fair not only for how much the M3 has grown over the years, but also because of the still-polarizing oversized kidney grilles. However, the rest of the body is sculpted with just the right amount of aggressiveness without looking too over-styled.
The M3 receives some minor updates for 2025, including a new LED headlight design featuring two subtle-but-noticeable vertical LED daytime running lights on each side, as well as some new body colour and wheel finish options. [I’ll take mine in Ruby Star with the bright silver wheels, please and thank you! — Ed.] Inside, the M3 receives a new flat-bottomed steering wheel, brushed aluminum trim pieces, and the most prominent upgrade, BMW’s new curved display running iDrive 8.5.
This seemingly one-piece unit is made up of a 12.3-inch display for the digital instrument cluster, and a 14.9-inch touchscreen for infotainment. Commands are accepted using voice prompts, the rotary dial, or via touch, making it quite convenient to use. We do miss having separated, physical climate controls for quick adjustments, but the way BMW incorporates them works fine, as most functions are reachable within a click or two. We also liked that the optional heads-up display can project the tachometer and a shift indicator, which is helpful for when you need to focus on going fast.
The M3 is still powered by a 3.0-litre turbocharged straight-six engine. Codenamed the S58, output is rated at 473 horsepower and 479 pound-feet of torque. The numbers are unchanged from last year, but the all-wheel-drive Competition models receive a 20-hp bump, to a total of 523. Still, this manual, rear-drive M3 is hardly slow, sprinting from zero to 100 km/h in just 4.2 seconds. The way power builds is ferocious, giving the M3 a violent, lasting surge that will have you challenging speed limits if you are not attentive. As expected, the manual transmission does hamper acceleration times a bit, but it makes up for that with good driver engagement and overall effortless operation.
We have always loved the M3 for the way it handles. This current-generation car does not disappoint. Yes, you can clearly feel the weight once you take a corner hard, but there is plenty of grip and it pulls itself out faster than your skills can manage. Despite lacking in road feel — something missing in most other new cars, anyway — the M3 is still a joy thanks to its precise steering and well-tuned chassis. This particular tester is equipped with the standard brakes — a mix of aluminum and cast iron — rather than the optional, $10,900 carbon-ceramic brakes. We had no complaints with the M3’s stopping power throughout the week, so put the money towards your investments instead.
Fuel economy is rated at 14.7 L/100 km in the city, 10.1 highway, and 12.6 combined. Our observed, real-world numbers were nearly identical, which is quite impressive for a car with this much performance and our heavy right foot throughout the week. Of course, premium fuel is required to fill the M3’s 59-litre tank.
Treated as a “regular” car, the M3 did not let us down. There is good headroom throughout, and legroom is acceptable even for adults in the back seat, provided no one sits in the middle seat . The adaptive suspension soaks up imperfections well in comfort mode, and gets progressively uncomfortable as you dial up the sportiness though the customized settings. Trunk size is 480 litres and has a wide opening for bigger cargo.
For 2025, the M3 now starts at $92,250. Our tester includes the $4,000 Premium Package and the $5,500 M Carbon Exterior Package, bringing its as-tested total to $101,750 before any fees and taxes. It may seem like a lot for a faster 3 Series, but the performance and pedigree are there, and the manual transmission adds a whole lot of fun into the equation.
There are still quite a few options available for enthusiasts who embrace the art of driving a manual. Those who are looking for superior performance in a premium package would most likely choose the 2025 BMW M3 — but the Cadillac CT4-V Blackwing can be a sneaky dark horse, offering similar power and an arguably better chassis for $30,000 less. Of course, the M3 comes with a broader appeal, race-proven credibility, and will continue to be the de-facto choice in this segment that is supposed to be halfway into extinction.
