2022 BMW M3 Competition PVOTY Review: Underrated, in More Ways Than One
Pros
- Engine apparently runs on Tannerite
- Balanced chassis
- Stupid quick
Cons
- Too many drive mode settings for some
- AWD adds some heft
- That face
There are two places where you'll probably never catch a glimpse of the new BMW M3's garish front end: from its driver's seat and, anyone sharing the road with one, from another car. Why? Because it'll take some fairly exotic machinery to keep up with, let alone pass, the BMW M3 Competition.
Even when the M3 is coming at you, it'll streak by so fast, those big ol' vertical nostrils will seemingly blur into wider shapes that recall BMW's kidney grilles of yore. Whatever your thoughts about it, BMW did ensure the M3's sniffing schnoz shovels a ton of air into the engine bay, where its fierce 3.0-liter twin-turbo inline-six lies.
BMW says the engine produces 503 hp and 479 lb-ft of torque. But man, it seems like there's no way this I-6 punches below 600 hp. Equipped with BMW's available xDrive all-wheel drive, the M3 Competition we tested shoots to 60 mph in 3 seconds flat. The quarter mile is dispatched in 11.1 seconds at 124.7 mph. That's Porsche and performance electric vehicle territory.
The 630-hp Lamborghini Huracán STO bests it by just two tenths to 60 (2.8 seconds); the advantage of the 720-hp Mercedes-AMG GT Black Series is even slimmer—just 0.1 second. How can we reconcile that the M3, despite loading each of its horsepower with 7.8 pounds, somehow keeps up with those supercars, which carry 5.1-5.4 pounds per hp? We can't. BMW historically has underrated its beefier engines, but this is egregious.
As features editor Christian Seabaugh summed things up, "It's just hilariously unhinged." There exists a drive mode where power is only sent to the rear axle, with predictable results. But you needn't activate the RWD setting for lurid oversteer. Forget chucking the M3 into a corner; you can just as easily induce drifts by pressing harder on the gas with the steering wheel turned. BMW's xDrive seamlessly sends so much engine torque to the rear wheels that you'd swear the car is rear drive.
Speaking of, compared to the rear-drive M3 Comp he'd driven previously, senior features editor Jonny Lieberman bemoaned the heft, which he swore he could feel the M3's AWD gear added to the front axle. Indeed, some judges found it was often necessary to briefly lift off the gas or dab the brakes to get the M3's mass to transfer to the front for optimal turn-in, especially on the Streets of Willow Springs—a behavior Lieberman insisted was the result of the hundred or so extra pounds the AWD M3 Competition carries up front. But without a rear-drive M3 Comp on hand for comparison, most didn't find it disqualifying.
More noticeable are the personality shifts from the previous M3 to this one. Gone is the sensation that the M3 tries to pummel the earth into submission with its overly firm suspension and heavy controls. In its place is a pleasant new delicacy to its dynamics. The suspension seems to have more travel and compliance, the body is allowed to roll and pitch slightly rather than remaining stiffly dead-level at all times, and even in the sportiest modes its steering is almost light.
This smidge of movement lends the M3 a more natural feel, and you can easily detect where you are in its grip envelope by dint of the body lean. Our shoulders like the transition to the less weighty steering, which, along with the suspension's newly up-on-its-toes feel, gives the M3 Competition a furtiveness to its responses that's nearly Alfa Romeo-like.
This harmonic lightness let several editors settle into a satisfying, fast-paced flow. On the Angeles Crest portion of our evaluation, where the M3 changed several judges' minds, Lieberman was able to keep pace with features editor Scott Evans driving the Mercedes-AMG GT Black Series. Of the two, only Evans could spot the M3's awful nose—in his mirrors—as it bore down on his 720-hp über-sled. Alexander Stoklosa
2022 BMW M3 Competition (xDrive) Specifications Base Price/As tested $77,895/$108,545 Power (SAE net) 503 hp @ 6,250 rpm Torque (SAE net) 479 lb-ft @ 2,750 rpm Accel, 0-60 mph 3.0 sec Quarter-mile 11.1 sec @ 124.7 mph Braking, 60-0 mph 105 ft Lateral Acceleration 1.03 g (avg) MT Figure Eight 23.3 sec @ 0.89 g (avg) EPA City/Hwy/Comb 16/22/18 mpg Vehicle Layout Front-engine, AWD, 5-pass, 4-door sedan Engine, Transmission 3.0L Turbo direct-injected DOHC 24-valve I-6, 8-speed automatic Curb Weight (F/R DIST) 3,899 lb (54/46%) Wheelbase 112.5 in Length x Width x Height 189.1 x 74.3 x 56.4 in On Sale Now Show All
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The Ford Mustang is the last car the brand has left standing in North America—and it's a coupe—but elsewhere, traditional four-door, three-box designs still hold some sway. Take the Chinese market, where a few of Ford sedans are currently on the menu: the Focus (which mainly looks like a ROW Focus) and the Escort (based on the second-generation Ford Focus). The new Mondeo, though, is another thing entirely—a refinement of some of Ford's greatest hits. 2022 Ford Mondeo DesignFord revealed this car back in January, but it didn't strike us then just how bold this vehicle is until reports started coming in about it starting to reach dealerships in China. After a second glance, it's worth showing to our readers, if only to appreciate what could have been. In another timeline, had the Fusion (our version of the once-global Mondeo) hung on another generation, we're sure it would have carried this design language. It's like a greatest hits collection of all the best styling ideas of the last few generations of Fords, but honed to a very fine point.Mondeo Meets MuscleThe headlights and grille look more Taurus than Fusion, but more handsome and aggressive than either, using the high-mounted running lights and separated, prominent driving lights below to give it a very contemporary fascia. We're not sure that anyone at Ford Design in China had a rival Camaro up on their idea board, but the blending of the running lights into the grille, and the separate lower elements in black separated by a body-colored strip almost seem like a successful riff on the widely panned Camaro front end. More grille up top and less below the strip does wonders to the balance of the front end. It's in profile, and from the rear, that the Chinese-market Mondeo really comes into its own. There's lots of contour, contrast, and character to the flanks of the Mondeo, particularly the very rear-drive-influenced character line high on the rear quarters. The contrasting roof makes the Mondeo look even sleeker than it actually is. And the shapely rear end, with a strong Mustang influence that marries quadrangular elements with a classic fastback lip spoiler shape to the trunklid, is superb. Without the twin integrated exhaust pipes flanking a faux rear diffuser, this could sell as a very successful Ford EV concept.Mustang Mixed InThe taillamps are particularly noteworthy, with a hint of the trendy pixelated style, similar to what we see on the Hyundai Ioniq 5, but used sparingly enough to add visual interest rather than take over the rear end as an overarching theme. The small, tasteful, and very three-dimensional vertical strakes on the taillamps also are a nod in the direction of the Mustang.Inside, a massive panel of screens floats over a restrained dash, with plenty of character—particularly in the shapely and visually interesting steering wheel. While the dash overall has significant height—we'd need to sit in one to really evaluate how the cabin feels—it looks suitably futuristic.Will the Chinese Mondeo's massive screen, muscular design language, or three-box shape cross the Pacific anytime soon? The first two are possibilities, the third seems highly unlikely. It would seem Ford doesn't yet consider any of its sedans as "Icons." In the meantime, consider the Mondeo a taste of what might have been.
We go into every comparison test with an open mind, but in this electric SUV matchup between Hyundai's Ioniq 5 and Toyota's newer bZ4X, the Hyundai was the heavy favorite. After all, it already won a comparison test against its corporate cousin, the slick Kia EV6, and is currently our top pick among electric SUVs in our Ultimate Car Rankings. Turns out we were both right and wrong: Right about which EV would win but wrong about the reasons why. What we found were two exceptionally useful electric cars with their own distinct strengths.Meet the Players: Hyundai Ioniq 5 and Toyota BZ4XThe Ioniq 5 is a talented and stylish EV, and it's the first vehicle from Hyundai's all-electric Ioniq subbrand. Although the bZ4X is Toyota's first modern-day battery electric vehicle, Toyota introduced an electric RAV4 back in 1997 and has been selling the Mirai FCEV (an electric car powered by a hydrogen fuel cell instead of a battery) since 2016. Given that experience, we thought it was fair to match the bZ4X against the best in the field.For this comparison, we went with top-of-the-line all-wheel-drive models. Our Hyundai Ioniq 5 Limited AWD came with a set of accessory floormats that raised its price to $55,920. The bZ4X's top trim level is also called Limited, and our test AWD EV came with a cold-weather package, premium stereo, spoiler, and extra-cost paint that raised the sticker price to $52,050.Are These Electric SUVs or Electric Hatchbacks?Although both vehicles are pitched as compact sport-utilities, they blur the line between SUV and hatchback car. Both are just an inch or two shorter in length than Toyota's ubiquitous RAV4 and about the same width as it. But the BZ4X's roofline is some 2 inches closer to the ground than the RAV4's, and the Hyundai checks in 2 inches lower still. Consider that both carry their batteries under their bellies, which raises their floor height, and you can understand why they feel more like cars than SUVs from behind the wheel.The Hyundai Ioniq 5 is the head-turner of this duo. Its nifty '80s-hatchback styling was inspired by Hyundai's first mass-produced vehicle, a dreadfully unreliable rustbucket called the Pony; despite those questionable roots, it drew universal acclaim: Throughout our test drive we could see the points and smiles directed at the Ioniq 5, and thanks to the Toyota's inferior sound insulation, we could sometimes hear the compliments, as well. The bZ4X is pretty enough in its own way, with its bold, grilleless styling and rakish roofline reminiscent of Toyota's own Venza. The black fender surrounds are questionable but do set the bZ4X apart—or at least they would if the Toyota didn't look so much like its fraternal twin, the Subaru Solterra.Inside the Ioniq 5 and the bZ4XInside, the Hyundai has the edge: We love the EV rethink of the cabin. With no need for a center tunnel to house driveshafts or exhaust pipes, Hyundai has given the Ioniq 5 a completely flat floor, so there's no center pedestal where front passengers can smack their knees. It's a smart layout that reminds us of minivans and bench-seat sedans of yore. The control layout is fairly straightforward, and the cabin has plenty of storage space, but the instrument panel takes time to interpret, and there's a definite learning curve to the infotainment system. The Ioniq 5 is not a car for those who never RTFM.The Toyota, in contrast, is refreshingly simple. Despite an all-digital dash, the controls and displays look like they could have been pulled from any Toyota model, and that simplicity is the bZ4X's hallmark, or at least it is once you get used to the driving position. The bZ4X's instrument panel is placed close to the windshield and meant to be viewed over the steering wheel rim rather than through it, blurring the line between a traditional gauge panel and a head-up display. It takes some getting used to, but once we adapted, we rather liked it.Both cars have adequate room in the back seat, but the Toyota has a short cushion that sits too close to the floor. The Hyundai's back seat is positioned higher and is more comfortable by an order of magnitude, with no shortage of headroom despite its lower roofline, and the full-length sunroof lets in more daylight than the twin-pane job on the BZ4X.The two cars run neck and neck on cargo space, with about 27 cubic feet behind the rear seats; only the Ioniq 5 has a sliding rear seat to adjust between passenger and luggage space, however. Neither car has a proper frunk, as both cars concentrate their electrical control gear under the hood. Hyundai does have a vestigial storage locker up front, but it's too small to be of much use.Driving: Surprises and DisappointmentsOut on the open road, the Toyota took us by surprise: Although it's not as quick as the Hyundai (we timed the bZ4X to 60 in 5.8 seconds versus 4.4 for the Ioniq 5), it feels very zippy and responsive, with a strong midrange punch that always made us smile. The Hyundai's accelerator is set up so that, outside of Sport mode, one must dip more deeply into its travel to access its best acceleration. Nothing wrong with that, but we preferred the Toyota's always-eager feel.The Toyota had the better ride, too; it's comfortable and steady, whereas the Hyundai is busier and more jittery, even while being appreciably quieter. On the curviest section of our test route, the Hyundai exhibited better grip, but the suspension felt underdamped. The Ioniq 5 leans more in the turns than the bZ4X, and midcorner bumps set it bounding, often to the detriment of traction. Speaking of which, if you turn off traction control and punch the throttle coming out of the turns, the Ioniq 5 is happy to get a little sideways. (Stability control will keep it from going too far out of line.) It's good fun if a bit ragged. The Toyota wasn't as up for this sort of silly fun, but it showed more serious skills: Its better damping kept all four wheels in good contact with the pavement, allowing it to rocket out of turns that left the Hyundai scrabbling for grip.Both of our cars had cruise control and lane centering, and both systems worked well. We like that the Hyundai's lane centering can be switched on independent of cruise control. The Hyundai has automated lane changing, but we couldn't figure out how to get it to work—that's our fault and not the car's, as we never did, um, RTFM. But it underscores a point we made earlier: The Ioniq 5 has a steeper learning curve, while the Toyota is simplicity defined.At this point in our test, the cars were running relatively neck and neck: The Hyundai Ioniq 5 led on style and interior comfort, but we appreciated the Toyota bZ4X's ease of use and—much to our surprise—judged its road manners superior. But once we factored in range and charging speed, the Hyundai pulled ahead by several EV lengths.Range and Charging: Hyundai Pulls Ahead of ToyotaThe AWD version of the Ioniq 5 has an EPA-rated range of 256 miles, while the BZ4X Limited AWD is rated at 222 miles (which you can increase to 228 by opting for the cheaper XLE model). A 34-mile delta isn't much, but the difference in charge times is significant, particularly at DC fast chargers of the type you'd most likely use on a road trip. The Hyundai has an 800-volt charging system that can take advantage of high-speed 350-kW chargers. Hyundai says the Ioniq 5 can charge from 10 to 80 percent capacity in 18 minutes, and our experience bears that out. The all-wheel-drive bZ4X can't charge at more than 100 kW, which means that same charge can take the better part of an hour. During our test, we stopped for lunch at a supermarket with the batteries similarly depleted, plugged both cars into 150 kW chargers, and went upstairs to wait in line at the busy deli counter. The Hyundai hit 80 percent as we were paying for our sandwiches; the Toyota didn't get there until well after we had finished eating.Does charging speed really matter? Maybe not, if you install a 240-volt home charger—and you'll want to, as the convenience of having one beats the stuffing out of relying on the public charging network—and mainly use the EV for commuting while also owning another car for long-distance trips. Remember, home charging means leaving every morning with a full "tank," and few Americans routinely drive more than 200 miles in a day. (That said, even on the slower Level 2 household plugs, the Hyundai's 10.9-kW charging gear takes power faster than the Toyota's 6.6-kW unit.) But if you're an inveterate road-tripper and/or a single-car household, the Hyundai's high-speed charging abilities will make a significant difference.Let's Consider the CoinWe were ready to name Hyundai as the winner, but we hadn't yet considered the price difference: The Hyundai we were driving cost $4,390 more than the Toyota. The higher charge speeds might justify that extra cost, but what if we were homebodies to whom charging speed wasn't important? Is the Toyota the better value?We debated this point and decided it wasn't. The Ioniq 5 has better accommodations and looks, and opting for the midrange SEL version will run $50,995. That means living without the big sunroof, the nifty head-up display, and a few other goodies, but we think that's a worthwhile sacrifice for the better overall car and experience.Hyundai Ioniq 5 Wins—But Don't Count Out the Toyota bZ4XAlthough the Toyota emerged as our second-place finisher, we can make a good use case for it. The bZ4X's simplicity and approachability should not be undervalued: For someone who isn't a tech geek, who doesn't want to have to read the manual or watch a bunch of YouTube videos, who just wants to get in the damn car and drive it, the Toyota bZ4X is the way to go. With every automaker seeming to want to emulate Tesla and turn their EVs into high-tech showcases, the Toyota is refreshingly easy to use. It's the flip phone of electric cars, and we mean that as a compliment. We also can't ignore that the Toyota is the better-riding and better-driving of these two EVs.Still, after extensive back-to-back evaluation, the 2022 Hyundai Ioniq 5 emerged as the winner. It's a marvelous electric SUV that is both practical and futuristic, and its employment of better electrical hardware makes it a long-legged, fast-charging adventurer. Nonetheless, the margin of victory over the Toyota was narrower than we expected. The 2022 bZ4X is a competent electric car with many of the attributes that have made Toyota one of the world's most popular car brands. It exits this competition with its head held high—or at least it will once it finishes charging.2nd Place: 2022 Toyota bZ4XPros: Zippy acceleration, sure-footed handling, easy to operate.Cons: Low back seat, moderate range, slow charging performance.Verdict: An easy-to-approach EV for the layperson but not a great traveling companion.1st Place: 2022 Hyundai Ioniq 5Pros: Handsome and stylish looks, roomy interior, superfast charging.Cons: Underdamped suspension, steeper learning curve, a little pricier.Verdict: One of the best overall electric SUVs on the market right now.POWERTRAIN/CHASSIS 2022 Hyundai Ioniq 5 HTRAC Specifications 2023 Toyota bZ4x Limited AWD Specifications DRIVETRAIN LAYOUT Front- and rear-motor, AWD Front- and rear-motor, AWD MOTOR TYPE Permanent-magnet electric Permanent-magnet electric POWER (SAE NET) 99 hp (fr), 221 hp (rr), 320 hp (comb) 107 hp (fr), 107 hp (rr), 214 hp (comb) TORQUE (SAE NET) 105 lb-ft (fr), 321 lb-ft (rr), 446 lb-ft (comb) 124 lb-ft (fr), 124 lb-ft (rr), 248 lb-ft (comb) WEIGHT TO POWER 14.6 lb/hp 20.6 lb/hp TRANSMISSIONS 1-speed automatic 1-speed automatic AXLE RATIO 4.71:1/10.65:1 13.80:1/13.80:1 SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar STEERING RATIO 14.3:1 14.1:1 TURNS LOCK-TO-LOCK 2.7 2.8 BRAKES, F; R 12.8-in vented disc; 12.8-in disc 12.9-in vented disc; 12.5-in vented disc WHEELS 8.0 x 20-in cast aluminum 8.0 x 20-in cast aluminum TIRES 255/45R20 105V Michelin Primacy Tour A/S (M+S) 235/50R20 100V Bridgestone Turanza EL450 (M+S) DIMENSIONS WHEELBASE 118.1 in 112.2 in TRACK, F/R 64.2/64.6 in 63.0/63.4 in LENGTH x WIDTH x HEIGHT 182.5 x 74.4 x 63.0 in 184.6 x 73.2 x 65.0 in TURNING CIRCLE 39.3 ft 40.0 ft CURB WEIGHT (DIST F/R) 4,684 lb (51/49%) 4,402 lb (54/46%) SEATING CAPACITY 5 5 HEADROOM, F/R 39.1/37.5 in 38.6/37.1 in LEGROOM, F/R 41.7/39.4 in 42.1/35.3 in SHOULDER ROOM, F/R 57.7/57.7 in 57.8/56.0 in CARGO VOLUME, BEH F/R 59.3/27.2 cu ft 50.7/25.8 cu ft TEST DATA ACCELERATION TO MPH 0-30 1.6 sec 2.1 sec 0-40 2.3 3.1 0-50 3.3 4.3 0-60 4.4 5.8 0-70 5.8 7.7 0-80 7.6 10.0 0-90 9.7 12.7 0-100 12.3 16.0 PASSING, 45-65 MPH 2.3 3.1 QUARTER MILE 13.2 sec @ 102.7 mph 14.5 sec @ 95.9 mph BRAKING, 60-0 MPH 123 ft 125 ft LATERAL ACCELERATION 0.88 g (avg) 0.77 g (avg) MT FIGURE EIGHT 25.7 sec @ 0.71 g (avg) 27.4 sec @ 0.62 g (avg) CONSUMER INFO BASE PRICE $48,745 $49,995 PRICE AS TESTED $56,440 $52,050 AIRBAGS 6: Dual front, front side, f/r curtain 8: Dual front, front side, f/r curtain, front knee BASIC WARRANTY 5 years/60,000 miles 3 years/36,000 miles POWERTRAIN WARRANTY 10 years/100,000 miles (including battery) 5 years/60,000 miles (8 years/100,000 miles battery) ROADSIDE ASSISTANCE 5 years/Unlimited miles 2 years/25,000 miles BATTERY CAPACITY 77.4 kWh Li-Ion 72.8 kWh Li-Ion EPA CITY/HWY/COMB ECON 110/87/98 mpg-e 112/92/102 mpg-e (mfr est) EPA RANGE, COMB 256 miles 222 miles (mfr est) RECOMMENDED FUEL 240-volt electricity, 480-volt electricity 240-volt electricity, 480-volt electricity ON SALE Now Now Show All
There's a rather oddball car coming up for sale at the upcoming Mecum auction, and we genuinely can't decide if it's awesome or awful: a 1999 SEMA show car built by General Motors as the Oldsmobile Intrigue 442.For those unfamiliar, the 4-4-2 is, or at least was, an institution as Oldsmobile. First introduced in 1964 in response to Pontiac's GTO—this was at a time when GM brands were competing with each other—the Cutlass-based 4-4-2 offered a beefed-up chassis, bigger brakes, and a 330-cubic-inch (5.4-liter) V-8 souped up to 310 horsepower. The 4-4-2 designation indicated a four-barrel carburetor, four-speed manual transmission, and dual exhausts. (The designation stuck even after Olds started selling 4-4-2s with two-speed automatics.) The 4-4-2 was a huge hit, and despite the collapse of the muscle car market and the onset of the Malaise Era, Olds delivered a 4-4-2 every year through 1980.Aside from a one-year revival in '85 (when Olds applied the name to the '83-84 Hurst Olds, itself a credible companion to Chevy's Monte Carlo SS and Buick's Grand National), there were no 4-4-2s in the '80s, but in 1990 the name reappeared in the most unlikely of places: Oldsmobile's aging Calais. The oft-forgotten (and now dehyphenated) Calais 442 version featured the high-output Quad 4 engine, GM's first serious attempt at a modern 16-valve DOHC I-4. Oldsmobile said the designation stood for four cylinders, four valves per cylinder and two camshafts, which was still pretty hot stuff at the time.Turns out the "2" also stood for how many years this model lasted. When the even more forgettable Achieva replaced the Calais for '92, Olds turned its back on yesterday, naming the equally unsuccessful performance version SCX. And that was it for the 442—until the 1999 SEMA Show, when this strange little gem appeared. Oldsmobile was trying to imbue its dull-as-paper Intrigue with some actual intrigue, so it stuffed a 550-hp Cadillac Northstar V-8 under the hood.Let us repeat that salient detail, lest it escape you. Olds, in the throes of General Motors' dullest days, right smack dab in the middle of creating some of the most forgettable cars in the corporation's then-90-year history, put a 550-hp Northstar V-8 in an Intrigue.That sentence is truly magnificent, at least until you get to the last word.That's why we can't decide of the Intrigue is awesome or awful. The Northstar's shine had begun to dull by the end of the '90s, but it was a good, smooth-running engine (the antithesis of the Quad 4!), and 550 hp is nothing to sneeze at, even if it was delivered through the front wheels. The Intrigue was a semi-credible sedan that Oldsmobile less credibly tried to sell as a luxury/performance car. In reality, our own testing found that it rivaled the Toyota Camry for both road manners and anonymity. There is a reason the Oldsmobile Intrigue is not the stuff of car shows.We can't decide if the Intrigue 442's details are cool or crud. There's the white-and-gold paint, a nod to the Hurst/Olds versions of the 4-4-2 that appeared sporadically throughout the '60s, '70s, and '80s. But the application of the old trim—as a stripe bracketed between gold renditions of Oldsmobile's anonymous new logo—is clumsy. The twin-scoop hood is cool, but the gills on the front bumper look like room vents bought at Home Depot. (They are apparently actual grille inserts from a 1970 4-4-2, which just goes to show that real estate agents are right: Location is everything.) And those wheels—Hellooooo, Y2k!We can't imagine what this thing is like to drive; the torque steer must be epic. Nor will we know if GM ever planned to turn this one-off into a production car, because in December 2000, GM abruptly announced its plans to shutter the Oldsmobile brand. Development on new products stopped, the Intrigue was killed after 2002, and by the end of 2004, the historic brand was itself history.And that is what makes this strange muscle car so intriguing—the last factory-produced 4-4-2 is a genuine GM-built piece of what might have been. The auction page doesn't tell us a whole lot about this car, but it looks clean and largely original, and it's selling with no reserve. If you buy it—and by all means, you should buy it—will you take us for a ride? Please?
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