It’s not that the new M3 – the four-door performance version of the BMW 4 Series – is classically good looking. Style is subjective, yes, but that’s not to say the consensus doesn’t follow some broad trends. All the same, continued exposure and comely paintwork have me feeling oddly warm’n’fuzzy feelings towards the sedan’s copious grille.

Anyway, it’s not like the regular 2021 M3 Sedan’s 3.0-liter turbocharged inline-six is lacking in power. 375 kW and 650 Nm of torque go straight to the rear wheels.

While I’ve no doubt that BMW’s automatic makes for the fastest 0-100 time – 3.5 seconds, the automaker claims – not to mention suitably slushy driving around town when you don’t want a German monster. Well, once I turned off BMW’s active rev matching, anyway. It gives a hefty hoof-full of throttle as you downshift, which is probably useful on the track but makes you seem like a try-hard to every other driver around you the rest of the time.

Happily switching it off is one of BMW’s long, long list of options and settings in the M3. We’re a far way from the days when a normal mode and a sport mode were your big driving decision, and the pages of settings, various buttons, and general tweaking potential here is vast and frankly overwhelming.

Thankfully there are two little red preset buttons on the steering wheel, each of which can summon your carefully-configured array of drivetrain and other settings. That meaty-rimmed wheel leaves a good first impression, and the 8-speed takes that baton and runs with it.

It’s not a light, playful transmission as you’d find in a Miata, instead responding well to a firm hand as you slap it between positions. Strong-arming through the cogs as the turbo howls up to the redline never gets old.

Even in the default settings, things are firm and agile. There’s a little roll in more urgent corners, but it’s only really noticeable when you tap into Sport mode and realize it has disappeared completely. Grip is never in question, and if the rear end gets playful then it’s almost certainly because you’ve provoked it yourself.

The R141 000 carbon ceramic brakes aren’t cheap, but they’re entirely dependable. BMW manages to avoid that grabby feeling that some rivals suffer in return for their extra stopping force, too. Pull back from the more aggressive drive mode settings and, while the M3 is never going to be mistaken for a cosseting 330i, nor will it shake your teeth loose on every scrap of less-than-perfect asphalt.

Inside, the cabin is familiar but outfitted with a host of performance trim. The Carbon Fiber package lavishes it on the centre console, dashboard, doors, and elsewhere, to match the striking roof. Spend more on the M Carbon Bucket Seats, meanwhile, and you get a set of impressive sports thrones. Their white and grey leather is an acceptable taste, as is the hump at the front between your thighs. BMW says it lends support in more urgent track conditions, but it still feels weird to me.

BMW’s iDrive system supports wireless Apple CarPlay and Android Auto, gets a set of USB-A and USB-C ports, a sizable 12.3-inch touchscreen, and a fully digital driver instrument display that shifts layout according to your drive mode. A Harman Kardon audio system is standard, too. This is all familiar fare if you’ve been in a recent BMW.

In the back, there’s actually a reasonable degree of room for adults. Just like in the normal 3 Series. I’m 1.83m and could fit there without needing to clamshell my legs or chop off any limbs completely. There are dedicated USB ports and other controls.

As for safety, there’s blind spot warnings, forward collision warnings with automatic emergency braking, lane departure warnings, and front and rear parking sensors, all as standard. The only option is the M Shadowline Lights package, and even then that’s more an aesthetic change than a functional one.

With its sticker price of R2 067 788, as pictured in this article, the M3 Sedan lulls you and your wallet at first. BMW’s options, of course, bring the real heat: all-in.

I’d like to say you could skip most of the add-ons and still have the same overall experience, but a lot of them contribute so specifically to the M3 Sedan that I’m not sure the savings are worth the sacrifice. Maybe, in the grand scheme of things, spending lavishly on one of the few life’s pleasures is justifiable. After all, you probably won’t be thinking about the price tag when you’re slamming through the gears and listening to the inline-six sing its magical song.

I must forewarn you, for these new high-performance vehicles, it can either go two ways; Its either you love them or not and that’s attributed to the controversial frameless and elongated kidney grills. I have spoken to a number of people and I can safely say that more people dislike the front appearance of these cars compared to a lot who are just indifferent. Personally, I love the new design and even more so on these new M performance cars.

Starting with the exterior

The aforementioned elongated kidney grills have their fair share of fans and I’m definitely one person that’s in favour. But less on that debate. From a first impressions standpoint alone, Both these vehicles look very aggressive and ready take on the fastlane with relative ease.

They come standard with a CFRP (Carbon Fiber Reinforced Polymer) roof with two fins running longitudinally along it. Unlike the M4 Competition, the M3 Competition has wider wheel arches which is one of the random features I like as it adds that sexy width on the car making it look even more track ready. The four tailpipes are electronically controlled enabling that beautiful sound as the cars pull off. Each tailpipe measures 100mm in diameter and just styles that rear to look even more fierce especially when coupled with a glossy diffuser.

The driver cockpits in these models are very similar to the M8 competition. However, updates have been made to suit the new vehicles. For one there’s a wider range of driver assistance systems along with BMW Live Cockpit Professional. Included as standard is the Powertrain and chassis settings allowing for individual configuration and included is a drift analyser.

The M3 & M4 Competition also come standard with M Sport seats with integrated height-adjustable head restraints. However, there is an optional M Carbon bucket seat with structure-based design and I believe these are the best option when out on the track. Don’t get me wrong, they are quite comfortable for daily driving, too, but time in time has to be restricted to shorter distances.

Both cars come with an 8 speed M Steptronic gearbox with Drivelogic. This replaces the DCT 7-speed we loved from yesteryear. The ergonomically optimized carbon shift paddles make for a better experience when driving the cars “manually”. Furthermore, Competition models will also become available with M xDrive all-wheel-drive system for the first time from Q4 2021.

Like it or not, it’s what behind the grille that counts

Overall the cars are incredibly quick and very enjoyable to drive. The suspension is not too stiff either, therefore delivering on the comfort front both on and off the track. Both Competition models come in a six-cylinder in-line engine with M Twin Power Turbo technology helping the cars churn out 375kW and up to 650Nm. In adding, the M Race Track Package is available which reduces vehicle weight by 25kg thanks to the M Carbon ceramic brakes, special M light-alloy wheels and M carbon bucket seats.

These are phenomenal cars and based on performance, comfort and overall grins these cars will satisfy the petrol head in you. Prices begin at R 1,860,000 for the BMW M3 Competition Sedan and the BMW M4 Competition coupé will be R1,940,000.