there’s something discernibly sterile and clinical about the 335i that permeates its entire character. The steering is tight and meaty, while the suspension feels similarly rigid and buttoned-down. It’s all very reassuring at first, but as the miles roll by it becomes obvious that there’s no real sparkle hiding behind its weightiness, and that the chassis has tons of composure but little actual talent.
Despite its ability to go around corners at very high speeds, the 335i chassis doesn’t respond much to throttle inputs, and it generally lacks any predilection for playfulness.

Stepping back into the M3 alters the driving experience so severely that it is difficult to believe that the two cars are derived from a common platform. Though perhaps not much quicker against a stopwatch than its turbocharged sibling, the M3 is infused with a wealth of passion and spirit that can be sensed from the moment that glorious 414-hp motor is brought to life.
It’s not just its healthy V8 roar and razor-sharp throttle response. It’s also the sinister pairing of robust low-end torque with an energetic top-end rush that builds relentlessly, right through to the final spine-tingling shriek of noise and force that arrives past 6,000 rpm. Even if you don’t have to rev the snot out of the M3 to get going quickly, it’s still incredibly tempting to drop down a gear or two whenever possible, just to experience that magnificent upper-rpm thrill.

By replacing nearly every single component of the suspension system compared to a regular E90/E92 (only two lateral links carry over at the rear), BMW M has managed to give the new M3 better compliance over bumps and a generally more settled ride than the standard 3 Series, even without the EDC upgrade. The non-run-flat tires also help a lot in this department.
Equip an M3 with EDC, however, and the ride is nothing short of a revelation. There’s a palpable suppleness that is completely absent in every other 3 Series, right down to the most basic 328i. In fact, with the possible exception of the 7 Series, no current BMW smoothes over pavement imperfections with as much ease. Handling does not suffer at all, however, because the shocks stiffen up instantly if the multitude of electronic sensors detect a need.


If anything, BMW should be concerned that the M3 could very well steal sales from the far more expensive M5 and M6, both of which are substantially inferior automobiles in every discernable fashion.