Rev, shift, repeat. Whoever said the manual gearbox was dead needed to wipe their lenses, as the coveted three-pedal layout is making a comeback. Celebrated by enthusiasts for its added level of engagement and the way it melds machine and driver, rowing your own gears has become a lifestyle and some automakers have been keeping it alive longer than others. Mazda, MINI, Lotus, Subaru. Even the new Porsche 911 Carrera T is a manual-only game. Toyota is another loyal three-pedal player with its GR lineup, and Honda applies one of the best shifters around to the FL5 Civic Type R and Integra Type S. Audi, Mercedes, and Corvette have exited the game but it’s BMW that offers the largest selection of the H-pattern from the M2 and Z4 to this sensational Dakar Yellow G80 M3.

Skittle colours are a photographer’s dream and on this snowy overcast day, this vibrant pastel yellow accentuates the M3’s rear haunches and contrasts nicely with the dual kidney grills. Fittingly, Dakar Yellow was the hero colour for the E36 M3. New arrow-shaped headlights refresh the M3 for the 2025 model year and while its $92,250 entrance fee may be steep, we can’t think of any competitors that are this well-rounded and engaging at both low and high speeds. And before you start complaining about the forbidden M3 Touring that overseas markets have access to, just remember that many of those same markets don’t have manual M3s.

Those who have piloted a six-speed M car before won’t have to reprogram any muscle memory – the rubbery feel of the shifter, moderate travel, and the need for a deliberate shove into gear is a nostalgic throwback to operating an M car as far back as the E39 M5. Driven in isolation, the shifter is an absolute peach to operate, but after experiencing the Honda’s precise short-throw shifter and Porsche’s pinpoint and glorious lever, this BMW feels relatively long in its throw and would benefit from a heavier tip. It will rev-match for you should you activate it and we found this function genuinely helpful in slow traffic to reduce leg lethargy.

The shifter is situated close to the driver for quick action and the footwell is spacious for wide-leg choreography. The clutch pedal is familiar too with a fair bit of travel and requiring a strong leg to actuate. The deepest 20% of the pedal requires more strength than the latter 80%, but the bite point isn’t difficult to find and is broad enough to avoid stalling. Like other M cars, you don’t have to depress it all the way to engage or disengage a gear either. It’s helpful that the wheel telescopes a significant distance, allowing drivers of any size or shape to find a snug driving position. Our only gripe is the lack of a circular tachometer. Instead, the M3 displays a slanted sliding scale that rises at an angle with the revs, so you have to purposefully stare at it and decipher the meaning. By then, the revs have already dropped. The head-up display makes up for it but none of the selectable graphics are easy to read or what we desire. 

Powered by a 3.0-litre twin-turbocharged inline-six (S58), this ‘base’ RWD spec of M3 produces a healthy 473 hp and 406 lb-ft of torque, significantly down on the Competition and CS specs and also slower from 0-100 km/h, clocking in at 4.2 seconds instead of the CS’s 3.4. However, with a more rudimentary foundation, this rear-driven M3 is an entirely different proposition. The M3 CS we reviewed last summer was a triple-shot espresso always in attack mode, but this standard M3 strikes a softer and more honest chord, aiming not for all-out performance but to better meld the car and driver. One could argue that the CS can switch to 2WD mode for the same experience but the manual gearbox, 68 kg lighter curb weight, and $7,000 savings magnify the reward and supplement the experience. 

Working for your performance is at the heart of its mantra, rather than serving you 500 horses on a silver platter. It’s about deciding what gear to use while heel-and-toe downshifting for an upcoming corner, nailing the rev match, clutch-kicking to loosen the rear, and then powering through like a Bavarian hero – it’s all part of the physical and mental game that’s driving. Didn’t quite nail the perfect second to third shift? Retry on the next corner and aim for perfection. Rinse, laugh, repeat. It’s a never-ending game of chicken that develops your driving skills and your appreciation for the machine. 

This feeling is amplified tenfold on a fresh blanket of snow that replaces any itch or need for a track day. Toronto’s worst snowstorm in years left us with a low-grip playground to explore the limits of the M3. The real takeaway? Wearing 19-inch Pirelli P Zero run-flat winter tires on a squared setup bestows the M3 with a ludicrous amount of grip and the ability to power through a corner and still be pointing in the right direction no matter how much angle you introduce. BMW engines have never been shy on torque but the way it pulls from lazy revs, even in fourth gear, is commendable and made short work of slippery conditions. 

Compared to the heavier AWD M3 Competition, the steering and chassis response have greater rotational energy and more throttle adjustability, allowing it to attack corners with more enthusiasm. Selecting MDM (a looser traction control setting) reveals its fun side and even with nearly 500 hp on tap, it slips so progressively into a tail-led balancing act that it instills every bit of confidence you want in a RWD car, all while the inline-six blazes away like a blacksmith’s forge. That said, without aids switched on, the M3 will punish you with a vindictive bite if you fail to respect its limitations, and this is where you feel the largest disparity with the AWD M3 Competition. This BMW is relatively benign with aids on, however, so fear not if you’re a beginner seeking their first taste of Bavarian horsepower.

An adaptive suspension comes standard and the ride is predictably firm. You are always aware of the bumps but consistent damping adds a layer of polish to the ride and will feel familiar to returning M3 customers. The same goes for the exhaust note as it emits that same, smooth, scintillating howl that’s unmistakably BMW. In many ways, this M3 feels a lot like BMWs of old with its size, shape, soundtrack, and setup. We hope M cars never stray too far from this formula, as it has cemented our opinion that they are some of the best driver’s cars currently on sale. 

Manual labour pays off with a rarified driving experience that more drivers are beginning to appreciate. Greater effort is required but the sense of occasion it provides is tenfold to the 8-speed automatic. BMW has been a vocal supporter of this three-pedal philosophy since its heyday and the new G80 M3 remains one of the most accessible gateways into the world of driving nirvana. Rev, shift, repeat.

Specifications:

Model: 2025 BMW M3 Sedan (G80)
Paint Type: Dakar Yellow II
Base Price: $92,250
Price as Tested: $102,750
Wheelbase(mm): 2,857
Length/Width/Height (mm): 4,794 / 1,903 / 1,437
Curb weight (kg): 1,742
Engine: 3.0-litre twin-turbocharged inline-six (S58)
Horsepower: 473 hp @ 6,250 rpm
Torque: 406 lb-ft @ 2,650 – 6,130 rpm
Transmission: 6-speed manual
Engine & Drive Configuration: Front engine, RWD
Observed Fuel Consumption (L/100km): 13.9
Tires: 275/35R19; Pirelli P Zero Winter