You can drop these anchors repeatedly from high speeds with very little loss in performance or pedal feel. As the first cross-drilled rotors ever fitted to a production BMW in the North America, they incorporate an

2005 BMW M3 (Photo: John LeBlanc, straight-six.com)

aluminum "hat" that reduces unsprung weight and warping under severe conditions, claims BMW.

It's not like the existing car is a sloth, but the Competition Package only heightens the regular M3's already quick responses. Even with potholed road surfaces and off-camber tarmac, you can get the car's nose tucked into an apex a lot faster with the quicker steering. Recognizing that patience really is a virtue, to this point in the drive, I've resisted punching the Sport button on the centre console. It alters the ratio of throttle opening to pedal movement and recalibrates the engine map to deliver a more forceful response to inputs from your right foot. It's like the "Loud" button on a stereo--why would you turn it off?

As with the regular M3, and most BMWs, for that matter, you really need to be going hard to get the DSC to kick in on public roads. With building confidence, you can move up to M Track mode, and eventually, when road conditions and your driving talent are at equal levels, switch all the electronic nannies off and go have a good time. It's OK; the M3 Competition Package is your ally, even on less-than-perfect pavement.

2005 BMW M3 (Photo: John LeBlanc, straight-six.com)

Unlike some of the sports cars that the BMW competes with on a performance level, the M3 Compettion Package truly rides quite well--better than the standard M3, despite the thinner sidewalled rubber. Thanks go to the new suspension settings that are actually softer than those of the regular model.

Another eye opener was the Sequential Manual Gearbox (SMG). By definition a manual transmission (there's no torque converter), the clutch is electronically controlled. Shifting through the six forward gears can be made either via the steering column-mounted paddles or the shift lever. Or just leave it in auto mode. What's unique is that you can alter the quickness of the shifts from around-town soft, to tracktime sharp. It still doesn't provide the visceral joy of a well-executed heel-and-toe downshift, but the reality is is that unless you're Mark Webber, the computer behind SMG will probably make you faster on the road, or the track. It helps that there's an exciting car attached to this transmission, but in a test car equipped with a conventional manual transmission I had the week following the M3, the first few miles were spent flipping my index fingers, to no avail.

The SMG transmission I'll leave up to your discretion, but the actual Competition Package itself is without doubt the best $6,900 you can spend on a new M3.

At least until the E90 comes along...

-John LeBlanc is an automotive critic and Publisher of www.straight-six.com

Just the facts...

Build quality 6/6
Features 5/6
Performance 5/6
Fun-to-drive 6/6
Overall value 6/6

Vehicle Type: Front-engine, rear-wheel-drive, 5-passenger coupe
Engine: DOHC, 3.2-litre I6
Transmission: 6-speed auto-clutch manual
Horsepower: 333 @ 7,800 rpm
Torque: 262 lb.-ft.@ 6,500 rpm
Curb Weight: 1,534 kilograms
0 to 100 kms/hr: 4.8 seconds
Wheels/Tires: 19-inch forged alloy/Front: 225/40ZR19, Rear: 255/35ZR19
Base price: $74.400
Price as tested: $86,200
Optional Equipment: Competition Package ($6,900), SMG Drivelogic Package ($4,900)


Photo Credit : John LeBlanc