Maserati Quattroporte VS BMW M3
- Terrific powertrain
- Huge luxurious cabin
- Great looks and badge
- Iffy entertainment software
- Weird sensations through electric steering
- Some dodgy plastic chrome bits
- Dynamic performance
- Standard features
- Polarising grille design
- Patchy wireless CarPlay
- Three-year warranty
Maserati's Quattroporte is part of a dying breed. A decade or so ago, the European manufacturers took a huge amount of pride in their range-topping big luxury sedans, cars you can either drive or be driven in, bristling with the latest technology.
While by no means low-tech, the Maserati Quattroporte takes the high style route, focussing on a luxurious interior with that handmade feel.
|Engine Type||3.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
You could argue the BMW M1, a stunning wedge of late ‘70s Giorgetto Giugiaro design, first inserted the Bavarian maker’s 'M' performance brand into the public consciousness.
But there’s a second, more enduring alpha-numeric BMW nameplate, that’s more likely to pass the person-in-the-street word-association test.
‘M3’ is synonymous with BMW performance, from touring car competition around the globe, to more than three decades’ worth of superbly engineered and entertainingly dynamic road cars.
Read more about the BMW 3 Series
The subject of this review is the current (G80) M3, launched globally last year. But more than that, it’s the even spicier M3 Competition, which adds six per cent more power, and 18 percent more torque, as well as $10K to the price tag.
Does the Competition’s extra bang justify those additional bucks? Time to find out.
|Engine Type||3.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
Beauty is way more than skin-deep in the Quattroporte and while the 330 doesn't have the punch of the S, it's hardly that much slower. Maserati reasons you will want to spend the $25,000 saved on options, concentrating on the Italian craftsmanship rather than the outright performance available in the V8 or the efficiency of the less aurally attractive diesel.
As with any car of this type, you've got to want one in the first place, but for a big, beautiful sedan, there's nothing as good looking this side of an Aston Rapide. The Quattroporte 330 does nothing to dim the allure of Modena's big mover and, if you're that way inclined, nobody on the outside will ever know.
For Quattroporte money would you stick with the Italian or be tempted by one of its German rivals? Let us know in the comments below.
Is the M3 Competition worth $10K more than the ‘base’ M3? In percentage terms it’s a relatively small jump, and if you’re already in the $150K ballpark, why not take it? Extra performance in a technically sophisticated package more than capable of handling it. Add top-shelf safety, a laundry list of standard features, with the practicality of a four-door sedan and it’s hard to resist. The way it looks? Well, that’s up to you?
Long, flowing lines mark out the Maserati as something quite different to its German, British and Japanese competition. This Quattroporte has increased in every dimension but the lines cover its size beautifully.
Big wheels, long wheelbase, low ride but it still looks like a sedan rather than pretending to be a coupe.
The elegance of the lines is complemented by a distinct lack of bling – there's little in the way of chrome work or shouty details. There's plenty satin finishes available and the beautiful paint, while available in pretty much any colour you like, is best kept to a restrained, deep hue. Or silver.
The cabin will doubtless age well. Classic shapes house a fairly conventional but hugely comfortable cabin. The front seats have heaps of adjustment and are large but supportive. Naturally, the leather is soft and supple.
The central screen isn't the dominant feature, like a 50-inch LCD screen in a small living room while buttons are kept to a minimum.
The rear seat is sensationally comfortable, with hectares of available space and a seat comfortable for either lounging or working.
It feels like once in a generation, BMW feels the need to polarise automotive opinion with a controversial design direction.
Twenty years ago, then head of design for the brand, Chris Bangle, took a fearful hammering for his determined push towards more ‘adventurous’ shapes. Passionate BMW fans picketed the company’s famous ‘four-cylinder building’ HQ in Munich demanding his departure.
And who else but Bangle’s second-in-command from those days, Adrian van Hooydonk, has been leading the design department since his boss eventually left the building in 2009.
Van Hooydonk has created another firestorm of opinion in recent years by gradually increasing the size of BMW’s signature ‘kidney grille’ to what some see as comical proportions.
The latest variation on the oversize grille theme has been applied to various concept and production models, including the M3, and its M4 sibling.
As always, a purely subjective call, but the M3’s large, descending grille puts me in mind of a well known carrot-munching, cartoon rabbit’s upper incisors.
Time will tell whether such a bold treatment ages well or lives in infamy, but there’s no denying it dominates first visual impressions of the car.
Almost as much as our test example’s ‘Isle of Man Green metallic’ paint, a deep, lustrous shade that highlights the cars’s curves and angles, and regularly stopped passers by in their tracks.
The bulging bonnet carries angular strakes back from the grille, and features a pair of faux vents, which along with darkened headlight interiors (BMW M Lights Shadow Line), accentuate the car’s tough expression.
A modern M3 wouldn’t be an M3 without pumped up guards, in this case filled by fat 19-inch forged alloy rims at the front, and 20s at the rear.
The framing around the windows is ‘M high-gloss Shadow Line’ black, balancing the dark front splitter and side skirts.
The tail is a multi-layered stack of horizontal lines and sections, including a thin ‘Gurney Flap’ style bootlid spoiler, and a protruding lower third housing a deep diffuser with quad, dark chrome tailpipes either side.
Sidle up closer to the car and the crowning glory is a gloss carbon-fibre roof. It’s flawless, and looks stunning.
Just as stunning is the first viewing of our test car’s full ‘Merino’ leather interior in ‘Kyalami Orange’ and black. In combination with the bold exterior colour it’s a bit rich for my blood, but the technical, athletic feel is strong.
The dash design is little changed from other 3 Series models, although the digital instrument cluster strengthens the high-performance flavour. Look up and the ‘M headliner’ is in ‘Anthracite.’
At just under 4.8m long, a fraction over 1.9m wide, and a little over 1.4m tall, the current M3 is right in the Audi A4 and Mercedes-Benz C-Class size bracket.
There's plenty of room up front, and lots of storage, including a big box/armrest between the front seats, as well as two large cupholders and a wireless charging pad in a recessed section in front of the gear shift (which can be closed off with a roll-top style cover).
The glove box is large and there are sizable bins in the doors with separate sections for full-size bottles.
At 183cm (6’0”), sitting behind the driver’s seat set to my position, there’s lots of rear head, leg, and toe room. Which is surprising, because in other current 3 Series models, headroom’s been tighter for me.
One of three climate control zones is reserved for the rear, with adjustable vents and digital temperature control at the back of the front centre console.
Unlike other 3 Series models there’s no fold-down centre armrest (with cupholders) in the back, but there are pockets with big bottle holders in the doors.
Power and connectivity options run to a USB-A slot and 12V socket in the front console, a USB-C port in the centre console box, and two USB-C outlets in the rear.
Boot space is 480 litres (VDA), which is slightly above average for the class, with a 40/20/40 split-folding rear seat increasing cargo flexibility.
There are small, netted bays on both sides of the load space, tie down anchors to secure loose loads, and the boot lid has an auto function.
The M3 is a no-tow zone and don’t bother looking for a spare of any description, a repair/inflator kit is your only option.
Price and features
The 330BHP uses the same, Ferrari-built V6 but detuned to 'just' 330 bhp. The price has been detuned too, dropping $25,000 from the V6 S's entry price to kick off at $210,000.
Maserati 330bhp benefits from an overall specification improvement across the range, landing in your garage with a ten-speaker stereo with USB and Bluetooth, power everything, dual-zone climate control, keyless entry and start, front and rear parking sensors with reversing camera, cruise control, sat-nav, auto headlights and wipers, double glazed windows and an interior covered in leather and wood.
Later in the year, your Quattroporte will be available with a new silk trim from Zegna
Only very occasionally does it become clear that Maserati is part of the Fiat Group and that moment comes when you use the 7.0-inch central screen in the dash.
The software is based on the group's UConnect and it isn't great. It's not bad, but it feels its age (however, it's much better than the system on the Gran Turismo), needing a lot more work or a quick surrender to Apple's CarPlay or Android Auto.
Once you work your way through the weird menus, it's fine to use and is miles ahead of the not-much-cheaper Lexus LS unit which is almost unusable.
Sound from the ten speaker stereo is crystal clear and the phone performance is also very good.
With an entry-price of $154,900, before on-road costs, the M3 Competition lines up directly with Audi’s RS 5 Sportback ($150,900), while an outlier at the edge of the M3’s orbit is the Maserati Ghibli S GranSport ($175K).
But its most obvious, long-time sparring partner, the Mercedes-AMG C 63 S has temporarily stepped out of the ring.
Expect huge performance, with a price tag exceeding the outgoing model’s circa $170K ask.
And that AMG hot rod better be loaded because as well as a bunch of performance and safety tech (covered later in the review), this M3 boasts an impressively long standard equipment list.
Included are, ‘BMW Live Cockpit Professional’ with a 12.3-inch digital instrument cluster and 10.25-inch high-res multimedia display (managed via touch, voice, or the ‘iDrive’ controller), sat nav, three-zone climate control, customisable ambient lighting, ‘Laserlight’ headlights (including ‘Selective Beam’), ‘Comfort Access’ keyless entry and start, and 16-speaker harman/kardon surround sound audio (with 464-watt, seven-channel digital amp and digital radio).
Then you can add, a full leather interior (including the steering wheel and gearshift), electrically-adjustable heated ‘M Sport’ front seats (with memory for the driver), ‘Parking Assistant Plus’ (including ‘3D Surround View & Reversing Assistant’), an auto tailgate, a head-up display, adaptive cruise control, rain-sensing wipers, wireless smartphone integration (and charging) including Apple CarPlay and Android Auto connectivity, anti-dazzle (interior and exterior) mirrors, and dual-spoke forged alloy wheels (19-inch fr / 20-inch rr).
As visual icing on the cake, carbon-fibre is sprinkled over and inside the car like shiny, lightweight confetti. The entire roof is made of the stuff, with more on the front centre console, dash, steering wheel and manual shift paddles.
That’s a solid features list (and we haven’t bored you with all the details), substantiating a strong value equation in this small, but mega-competitive market niche.
Engine & trans
Like the S, the 330bhp is powered by Maserati's twin turbo 3.0 litre V6, made with more than a dash of Ferrari involvement. As the name suggests, it produces 243kW and a chunky 500Nm. With just under two tonnes to shift, the ubiquitous eight-speed ZF automatic transmission whisks the Quattroporte 100km/h in 5.6 seconds, only half a second down on the 301kW V6 S.
Maserati claims 9.1L/100km on the combined cycle (with the help of stop-start), which seems reasonable given our figure of 10.8L/100km, which we got a with a mix of city and highway running as well as a very enthusiastic blast through some secret back roads.
The M3 Competition is powered by BMW’s (S58B) 3.0-litre in-line, six-cylinder engine, an all-alloy, closed deck unit featuring direct-injection, ‘Valvetronic’ variable valve timing (on the intake side), ‘Double-VANOS’ variable camshaft timing (intake and exhaust side) and twin mono-scroll turbos to produce 375kW (503hp) at 6250rpm and 650Nm from 2750rpm, all the way to 5500rpm. A solid jump from the ‘standard’ M3’s already substantial 353kW/550Nm.
Not known for sitting on their hands, BMW M’s engine techs in Munich have used 3D printing to manufacture the core of the cylinder head, incorporating internal forms not possible with conventional casting.
This tech has not only reduced the head’s weight, but allowed its coolant ducts to be re-routed for optimal temp management.
Drive goes to the rear wheels via an eight-speed ‘M Steptronic’ (torque converter) paddle-shift automatic transmission, with ‘Drivelogic’ (adjustable shift modes) and a standard ‘Active M’ variable locking differential.
An all-wheel drive ‘M xDrive’ version is scheduled for Australian launch before the end of 2021.
BMW’s official fuel economy figure for the M3 Competition, on the ADR 81/02 - urban, extra-urban cycle, is 9.6L/100km, the 3.0-litre twin-turbo six emitting 221g/km of C02 in the process.
To help get to that impressive number, BMW has deployed numerous cunning devices including, an ‘Optimum Shift Indicator’ (in manual shift mode), on-demand operation of ancillary units, and ‘Brake Energy Regeneration’ which tops up a relatively small lithium-Ion battery to power an auto stop-start system,
Despite this tricky tech, we averaged 12.0L/100km (at the bowser), over a range of driving conditions, which is still pretty good for such a powerful and focused performance sedan.
Recommended fuel is 98 RON premium unleaded although, amazingly, 91 RON standard fuel is acceptable at a pinch.
Either way, you’ll need 59 litres of it to fill the tank, which is enough for a range of over 600km using the factory economy figure, and close to 500km based on our real-world number.
Just a few hundred metres behind the wheel is all it will take to convince you the Maserati belongs in the same class as the competition. It's incredibly quiet – courtesy of the acoustic double glazing – and all occupants benefit from supreme comfort.
While the 330 is 58kW down on the full fat V6, you won't really miss them. There's a fat torque curve, with all 500Nm available from 1750 to 5000rpm, meaning easy progress for the 5.2 metre sedan.
The Quattroporte has two sport buttons to choose from – one looks after the drivetrain and exhaust valving while the second stiffens up the Skyhook suspension.
With the first sport button pressed, you get a more lively throttle, sharper shifts and a glorious noise from the exhausts, although they are a long way from your ears.
It's still a fast car, with strong acceleration from standstill and in the gears, the power as linear as you like with no real turbo lag and a most un-turbo noise to go with the performance.
The only dynamic problem is the electric steering – it seems to get confused between your inputs and feedback from the road, the tyres feeling like they're 'nibbling' an uneven surface, tweaking the wheel in your hands.
The assistance is a little spotty, too, unexpectedly changing weight. It's just a bit weird. In normal driving, you'll never notice it.
Any production-based performance sedan claimed to accelerate from 0-100km/h in less than four seconds is straight-up fast.
BMW says the M3 Competition will hit triple figures in just 3.5sec, which is properly rapid, and a full-bore, launch-control assisted start in this car is... impressive.
Aural accompaniment is suitably raucous, but beware, at its loudest it’s mostly fake news, with synthetic engine/exhaust noise able to be dialled down or turned off altogether.
That said, with maximum torque (650Nm!) available from 2750rpm all the way to 5500rpm, mid-range pulling power is prodigious, and despite the twin turbos this engine loves to rev (thanks in no small part to a forged, lightweight crankshaft).
Power delivery is beautifully linear, and a surge from 80-120km/h takes 2.6sec in fourth, and 3.4sec in fifth. With peak power (375kW/503hp) arriving at 6250rpm, you can thunder on to a maximum velocity of 290km/h.
That’s if the electronically-controlled limit of 250km/h isn’t enough for you, and you’ve ticked the optional ‘M Driver’s Package’ box. Enjoy the big house!
Suspension is basically strut front, five-link rear, all in aluminium, and working in concert with ‘Adaptive M’ dampers. They are brilliant, and the transition from ‘Comfort’ to ‘Sport’ and back is amazing.
The ride quality this car delivers in Comfort mode is nuts given it’s riding on huge rims shod with licorice thin tyres.
The sports front seats also offer an amazing blend of comfort and extra lateral support (with the touch of a button).
In fact, fine-tuning the car’s set-up across suspension, brakes, steering, engine, and transmission calibrations through the ‘M Setup’ menu is easy and adds extra involvement. Blaringly red M1 and M2 pre-set buttons on the steering wheel allow storage of preferred settings.
The electrically-assisted steering points nicely, and road feel is excellent.
The car remains flat and stable in enthusiastic B-road corners, the active ‘M Differential’ and ‘M Traction Control’ putting all that power down from a steady state mid-corner, through to a scorchingly fast and balanced exit.
No surprise, front to rear weight distribution for this 1.7-tonne machine is 50:50.
Rubber is ultra-high-performance Michelin Pilot Sport 4 S (275/35x19 fr / 285/30x20 rr) which deliver confidence-inspiring grip in the dry, as well as a couple of torrentially wet days during the latter part of our week with the car.
And washing off speed is a fuss-free experience thanks to standard ‘M Compound’ brakes’ consisting of big ventilated and cross-drilled rotors (380mm fr / 370mm rr) clamped by six-piston fixed calipers at the front and single-piston floating units at the rear.
On top of that the integrated braking system offers Comfort and Sport pedal feel settings, altering the amount of pedal pressure required to slow the car. Stopping power is immense, and even in Sport mode brake feel is progressive.
One technical niggle is the wireless CarPlay connectivity, which I found frustratingly patchy. Didn’t test the Android equivalent this time around, though.
The M3 Competition hasn’t been assessed by ANCAP, but 2.0-litre 3 Series models received a maximum five-star rating in 2019.
Standard active crash-avoidance tech includes ‘Emergency Brake Assist’ (BMW-speak for AEB) with pedestrian and cyclist detection, ‘Dynamic Brake Control’ (helps apply maximum braking power in an emergency), ‘Cornering Brake Control’, a ‘Dry Braking’ function that periodically skims the rotors (with the pads) in wet conditions, ‘integrated wheel slip limitation’, lane change warning, lane departure warning, and rear cross-traffic alert.
There’s also ‘Park Distance Control’ (with sensors front and rear), Parking Assistant Plus (including ‘3D Surround View & Reversing Assistant’), an ‘Attentiveness Assistant’ function, and tyre pressure monitoring.
But if an impact is unavoidable there are front, side, and knee airbags for the driver and front passenger, as well as side curtain bags covering both rows of seats.
On sensing a crash the car will make an ‘Automatic Emergency Call’, and there’s even a warning triangle and first aid kit on board.
BMW offers a three year/unlimited km warranty, which is off the pace given the majority of mainstream brands have stepped up to five-year cover, with some at seven, or even 10.
On the upside, bodywork is covered for 12 years, the paint for three, and 24-hour roadside assistance is complimentary for three years.
The ‘Concierge Service’ is another three year, complimentary deal, providing 24/7/365 access to a personalised service through a dedicated ‘BMW Customer Information Centre.’
Servicing is condition based, so the car tells you when maintenance is required, and BMW offers a range of ‘Service Inclusive’ capped price servicing plans, starting from three years/40,000km.