The four-door sedan has always been the red-headed stepchild to the halo-carrying coupes from virtually every car manufacturer in existence. Of course there have been exceptions to this rule, but for the most part, while the two-door model always gets the girl or guy in the end, the four-door seems to get a child safety seat as part of its package.

BMW sought to change all that with the introduction of the M3 Sedan. Based on the very capable four-door model, the M3 shows what a family-style hot box can really be. Is this just a warmed over version of its two-door sibling, or is the M3 Sedan a capable runner in its own right?

What is it?
Based on the E90 sedan, the M3 Sedan is the first ever V8-powered four-door 3-Series sedan. It’s a car that gives enthusiasts who are “maturing,” a chance at the same power, handling, and sheer “tossibility” that coupe owners have been enjoying all along. As the typical M3 owner grew older, married and settled down, chances were good that such an owner would move on, trade in the hot rod for the minivan and get on with life. And then came the M3 Sedan. All bets are off now, and chances are good that the backbench now holds a Recaro bolstered baby seat.

This isn’t the first time BMW has slapped an M engine and suspension into a standard 3-Series sedan; the E36 M3 of the mid-to-late ’90s was also offered with four doors.

What’s it up against?
A full array of competitors is poised to face off against the M3 Sedan. Among these are the Audi S4, the Mercedes-Benz C63 AMG, and the Lexus IS-F. All pack about 400-horsepower, some are equipped with seven and eight-speed gearboxes, and all ride low enough to cause extreme anxiety negotiating steep driveways.

Any breakthroughs?
As we mentioned, this is the first V8-powered M sedan. Relaying the power to the road occurs by way of a new dual clutch transmission. All-season traction from the Variable M Differential lock and electronic damping control for the suspension rounds out the breakthroughs in this executive-sized transport.

How does it look?
At first glance you get the impression that this is the regular BMW 3-series sedan and for nearly two thirds of it, you would be correct. The four doors, sculpted sides and shark fin antenna are all there, but glancing again, you notice the aggressive haunches, the side “gills” with M markings, and the discreet tail lip. Step away from the vehicle and you will see the car has an aggressive “lean” forward coupled with muscular flares over the 19-inch wheels and tires. And a steel roof. BMW, in a quest for more rigidity, shied away from the use of the carbon-fiber roof used in the M3 coupe

A butt-lift has changed the appearance of the rear end and taillights, while a rear under bumper diffuser aids in smoothing the underbody airflow, which in turn helps handling and aerodynamics. Finally, there’s a front end that the sedan shares with the M3 coupe. A power dome rises above the hood surface, flanked by two vents to release trapped and heated air from the engine bay. As this is not a vehicle for poseurs, it has no fog lamps like its 3-Series little brother.

And on the inside?
All business seems to be the way BMW wants to play this one, but we would gladly have passed on the carbon trim in favor of some bright work of some sort—perhaps brushed aluminum or wood veneer. Regardless, materials are top shelf, as are fit and finish. A predominantly black dashboard houses two binnacles; one with gauges for the driver and another with navigation, entertainment and climate controls.

A beefy leather-wrapped steering wheel with M-tri color stitching offers you a chance to grab hold – or is it a place to hold on? Redundant buttons are all over it, including one that is a circle with an M inside. This M-Drive button allows you to set your preferences for throttle response, ride dampening, and stability control and be able to recall them with the touch of a single button. It’s part of the $3,250 technology package, which also includes navigation, HD radio and the Comfort Access System.

Silver Novillo (think gray) leather seating surfaces abound throughout. The multi-adjustable driver’s seat allows nearly every body type to find their “home” once in the bucket, and offers thigh extension as well as movable lumber support. Very supportive, they left us relaxed and ready after a long stint behind the wheel. The rear seating area is comfortable for three, but could get dicey if either driver or front passengers were of the leggy persuasion.

But does it go?
The saying goes that racing helps to improve the breed. BMW hopes that translates into their production vehicles. Both the M3 coupe and sedan sport the same 414 horsepower, 4.0-liter V8 powerplant. The block is manufactured in the same Munich light-alloy foundry that casts the BMW Sauber F1 engine block. The result is a package that is lighter than the inline six-cylinder M engine that it replaces. Producing 295 lb-ft. of torque that reaches critical mass at 3,900 rpm, it uses individual butterfly valves to flow fuel into the cylinders with the net result being able to boast more than 100 horsepower per liter.

Stepping on the go pedal releases a throaty gurgle that builds into a roar that sounds like a symphony. Running at Leftlane’s official test track, Palm Beach International Raceway, showed how refined the seven-speed, M double clutch transmission is. We’ve been with other cars, which exhibit “shutter-lag” like tendencies when clicking the paddles. Not here. The response is instantaneous, and music to the ears on wind-up.

Our lapping of the PBIR circuit finds us starting with automatic mode, tapping 130 mph on the back straight. This quickly finds us running out of tarmac. Standing on the 14-inch cross-ventilated rotors brings things quickly under control to prepare for the sweeping right-hander. The controllable understeer shows up, just where we would expect, which sees us setting up for the dogleg that puts us back on the front straight. A light tap of the brakes has the engine and gearbox working in concert, rev matching down just enough for a quick launch once the gas pedal is squeezed once again. We can feel the car trying to rotate from around us but the M3’s Dynamic Stability Control reigns us in a bit, just to keep us from getting in over our heads. Speed sensitive steering gives us direct, almost go-kart like steering response and goes exactly where we point the car.

Popping into manu-matic mode finds us paddling the paddle shift levers in rapid succession through the course once more, Remember our mention of “shutter lag?” (Imagine pushing the button on a “point and shoot” camera, and having the shutter work a couple of seconds after you hoped it would.) Well that problem does not exist with BMW’s M Double Clutch. Gear changes occur almost as quickly as you think you want it to occur.

Why you would buy it:
Because BMW builds a sports coupe for the rest of us, only it’s not a coupe. With power under the hood and two extra doors to haul the kids, friends, or dogs, the company is supplying you with the whole package.

Why you wouldn’t:
The trouble is, the whole package doesn’t come cheap.

Leftlane’s bottom line:
The M3 offers an exhilarating ride, handling, and performance in a package that a growing family or a four-door-fan can appreciate. We’re glad to see the return of a high-performance four-door 3-Series in BMW’s lineup.

2009 BMW M3 Sedan base price, $54,500; As tested, $68,475.
LeMans Blue Metallic paint, $550; Premium Package, $2,200; Technology Package, $3,350; M Double Clutch transmission, $2,900; 19-inch alloy wheels, $1,050; Moonroof, $1,050; Heated front seats, $500; iPod/USB adaptor, $400; Gas Guzzler Tax, $1,300; Destination, $825.

Words and photos by Mark Elias

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