What is it?
The high level of bespoke content and the low production volume of BMW's M cars means they don't get altered a great deal during their life cycle. So what we've got here - forthcoming £100k GTS notwithstanding - is as altered as the regular BMW M3 is going to get.
The new Competition Pack is a £3315 option that comprises a whole lot of subtlety. So subtle, in fact, that one of the biggest changes is the introduction of stop-start as part of an Efficient Dynamics rollout.
Actually, it's a bigger deal than it first sounds. The M3, with or without Competition Pack, is the first six-cylinder-plus BMW in the UK to get stop-start, and it comes with other ED gubbins such as brake energy regeneration (which activates the alternator to charge the battery on the overrun).
That means the M3 sips six per cent less fuel than before (on the dual-clutch version, which is the first non-manual BMW to get stop-start too), with CO2 emissions down from 285g/km to 263g/km.
But yes, I know, it's called Competition Pack, right? So the 'competition' bit? That comes in the form of a 10mm lower ride height and CSL-style 19in alloy wheels. There's also a different setting on the electronically controlled dampers when in Sport mode and a tweak to the stability control system.
What's it like?
Those Competition pack mods don't sound like a lot but, even so, rather risks overstating its case. If you haven't driven an M3 for a while, you'll notice precisely no difference. If you have driven one recently, you'll notice virtually no difference.
The wheels look great. Perhaps I'm kidding myself, because it's been a while since I last drove an M3, but I wondered if they, coupled to the lower ride height, kept body control a wee bit tighter.
You'd have to be going pretty ballistic in a back-to-back test to notice the difference in the DSC settings. I wasn't, so I didn't, but on a track day it should make the M3 more exploitable, although in truth on a track day the button that turns it off is usually the preferred one.