Faster than a Porsche: Alpina B3 GT blends luxury with speed

Take a BMW, erase the serial number, stamp a new one, and give it such features that you can calmly drive it on the highway at over 186 mph. This is a big shortcut, but Alpina's philosophy has fascinated me for decades while remaining anonymous to those unfamiliar with the automotive world. The B3 GT is another chapter in this story, and I got to know it during the first drives at the Sachsenring track.

These are the last moments of Alpina's unique independence. By the end of 2025, BMW will acquire the rights to the name and logo of the brand from Buchloe. What's next? So far, it hasn't been revealed. Nonetheless, the Bovensiepen family hasn't rested on its laurels yet. After last year's release of the farewell version of the B5 GT based on the previous generation of the 5 Series, the hypnotizing grand touring abbreviation has now made its way to a smaller, not to say essential, model.

An Alpina representative told me that this is still not the last word before the historic change, but we'll have to wait for the details. So, let's focus on this article's hero. The GT addendum is meant to bring out even more of Alpina's character—brutal power delivered with class and tact.

Alpina is a master at combining luxury and emotions. Merging these two worlds in a way that allows enjoyment from both is, in my opinion, more challenging than simply giving a vehicle the most sporty features possible.

While cars rolling out of the Buchloe factory keep pace on the highway with much more intimidating-looking supercars, they surround the driver and passenger with exceptional luxury and comfort. Balancing both worlds has already become a hallmark of Alpinas – whether we're talking about the large B8 (based on the 8 Series) or the "smallest" B3.

BMW's recent refresh of the 3 Series was a good reason to change a few things at the final stage of the B3's life. It is not difficult to guess that this is the final evolution of the model. Alpina welcomed the stiffer rear shock absorber connections introduced by the Bavarians during the mentioned modernization and then proceeded to implement its improvements, enclosed under the well-known GT abbreviation.

The supplement appeared on the B5 model last year and was a farewell to the brand's bestseller from Buchloe. In a last-ditch effort, 250 units of the previous generation of the 5 Series were ordered from BMW and transformed into highway missiles encased in a refined package. I had the opportunity to pay tribute to the model during the first drives at the Zandvoort track.

Meanwhile, Alpina decided on a slightly wider production scale for the B3 (and B4) GT. The production limit is related to Alpina's acquisition by BMW. Therefore, the limitation will depend on how many slots prospective clients occupy by the end of 2025. Regarding technical changes, future owners can expect similar tweaks to those of the B5 GT.

Throughout its history, Alpina has repeatedly proven that its goal is not a blind chase for numbers – unless it comes to those defining top speed. During the debut of the current B3, they decided to use the S58 engine borrowed from the M GmbH division, but the Bovensiepen family decided to reduce its power. The Alpina B3 GT regained the lost horses but did not break lap records.

The 3-liter, twin-turbo inline-six now generates 529 HP, 34 more HP than before, and a symbolic 1 HP less than the M3 Competition xDrive. Torque remained unchanged at 730 Nm, but Alpina engineers worked on the curve of both values. As a result, at higher revs, the driver has more power available, and the drop in torque after reaching the peak value occurs more slowly than before.

On paper, the effect is as modest as the bodywork additions distinguishing Alpina. The sprint to 60 mph has been reduced by 0.2 seconds (to 3.4 seconds and 3.5 seconds in the Touring and B4), while the top speed increased by 2 mph (to 191 mph and 190 mph in the Touring and B4). It's a cosmetic difference, but take another look at the car in the pictures and consider the scale of the values we're talking about.

There are no flashy shapes, big spoilers, or other peacock embellishments. A modest German machine, which reveals its nefarious plans only through the 20-inch characteristic rims, altered bumper, and discreet four exhaust tips, will overtake a Porsche 911 on the highway, carrying four people in incredibly comfortable conditions with vacation luggage on board.

The differences brought by the increase in power are more pronounced in the aspect of acceleration to 124 mph. Here, the B3 GT shaves off 0.6 seconds in the sedan (to 11.6 seconds), 0.7 seconds in the Touring (to 12.0 seconds), and as much as 1 second in the B4 (to 11.9 seconds). These values surpass not the basic 911 but the GTS version.

The B3 GT's capabilities, however, don't end on the highway. The suspension has also been revised. Alpina has equipped the B3 GT with a thicker rear stabilizer, and the shock absorbers have been recalibrated to optimize the compromise between comfort and dynamics. How did it turn out? As the only journalist from Poland, I tested this during the first drives at the Sachsenring track.

Alpina is not a manufacturer that seeks revolution. Clinging to its chosen path, it surrounds its cars with a kind of magic that attracts from the first glance. There is no room for ostentation here. The pinnacle of extravagance in the B3 GT is a redesigned diffuser that has gained a slightly more pronounced shape.

There is no bluff in it—exceeding 186 mph; every aerodynamic element is important for maintaining driving stability. If you think, "Nobody drives this car that fast," you are mistaken. Alpina customers highly appreciate the ability to cover long distances quickly on German autobahns. They visit the race track less often, but the B3 GT is predisposed not to avoid them.

First, I get into the sedan. After quickly adjusting to the driving position, I was delighted with the finishing. This is one of the elements that Alpina particularly cares about—these are not empty phrases, and one of the proofs is the possibility of finishing the interior with Lavalina leather. Doesn't that ring a bell? The same type is used in Rolls-Royce cars.

In the B3 GT, it comes as standard on the steering wheel – thick, meaty, perfectly fitting in the hands, and providing a robust and secure grip. From behind it, small paddles in the Oro Tecnica shade, another hallmark of the GT version, peek out timidly. The whole is complemented by a nameplate with the number. I looked at it and noticed I was sitting in the first produced piece—quite a responsibility.

The instructor leading the convoy gave us a moment to get acquainted with the track. He led us through the first lap at a brisk pace and then picked up speed. Flying onto the straight, I decided it was a good time to switch to sport mode. This brought a noticeable but not drastic change in character. Already in the first turn, I felt that Alpina by no means aims to achieve the character of the M3. The absence of a pure track mode and the less vulgar, though assertive, sound of the inline-six also suggest this.

The body allows for greater flexing, and the steering system does not react to the slightest twitch of the thumb. Despite the greater freedom, Alpina perfectly conveys the sporting spirit and does not tire during intense efforts. The precision of the steering and the communicativeness of the chassis do not introduce a synthetic, unnatural element and allow for perfect fun.

The Sachsenring is a demanding track – with large drops and many fast, blind corners with unobvious lines, presenting a significant test for both the car and the driver. There were plenty of places where you could let the 529 HP gallop, and the engine, with subtle brutality, catapulted the B3 GT forward with every touch of the right pedal.

The enormous torque sometimes grabs you by the throat, and I only had to watch as the speedometer needle exceeded 124 mph (not just on the main straight) and wanted more. Alpina loves high speeds and is not afraid of them in long bends. They are confident in Pirelli P ZERO ALP tires, the compound and structure of which have been specially designed for the B3 GT.

The car's weak point is undoubtedly its weight, which reaches almost 4,189 lbs. However, the improved chassis and all-wheel-drive system do their best to mask the overweight, and I must admit they do so gracefully. The B4 GT, which, due to an additional 220 lbs and a slightly different weight distribution, succumbs to physics more easily. In the B3 GT, force understeer is difficult unless you misjudge the entry speed. I missed a bit of stability when transferring mass in a quick chicane, but Alpina communicates all its intentions, so any intervention comes naturally.

The B3 GT also allows itself to wag its tail a bit when exiting a corner, but I was somewhat bothered by the inconsistency in the traction control behavior. In the intermediate Sport Traction mode, which was supposed to allow for a bit of madness, the system intervened too aggressively and earlier than expected or required by the situation.

After the drives, I discussed this with Andreas Bovensiepen, who admitted that they had to conservatively calibrate the intermediate mode due to the more frequent road use of their cars. In this case, common sense plays the leading role. It was also the guiding principle when preparing the braking system. The set consisting of discs with a diameter of 15.6 inches at the front and 13.6 inches at the rear allows for effective and reliable speed reduction. Equally important, it does not fade even after numerous assertive laps with multiple braking from speeds over 124 mph.

The Alpina B3 GT is not just an M3 with a different (read: more excellent) grille. It's a car with its unique character. It is not as extreme as the BMW, but I would consider that an advantage. It is milder in demeanor, which does not mean it is gentle. It’s hard to describe a machine with 529 HP and 730 Nm that fearlessly exceeds 186 mph with such gentleness.

The GT addendum adds some dynamics to the luxurious-sporty mix, but comfort does not suffer. Despite its highly effective, almost vulgar powertrain, it retains class while ensuring the expected discretion and surrounding the owner with exceptional luxury. The price reflects this. Alpina B3 GT starts at approximately $137,000. That's nearly $14,500 more than BMW charges for an M3. Is it worth it?

Everyone has to answer that question for themselves. These are cars for two different groups. One thing is sure. By purchasing an Alpina, you get above-average dynamic properties, unparalleled luxury in its class, and a philosophy based on exclusivity, which will be acknowledged with a nod of full recognition in the right circles.