BMW M4 Coupe review: Plenty of pedigree

Bigger, better, devastating

BMW M4 Coupe; Four seats, high class, goes fast, and thus lovable (BMW)

When the first M3 appeared it had four cylinders, then six then eight as time progressed. This latest car is a progression of that M3 line, although it has reverted to six cylinders again, all in a neat line. Add two turbochargers, as the engine is a ‘mere’ 3.0-litres, and what do you have? The new M4 Coupé.

At 3.0-litres, the engine is 1000cc down on the 2007 unit, yet it makes more power, at 425bhp, and more toque, at 406lb ft – the latter up significantly from the original car’s 295lb ft. There’s torque everywhere compared to the predecessor, and the redline has dropped from 8500rpm to 7600rpm. Much of this is of course down to the addition of two turbochargers, which also decrease emissions.

While that power is splendid, weight is less so. This is a big car, noticeably bigger than the M3, which is one reason why it has the title of a motorway running West out of London. With size comes weight, in this case 1610kg. That’s lighter than the original model, but not by much. Part of the blame for weight is the seven-speed dual-clutch auto box. This option itself weighs about 40kg.

BMW has spent some money minimising weight elsewhere, such as adding aluminium suspension, adding carbonfibre for several things from propshaft to roof, and adding aluminium bonnet and wings.

The effect is devastating. Power pours in, the noise rises as the revs soar and you are simply catapulted forward. There is a marginal lag due to the turbochargers but it is marginal. Otherwise there is smooth, linear, immense power everywhere all the time. Look at those performance figures below and they almost seem conservative compared to how it feels.

BMW M4 Coupé

Engine  Twin-turbo 3.0-litre six 
Power 425bhp  
Torque 406lb ft  0-62mph 4.3sec (7-speed manual), 4.1sec (DCT auto)
Top speed 155mph (limited) 
CO2 204g/km 
MPG 32.1  Price £55,635

On the track it seemed in its element, helped in this instance by fitting of carbon ceramic brakes, which are an option. For track work we kept the car in Sport+ mode, but actually you could use that on the road without any major discomfort. At that point you’re in no doubt that you’re driving a beast. It wants to swamp the rear wheels with raw power, and it has the tight body compliance of a cage fighter.

Then you can switch it to Comfort mode and things relax, but only slightly. This is still a very full-on car and all the better for it. There is a level of inertness to the steering that seems inevitable these days but, overall, this is a huge amount of fun to drive.

The fun is had from a high-class cabin finished to a very high standard. The basis is a full four-seater car, and those big exterior dimensions pay off inside. There’s a decent boot, good headroom and legroom and lovely touches. As ever, the iDrive and infotainment system are among the best out there and you won’t be feeling you’re in some sort of stripped-out racer.

The quality will show in low depreciation, which combines with decent consumption and emission figures considering what you’re getting. The only option we’d bother going for is that auto transmission, since the extra weight is negated by slinky-fast shifts and the flexibility the box brings.

This is a better car than the old M3. It’s that simple. It’s a bigger car too, and that may not be to everyone’s tastes, but if you like your performance by BMW M division, then you’ll love this car.

Graham Scott

AUTOCAR