BMW M4 Review

The original BMW M3 was a highly strung motorsport special with a hot four-cylinder engine. Then it got fat. The six-cylinder cars of the 1990s and early 2000s were OK, but then it received a great big V8; fast and fearsome, yes, but a long way from the original’s purity

With the new M4 Coupe, BMW is looking to regain some of that purity. The engine is 25% smaller, the car is lighter and better honed, and performance is both upped and better spread out. Oh, and it's greener, too. The perfect recipe? Yes, but for one thing: it now has two turbos as well. Despite (or maybe because of?) this, can the 'new M3' really convince?

The bespoke M GmbH straight-six engine is a 3.0-litre turbo producing 431hp and, more significantly, 406lb ft of torque. That's 74lb ft more pulling power than the peaky V8, coming in at just 1,800rpm and remaining flat until 4,750rpm, rather than not coming in until the tacho is well around the dial like in that V8. This transforms how it feels on the road.

It has real muscle, giving the grunt you always expected the V8 would, almost as soon as you demand it (there's an inevitable trace of turbo hesitation, but it really is minimal). The M4 is always keen to demonstrate its power, even if you're lazy and leave it in a high gear (if you're really lazy, the superb M DCT changes gear for you masterfully).

Boy, it's fast. The M DCT does 0-62mph in a Porsche 911-like 4.1 seconds, with launch control aiding getaway; the manual is a few tenths slower but some traditionalists may just prefer the extra interaction. But it's the fact you don't have to work anywhere near as hard to release is performance that really makes the M4 exciting.

Oh, and it still revs. Not quite to the 8,000rpm-and-beyond level of the old V8, but a 7,600rpm redline is still impressive for a turbo motor, and the energy it shows at high revs is very impressive. When you do use such high revs, the M4 is a very, very fast car indeed…

Because the V8 had to be worked so forcefully, the old M3 could feel a bit edgy. It wasn't a car for beginners, and only on a track or at very high speeds could you really scratch the surface of its considerable ability. With the M4, BMW has attempted to democratise the car, making it more engaging in everyday use without spoiling the on-limit brilliance.

It's almost succeeded, too. The M4 is a much more engaging car to drive at six-tenths, with crisp and nicely weighted steering that has decent detail despite the new electric assistance. It turns in lithely, benefits from reduced mass on the front end and some fearsomely complex Active M differential tech delivers and distributes drive to the rear wheels with tremendous bite.

The ride is better too, easily handling the ultra-large 19-inch M alloys so many buyers love. Adaptive M suspension is standard and can be cranked up accordingly, all the time handling road imperfections and undulations brilliantly.

Just one 'but'. It's friendly and engaging most of the time, but is ever so slightly knife edge on the absolute limit. This could be the slightly artificial feel, might be a reminder of its motorsport roots, but will still surprise when you occasionally sense it. A bit like the old car here; it does deliver more satisfaction the rest of the time, though.

A turbo engine is inherently quieter and smoother than a non-turbo. What's more, BMW's V8 was one of the rawest out there. How, then, not to disappoint new M4 buyers? With careful exhaust tuning, new silencer technology – oh, and an overlay of artificial sound generation.

It's not a bad effort at all. The extra refinement is there when you need it but it will still bark when driven harder, particularly in M performance mode when the rearmost silencers become almost straight-through pipes. The artificial bit is reasonably convincing too, and it's nice to go back to six cylinders rather than eight.

But still, there's something missing, which committed enthusiasts will notice. The rawness is gone, inevitably, and with it has some of the excitement too. Most won't have an issue but the real die-hards BMW prides itself on appealing to may just miss this slight lack of purity. 

If you're familiar with the BMW 3 Series, you'll know exactly what a 4 Series is like inside. The M4 nevertheless feels special though, thanks to plentiful M honing that includes a fantastic set of hip-hugging seats and a very tactile (and, finally, not over-stuffed) steering wheel.

The redline on the bespoke M dials isn't quite as high but does still begin in the sevens, and all the M badges throughout will thrill genuine enthusiasts. The M brand is even incorporated into the seats (and lights up at night).

It goes without saying that a BMW will have a good driving position, with excellent pedal layout, inch-perfect steering wheel and seats that are firm but just right to complement the nature of the car. The only thing you might wish for is better rear access and a touch more space behind. Enter the new BMW M3 there...

As mentioned above, the M4 Coupe doesn't need to tick all the practicality boxes as BMW also has the M3 saloon. It's still spacious and flexible though, offering the perfect performance alternative for a Porsche Cayman driver who needs more practicality.

Once they're in the back, for example, adults won't have too much to grumble about, and the 445 litre boot swallows cases and weekly shops like a breeze. Fold-down rear seat backs ensure it’s a coupe with as much flexibility as possible (IKEA sprees shouldn't hold too much fear).

Outside, there's a tremendous amount of bespoke M panelwork, including a bulging bonnet, heavily sculpted front air intakes and unique wings. There's even a carbon fibre roof and bootlid to lower the centre of gravity. This means you may not want to park with quite the free abandon you may do in a 3 Series: worth bearing in mind as unique M bits are not cheap to repair...

The big thing about the M4 Coupe is it's much-improved fuel economy. On paper, it averages up to 34.0mpg; that's way better than the mid-20s of the V8 and, because it's much more flexible and less peaky, real world economy is likely to improve as well.

Better fuel economy means lower CO2, now down to 194g/km in the M DCT (and only slightly above 200g/km in the manual). It means the M4 M DCT sits in a band J tax group, well out of the top rate, and it even has standard fuel-savers such as engine stop-start to make it greener in town.

It's an expensive car, yes: prices start at £57,050, or £59,545 for the M DCT most are expected to buy. But UK cars are very well equipped to justify this. We get DAB, sat nav and leather as standard, although BMW does expect a surprisingly high proportion of owners to spend more than £6,000 on the brilliant carbon ceramic brakes. It’s that sort of car.

Despite big the hottest BMW 4 Series you can buy, we have no doubt it will be reliable. The whole point of BMW M cars is to deliver step-up performance without supercar high maintenance; all the firm's recent experience with turbochanged engines will have been put to good use.

Quality is as good as you'd expect the BMW badge to signify. Ok, the interior is not quite the measure of the latest Mercedes-Benz C-Class in terms of tactility, but the premium integrity is there and you don't feel shortchanged in terms of what you get for your money. It feels very long lasting indeed: reassuring for a performance car like this.

The 3 Series has a five-star Euro NCAP safety rating and the M4 will be similarly safe for occupants. High power comes with high limits, for better active safety, and the simple fact it's so much more responsive will help you squirt out of harm's way more easily.

Being a desirable M car, undesirables may take an interest in it. Enter top-notch security devices - although question marks over recent keyless car thefts may be a little worrying: hopefully BMW has already cracked this.