BMW M4 Coupe DKG
431 hp | 550 NM | 1,615 kg
214 km/h | 1.1 g (transverse) | -1.08 g (longitudinal)
2:13,2
SHORT CHARACTERISTICS
With the M4, the coupe based on the 3-series was given its own model designation for the first time in BMW history in order to manifest its claim to a higher league in numerical terms as well. But much more decisive: the first M3/M4 with turbo... and two of them!
TEST CONDITIONS
- Weather: 19°, dry
- Car occupancy Persons: 2
Test values
- Lap time Pannonia Ring: 2:13.2 min
- Top speed: 214 km/h
DEVIATIONS FROM THE SERIES
Carbopad front racing brake discs Remus sport exhaust
Technology
- Engine / cylinder / capacity: petrol / R6 / 2.979 ccm
- Rated power: 431 hp at 5,500 rpm
- Max. Torque: 550 Nm from 1,850 rpm
- Engine type: Bi-turbo
- Drive / Transmission: Rear / 7 speed DKG
- Unladen weight (EU): 1,615 kg
- Power-to-weight ratio: 3.75 kg/hp
- Tires: MICHELIN Pilot Supersport - 19"
MILEAGE (FACTORY SPECIFICATIONS)
- Top speed: 250 km/h (regulated)
- 0-100 km/h: 4.3 sec
LISTEN PRICE
EUR 106.000,-- (incl. special equipment)
Markos Statement
BMW's M3 models have always stood for pure sportiness and ensure that the brand is surrounded by that motorsport flair that makes it so popular with its fans. Two things have changed with the current model: The marketing strategists have given the 3 Series Coupe a new name, and the engine technicians have added two turbochargers. Has the M4 remained a "real" M at heart? Far from any philosophical discussion, clearly yes! The two turbochargers and the 3-liter in-line six-cylinder are so perfectly matched that nothing is lost of the naturally aspirated engine character and turbo lag is not noticeable in the beautifully revving engine. What is very noticeable is the enormous torque of 550 Nm, which is already available from 1,850 rpm and provides brutal thrust. The DKG works perfectly on the race track, downshifts with intermediate throttle and lets you "preselect" the desired gear. It is somewhat incomprehensible, however, that BMW artificially trims the DKG, which works great in itself, to "sporty" by increasing the torque when shifting up, so that the gear changes are abrupt and rough and cause unnecessary unrest on the rear axle.
The tuning in general is slightly oversteering, which I personally like very much, but the M4 still has excellent traction, especially considering the enormous torque. In direct comparison with the M2, however, the M4 is much richer and less nervous on the track.
In contrast to its smaller brother, the M2, BMW has given the M4 everything it needs for that M feeling: shifting lights, an oil temperature gauge, a tachometer with a variable red zone that increases at operating temperature, and two M buttons that can be used to call up individually preconfigured setups at the touch of a button. The fact that the M2 tested on the same day was able to beat the M4 by 1.3 seconds despite its lower engine output was primarily due to the fact that it was fitted with semislicks.
Ergonomics, the sports seats and the arrangement of all controls and the seating position are perfect and typical of BMW. The steering is tight and direct, and the feedback is perfect for steering the car perfectly around the course.
Unfortunately, like the M2, the M4 struggles with the stability of the brake discs: At hard speeds, the original brake discs begin to slap after a few laps. The test vehicle had already been retrofitted with 380mm carbopad racing brake discs and the brake therefore had no fade whatsoever and can be dosed very well.
CONCLUSION: If you don't have a family of 5 to chauffeur, the M4 can certainly be described as the "perfect all-rounder with that certain something for automotive enthusiasts". Whether in the city, on the highway or on the racetrack, the M4 feels at home everywhere and provides a lot of driving fun. Provided you have the necessary self-control, you can take it for a leisurely cruise to a business meeting, then rush it home over mountain roads, and even treat yourself to a trip to the racetrack on the weekend.