There was a time in my life that I was addicted to playing Formula One simulation games on PCs. The addiction was fuelled by working night shifts early in my career and being unable to go sleep directly after seeing through adrenaline-fuelled newspaper deadlines. Then I moved to Cape Town, briefly got tasked with reviewing contemporary motor racing game titles for CAR magazine and, significantly, it was during that period that I remained single, lived off junk food, developed Carpal-tunnel syndrome in my right wrist and got to know the layouts of grand prix circuits by heart.
The Portugese circuit of Estoril has not been on the Formula One calendar since Williams-Renault dominated the sport in the mid Nineties and it’s such a pity. I love the old track’s combination of high-speed corners, the technical challenge of the tricky uphill chicane and the balls-to-the-wall Parabolica that leads onto the start-finish straight. So while lapping Estoril at the wheel of the 435i during the world launch of the BMW 4 Series recently, I wondered why BMW had not uprated the outputs of the N55 turbocharged direct-injection 3,0-litre straight-six motor from the outgoing 3 Series Coupé or retained its seven-speed dual clutch transmission. But, amid my preoccupation, I carried too much speed into that dastardly Gancho chicane and the Beemer briefly trampled in the kitty litter… Make no mistake, the 435i is a deceptively, née fiendishly, fast sports coupé.
It won’t surprise many enthusiasts to learn that the 4 Series has a longer wheelbase, wider track and lower ride height than its predecessor. The newcomer is based on the superbly packaged F30 3 Series’s platform and that’s particularly evident when you perform ye olde sit-behind-thine-own-driving-position test on the two-plus-two’s rear bench – there’s not a lot of headroom, but this 1,88-metre tall journalist can sit behind the driver’s seat (when it’s set up for himself) in reasonable comfort.
There’s a brushed-metal look trim strip that extends from above the rear-seat squab and spans across the inner door trim before merging with the swish Sport Line-adorned facia on either sides of the cabin, but otherwise the layout is very similar to that of the 3 Series. The ergonomic facia stops just short of looking cluttered, which is a feat in itself; because a Four can be specced to have many buttons, inter alia, a new generation Professional navigation system, a full-colour headup display, Driving Assistant Plus, which warns the driver of a potential collision with a pedestrian, high-beam assist and active cruise control with stop/go function.
In a way, the last E92 3 Series Coupé was destined for its metamorphosis into the 4 Series. The 335i Coupé reintroduced the motoring world to turbocharged BMW petrol engines, and its M3 sibling was a benchmark sportscar. Moreover, the two-door bodyshape, with its short overhangs, long bonnet and set-back passenger compartment was, stylistically, a significant departure from the saloon. The 4 Series takes this a step further.
If you take the aesthetic similarities to the 3 Series as read, the Four appears exquisitely proportioned. The newcomer’s double-kidney grille, twin circular headlamps (especially striking in full-LED configuration) and a large air intake serve to broaden the front-end. In a nod to the 3 Series GT, the fenders are garnished with boomerang-shaped Air Breathers. Although they’re claimed to reduce drag, the gills are an acquired taste. Meanwhile, the pronounced rear arches, wide track and 6 Series-esque taillamps make the rear appear squat. In all, the 4 Series pays a fitting tribute to the shark-nosed original Six, the Eight and the E92.
In standard trim, the Four rides 10 mm lower than its four-door sibling but, crucially, BMW has reduced the car’s centre of gravity to be the lowest of any product in the firm’s line-up. If that isn’t an overt measure to set the scene for a stonking M range-topping model, then consider the 50:50 weight distribution, sharpened-up electric steering system and the genius of the eight-speed Sports automatic transmission, which allows the driver to actuate shifts via paddles on the steering wheel.
The 435i might be more spacious than its predecessor and ride better, all of which is commendable, but its strongest trait is its ability to transform from cruiser to ashpalt-shredder without a hint of bother. Following my lapse of concentration at Estoril’s chicane, I refocused my attention on upping the pace over subsequent laps. Keeping the Drive Select setting in sport and leaving the gearshifts up to the transmission, I appreciated the BMW’s measured body control and accurate turn in. By the end of my stint, I had the confidence to apply power progressively through the Parabolica with my right foot flat on the floor by the exit.
What’s more, as an everyday driving proposition, the 435i strikes a good balance between comfort and sportiness, just as its contemporary 3 Series brethren do. The 4 Series is an engaging newcomer that makes its driver feel eminently ensconced behind the wheel. It enticed me to seek out challenging sections of blacktop and savour the driving experience because the 435i feels balanced and poised at virtually any speed.
Is it too much of an all-rounder to please aficionados? Perhaps, but the 435i and 428i, which will be launched locally in October 2013, as well as the 420i and 420d (available in 2014), might be viewed in a different light once the visceral M4 model comes to fruition. Judging by the 435i, that car should be quite something.
Specifications*
Model: BMW 435i Sport Automatic
Engine: inline, six-cylinder, turbocharged
Capacity: 2 979 cm3
Power: 225 kW @ 5 800-6 000 r/min
Torque: 400 N.m @ 1 200-5 000 r.min
0-100 km/h: 5,1 secs
Fuel consumption: 7,2 L/100 km
Top speed: 250 km/h
CO2 emissions: 169 g/km
Price: R693 169
*According to the manufacturer.