We follow the launch-control procedure to the letter: traction control completely o ff; gearchange setting in the most aggressive manual mode; left foot on the brake while flattening the accelerator with the right. A chequered flag illuminates on the cluster. It’s time for potential energy to convert into straight-line kinetic mayhem. With the engine speed hovering in the mid-range, we complete the last step: release the brake…
The M4’s rear wheels paint 275-section black lines with ink by Michelin. A steady hand keeps the Yas Marina Blue bullet in a straight line as the performance figures scroll on the test equipment: it passes 40 km/h, then 60 and 80 in blistering succession before nailing 100 km/h after 4,29 seconds. Even as the rear-wheel speed eventually joins that of the front, there’s no sign of the fury abating. Is this the same well-behaved, 435i-aping vehicle we drove to the test strip?
The new M4 is a watershed moment for BMW’s M division. Yes, it has a 3,0-litre inline-six engine, which sees a return to its roots. But there’s one critical addition: turbocharging. For the photoshoot, BMW Car Club Cape Town members Avinash Dullabh and Brendon Robson- Parsons (owners of a E46 and E92, respectively) joined us to compare the ethos of the three powertrains.
Driving the three cars on the same day reveals the secrets of each powertrain. Although 10 years old, the classic E46’s straight-six still feels crisp and responsive with more than a touch of rawness. The manual gear shift and meaty clutch enhance the driver’s experience. Absolute power figures aside, there are few automotive sounds as evocative as the metallic, rasping exhaust note under full-bore acceleration. The latter characteristic alone is enough for the E46 to be considered a motoring great.
Conversely, the E92 feels like a modern BMW and would not look out of place in a new-car showroom. The jump from the E46 is immense in terms of technology and creature comforts. Hit the start button and an angry V8 burble unapologetically announces its cylinder count. The free-revving nature of the powertrain is a revelation, with the power building in a linear fashion right up to the 8 400 r/min redline. The brilliant M-DCT ‘box needs to be worked to extract the last drop of performance, though. Less satisfying than the E46? No; just di fferent.
This brings us to the M4’s powertrain. There is one characteristic that changes everything with this new engine: torque, and loads of it throughout the rev range. In comparison, the E92’s V8 feels completely at in the lower engine-speed range, even though the peak-power difference is a mere 8 kW. Prod the accelerator in any gear, at any speed, and the M4 responds with vigour. There’s no frantic gear shifting; instead, you ride the waves of engine torque, only revving it out to hear the new (acoustically enhanced) sixcylinder bark. Most evaluators in the team gave the soundtrack a thumbs-up, which is important in this segment.
Styling-wise, the M4 is less discreet than any of its predecessors. The sleek coupé shape, flared wheel arches, quad exhaust outlets, aggressive front-bumper design and striking launch colours differentiate it very clearly from a 435i. Yes, the Q-car tradition is somewhat lost because of the visual drama, but there is always the four-door M3 if understate-ment is your preference.
Inside, BMW has done enough to make the occupants feel special in a vehicle costing more than a bar. There are expertly crafted and supportive seats, a thick-rimmed steering wheel with BMW Motorsport red-and-blue stitching, carbonfibre
trim, chrome inserts in the doors, a few M decals and that power bulge on the bonnet that is clearly visible while piloting this steed. The driving position, too, is nigh on perfect for a car of this ilk. Some plastics look a bit cheap at the price, but build integrity feels exceptional.
When it comes to commuting with the M4, it isn’t that different to a 435i, but the ride over broken surfaces is firm, even with the dampers set to comfort. Likewise, the M-DCT transmission does not appreciate low-speed manoeuvring, taking
its sweet time to swap between forward and reverse gears. Lift the speed, however, and it sheds its recalcitrance and becomes a scalpel-sharp instrument.
As you’d rightly expect, in terms of performance and dynamics, the M4 is far removed from the 435i. Alter the suspension, steering and transmission settings and the M car sheds all relation to its humbler cousin. That doesn’t mean it’s intimidating to drive. With the traction control left on, even drivers with modest talent will find much to savour thanks to very neutral handling characteristics (aided by near-50:50 mass distribution) and a grip-control system that gently intervenes when the rear becomes playful without cutting power completely. However, switch on the sport setting and some slip is allowed before the electronic nanny intervenes. It’s great fun without the vehicle ever feeling frazzled or edgy.
Only the steering came in for some criticism; some testers felt it was a touch too numb. It’s beautifully direct, yes, but it doesn’t load up naturally enough to telegraph the grip limits of the tyres. Under foot, the optional carbon-ceramic brakes (R90 500) provide immense power and feel, and managed to rip the top section of tar from our test strip during our 10-stop brake test.
TEST SUMMARY
We had two questions at the start of this test that needed answering: is the M4 worth the premium over the 435i; and, considering the changes under the bonnet, has it retained that much-loved M car character? The first question receives an
unreserved yes. To answer the second question, we point you to the wide smiles on the faces of Avinash and Brendon after they each had a go in the M4. They were enchanted by the new car.
The only thing they’d change? Swap the M4 badge for an M3 one. And some on the CAR team would agree…
