|Trim||Engine||Drive Type||Trans.||0-60||1/4 Mile||Mpg EPA C/H/Observed||Source|
2017 BMW M4
|Competition Package Coupe||3.0L Twin-Turbo I-6||RWD||7A||4.0 sec||12.1 sec @ 118 mph||17/24/21 mpg||Motor Week|
2016 BMW M4
|Competition Package Coupe||3.0L Twin-Turbo I-6||RWD||7A||3.8 sec||12.1 sec @ 119 mph||17/24/20 mpg||Car and Driver|
|GTS Coupe||3.0L Twin-Turbo I-6||RWD||7A||3.8 sec||12.1 sec @ 118.8 mph||16/23/---- mpg||Motor Trend|
|GTS Coupe||3.0L Twin-Turbo I-6||RWD||7A||3.5 sec||11.7 sec @ 121 mph||16/23/---- mpg||Road & Track|
2015 BMW M4
|Convertible||3.0L Twin-Turbo I-6||RWD||6M||4.1 sec||12.4 sec @ 113 mph||17/26/19 mpg||Car and Driver|
|Coupe||3.0L Twin-Turbo I-6||RWD||7A||3.7 sec||12.0 sec @ 119 mph||17/24/20 mpg||Car and Driver|
|Coupe||3.0L Twin-Turbo I-6||RWD||7A||3.9 sec||12.1 sec @ 119 mph||17/24/22 mpg||Car and Driver|
|Coupe||3.0L Twin-Turbo I-6||RWD||6M||4.1 sec||12.4 sec @ 117 mph||17/26/19 mpg||Car and Driver|
|Coupe||3.0L Twin-Turbo I-6||RWD||7A||4.0 sec||12.2 sec @ 117.8 mph||17/24/---- mpg||Motor Trend|
|Coupe||3.0L Twin-Turbo I-6||RWD||6M||4.2 sec||12.5 sec @ 116.5 mph||17/26/---- mpg||Motor Trend|
|Coupe||3.0L Twin-Turbo I-6||RWD||7A||4.1 sec||12.1 sec @ 118 mph||17/24/---- mpg||Motor Week|
|Coupe||3.0L Twin-Turbo I-6||RWD||6M||3.9 sec||12.3 sec @ 114.9 mph||17/26/---- mpg||Road & Track|
|Dinan S1 Coupe||3.0L Twin-Turbo I-6||RWD||7A||3.8 sec||12.0 sec @ 122 mph||----/----/22 mpg||Car and Driver|
About BMW M4
The ancient Buddhists got it right. The only constant thing is change. Even whiskey makers have to adapt to new circumstances, and like Porsche, BMW had to accept the new realities. And that’s part of the reason for the new changes in the 2015 BMW M4.
If you know anything about the M3, then you know that it has a lot of fans, and fanatical fans at that. For them, the M3 is perfect, so no change is necessary. You don’t fix what’s not broken, especially when it’s already the best.
But the problem is that a newer generation of car buyers has a slightly different taste and a different definition of what “best” means, and there are new government regulations to think about. Changes in the M3 were inevitable, and thus we come to the M4.
Here’s a list of what you can look forward to:
- Car type: front-engine, rear-wheel-drive, 2-door 4-passenger coupe
- Engine: twin-turbocharged and inter-cooled DOHC 24-valve inline-6, direct fuel injection, aluminum block and head
- Displacement: 182 cu in, 2979 cc
- Power: 425 hp @ 7300 rpm
- Torque: 406 lb-ft @ 1850 rpm
- Available transmissions: 6-speed manual, 7-speed automatic with manual shifting mode
- Wheelbase: 110.7 in
- Length: 184.5 in
- Width: 73.6 in Height: 54.4 in
- Curb weight: around 3,500 lbs.
- Zero to 60 mph: estimated at 3.7-4.1 sec
- Standing ¼-mile: estimated at 12-12.4 sec
- Top speed: limited at 155 mph
- Fuel economy: 18 to 20 mpg in the city, 28 to 30 mpg on the highway
What’s New with the M4?
The first change that got the M3 fanatics howling is that the naturally aspirated engine is gone. Instead, there are a couple of turbochargers. And of course, let’s not forget the gnashing of teeth at the name change. It does seem somewhat blasphemous that the coupe with its iconic body style would get the M4 designation. As a side note, the sedan is still called the M3.
The M4 weighs almost 200 lbs. less than its predecessor, but it’s a bit longer and wider. The weight is lower because of BMW’s diligent attitude about weight saving. They used carbon fiber for the driveshaft, roof, and trunk lid. They also used aluminum for the hood and the fenders, as well as for the front and rear suspension links.
Also, now it even has its own chassis code (F82). While the M4 has many similarities with the M3 and it even share many part numbers, there are notable differences.
The trunk is a good example. The BMW guys wanted the M4 to have the same superb aerodynamic properties. But the coupe had a shorter roof, and that meant the airflow needed a larger spoiler which was not really their preference. They solved the problem by coming up with a new trunk lid with an integrated ducktail spoiler. They designed it with fiberglass on the outside and carbon fiber on the inner structure.
The M4’s subframe is also bolted directly to the unibody, unlike the 4-series which had rubber bushings. That made the M4 structure much more rigid. When you add the stiffer suspension and the extra bracing, that means the M4 is much more responsive and controllable. It enables you to control your slip angle when you let the tail step out.
Of course, there’s a downside to such sportiness when it comes to comfort. Even in its most comfortable mode, it will still feel stiff. If you can’t take that, then the M4 is not for you and you need to think about the 4-series instead. With the M4, you will want nice smooth roads and you will curse every pothole in sight. Fortunately for you, the brakes are nice and strong.
The M4 is not what you’d call a middle-income car, and in that it’s the same as the M3 was for an earlier age. The manual starts at $65,125 and pretty soon the $80K mark will be in sight once you put on the options. Getting the automatic transmission alone is another $2,900.
But if you are going to upgrade your base M4, forget about the 7-speed automatic transmission. Just get the 6-speed manual transmission instead. Then you spend more money on upgrading the tires.
It’s up to you to justify to yourself if the price is worth it. How much is perfection worth to you? But if you are in the mood for a sports coupe or convertible, this may be the way to go. According to the experts (such as in Car & Driver), the M4 is #1 in its luxury coupe and convertible class. It’s better than the Lexus RC F and the Audi RS5 (which has a base price of $71,825). So if you’re going to compare it with its contemporaries, you may say that the M4 is both better and cheaper.
For more information about the BMW M4, visit the official BMW website.
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