First drive: BMW M3 and M4

Friday, 16 April 2021

• BMW M3/M4

• Price range: $168,900 to $172,900

• Powertrains: 3.0 litre petrol inline-six with 375kW/650Nm, 10.2L/100km, 8-speed automatic, RWD.

• Body style: Sedan/Coupe.

• On sale: Now

BMW has finally let loose the new, big-grille M3 and M4 twins. New Zealand only takes the full-fat Competition specification and I took the keys at a damp Hampton Downs during the 2021 M Town event.

Make me an instant expert: what do I need to know?

The M3 and M4 aren’t just the top-of-the-range 3 and 4 Series models. Compared to the previous F80/F82 models, the new G80/G82 versions are healthy reworks of the platform.

**READ MORE:

* BMW confirms local pricing for the M3 and M4

* The new BMW M3 and M4 have arrived

* BMW spills details on upcoming 4 Series

* A degustation menu of high-performance BMW M vehicles

**

We first saw the 3.0-litre twin-turbo engine in the X3 and X4 M Competition SUVs and it carries over largely unchanged, making the same 375kW/650Nm. The dual-clutch automatic from the previous generation is gone, replaced by the familiar eight-speed automatic. The chassis is much stiffer, but weight is kept in check with a carbon fibre roof, sway bar and strut tower brace, as well as optional front seats.

Unlike the SUVs (and other high-performance M cars), all that power is sent exclusively to the rear wheels, at least until xDrive variants arrive at a later date. That means the M3/M4 are lighter, more nimble and, crucially, more fun.

Of course, I’d be remiss not to mention the looks. This isn’t the debut of BMW’s big grille, it’s already around in the new 4 Series, but it’s certainly divisive. I can’t tell you how to feel about it, but it’s definitely looking better each time I see it. I should also say it looks far better in the metal than in photographs – it’s not nearly as big as it might seem.

The bonnet features two nostrils in line with the kidney grille, giving the front end even more visual presence, while the lower front fascia has been reworked for a more aggressive look, better aerodynamics and improved cooling through bigger intakes.

The M3 gets fatter rear haunches than the M4 and slightly different taillights, keeping each model within its respective family. As is tradition, four fat exhaust tips poke out from the rear bumper.

Where did you drive it?

The launch took place at Hampton Downs during the second BMW M Town event hosted in New Zealand. BMW had previously shown off the two new M cars at an event at the North Shore Airfield, but there wasn’t an opportunity to drive them.

This time, we were allowed on track with the M3 and M4 as well as the M5 and M8, all in Competition spec. Obviously, the focus was on the 3 and 4 but having the V8 sibs provided a good opportunity to compare them to other high-performance machines.

Unfortunately, the few laps we got in the M3 were dampened by a rain shower, making the track extremely slippery. The pace was slow, but it offered an opportunity to have a better look at the cabin. There is a lot of carbon fibre – it felt like 90 per cent of what you touch was trimmed in the stuff.

The CF seats are a bit difficult to get into, and have a weird divider between your legs, but they’re comfy enough and nicely supportive. There’s a new wheel with large carbon paddles (much nicer than the M5’s small plastic ones) and most of the interior is built out of the lightweight weave.

Moving from the M3 into the M5 was interesting. The 3 was noticeably louder (inside the car, at least), with a glorious straight six howl against a somewhat muted V8 roar. Same deal with the M8, which is sort of like a two-door M5, but for more money.

But driving the M4 on a dry(ish) track was the real clincher. It’s so fast, more so than the spec-sheet would have you believe.

The standard adaptive M suspension keeps the car level through the tighter bends and the active rear differential helps put all that power down, albeit often aided by traction control managing the greasy surface.

Officially, the M4 about 100kW down on the M5 Competition and yet it was easy to stay on its tail coming out of corners.

Sure, if we were allowed to really go nuts (we were limited to a top speed of 160kmh and policed by a pilot car), the V8 would have exercised its full power eventually but the M4 would give it a really hard time, especially on a track like Hampton which won’t push top speeds far beyond 220kmh in its National layout.

I did notice that the M4 got a bit squirrely on the brakes, but that could have been down to the damp track or the adjustable brakes not quite being adjusted correctly. Presumably, this would apply to the M3 too but testing that will have to wait.

What’s the pick of the range?

Depends on what you want, four doors or two. The M3 is more practical with the extra doors, but it weighs more (by five kilos) but the M4 does look a bit better, being a two-door coupe. Although, the fat rear end of the M3 is certainly something to behold…

Of course, if you do want practicality over everything, BMW is finally making an M3 Touring wagon. We should learn more about that over the course of the year.

Why would I buy it?

You want an insanely fast BMW, an iconic badge and possibly the last M3/M4 to use the straight-six engine before it turns into something smaller and electrified.

Why wouldn’t I buy it?

You can’t deal with change and hate the grille, would rather have something smaller and electrified, or would rather spend the better part of $170k on one of those snazzy new mid-engined Corvettes…