When you get a chance to really drive the 2015 BMW M4, not just shepherd it down suburban streets but really push it, my no. 1 tip is to leave the windows open, no matter how hot or cold it might be, as you don't want to miss the brilliant engine note. The new M4's 3-liter engine roared with rev-matching fury every time I snapped off gear changes with the car's dual-clutch transmission (DCT). That sound, and the car's sheer willingness to meet my every driving need, filled me with joy as I powered along a set of twisty backroads.
Despite being an all-new model, few cars face expectations as high as those for the M4. It is the successor to the M3 Coupe, deriving its name from BMW's recent decree that odd-numbered model names are for sedans, while even numbers apply to two-door vehicles. The M4 must live up to and surpass the standard set by the M3 Coupe, a favorite of track day participants and amateur racers.
The M4 is the high-performance version of BMW's 4-series coupe, gaining more power, much tighter suspension tuning, dual clutch transmission and a host of other upgrades. It will excel on the track and grudgingly allow you to drive it to work every day. BMW still makes the M3, but that car comes only with four doors, albeit with identical performance upgrades to the M4.
As the reputation of BMW's M cars has grown over the years, so has their price. The M4 comes in at a base price of $65,150 in the US, £56,635 in the UK, and AU$179,730 in Australia, counting in each country's delivery fees and taxes. BMW equips the M4 with navigation as standard, but leaves as options a rear-view camera, driver-assistance systems, LED headlights and a head-up display. A six-speed manual transmission comes standard, but the example I drove came with the optional seven-speed dual-clutch version. An adaptive suspension can also be had for the bargain price of $1,000.
When we last saw an M3 coupe, it came with a naturally aspirated 4-liter V-8 making 425 horsepower and 295 pound-feet of torque. The M4 gets by with a smaller engine, a 3-liter in-line six. However, tuning and the all-important inclusion of two single scroll turbochargers brings its output to 425 horsepower and 406 pound-feet of torque, at the same time gaining substantial fuel economy to avoid a gas guzzler tax. Despite the power gains from forced induction, turbo lag just wasn't a factor on the road, so I would consider the new engine a win-win situation.
Fuel economy isn't something M4 buyers should be overly concerned with, but the M4 earns EPA ratings of 17 mpg city and 26 mpg highway. During my drive time, which included a good dose of high-revving back roads, city slogging and highway cruising, I came in at 18.6 mpg. I relied on the idle-stop feature which saved fuel at long stop lights and managed to bring the engine back online very quickly when I let off the brake. In fact, I found I could lift the brake pedal just enough to prime the engine when I could anticipate a green light.
Three-pedal fans should at least give the dual-clutch transmission a test drive to see how they like it. BMW makes it as close to a manual transmission experience as possible, yet with the advantage of incredibly fast gear changes and the engine's rev-matching magic. The DCT presents some unique characteristics. For example, it lacks a Park setting. Instead, it wanted me to leave the transmission in Drive, set the hand brake, and turn off the engine. Likewise, the top of the shifter includes a label for D/S. D stands for drive, of course, but S does not mean "sport." In the M4, "S" means sequential, indicating the driver should be making manual gear changes with the steering wheel-mounted paddles.
Put it all together, and the M4 is ferocious on the roads. It gave me miles and miles of sheer joy piloting it down twisty backroads. In second gear for a series of S-turns, I marveled at the highly tuned power under my right foot. Snapping up to third gear, I blasted down the straights, the car nonplussed by the occasional bumpy asphalt of roads left too long without the care of a paving crew. Putting the M4 through turns reminded me of everything that makes BMWs good. The front end responded so perfectly to inputs that I barely registered it, only pondering on how well it handled later.
I tend to prefer adaptive suspensions, but this M4 lacked that option. No matter, as I was perfectly happy with the way this car let me feel the road through the seat of its multicontour sport seat. BMW mixes the tire set, using 18-inch rims all around but wider tires on the rears. And that old BMW magic is present, where the car let the rear end drift out a bit in the turns, adding a little controllable oversteer.
In modern BMW M-car style, the M4 offered me a multitude of settings. The throttle could be in Efficient, Sport or Sport Plus. Steering could be in Comfort, Sport or Sport Plus. Dynamic stability control could be in normal, M Dynamic mode or off. The transmission's sequential mode gave me three levels from soft to hard gear changes, while its automatic mode went through three levels of aggressiveness. If the adaptive suspension had been present, there would have been even more settings.