New performance coupe lives up to M name.
The high-performance BMW M4 is all-new for 2015, a sleek,
powerful coupe that takes its place alongside the venerated M3 sedan in BMW's
track-ready M lineup. Based on the 4 Series, the 2015 BMW M4 replaces the
last-generation two-door M3, in line with BMW's latest nomenclature that uses
odd numbers to denote sedans, and even numbers for coupes.
While the M3 is a great all-around sedan that can go from
the track to the grocery store with daily-driver practicality, the M4 looks
more like a true sports car. Unlike the M3's more upright stance, the BMW
M4 is slightly leaned-back, with a signature BMW twin kidney grille that is
ever-so-slightly lower and wider. Large front air intakes are functional
and give the M4 an aggressive look. Vertical vents alongside the front
fenders channel air down the sides of the car. A rear integrated lip
spoiler keeps the car planted, while a smooth underbody and rear diffuser help
the M4 to slice through the air with as little resistance as possible. And
although the M4 also has a backseat, it's the kind of car you'd prefer to drive
alone, or with one great friend.
Under the hood, the 2015 BMW M4, internally dubbed F82 by
BMW, shares the powerplant found in the new M3: a 3.0-liter turbocharged
inline-6 that churns out 425 horsepower and 406 pound-feet of torque, the
latter on tap from as low as 1850 rpm. With the optional 7-speed
dual-clutch transmission, the 2015 BMW M4 can dash from 0-60 mph in an
estimated 3.9 seconds, or in 4.1 seconds with the standard 6-speed manual. All
M4 coupes are rear-wheel drive.
Compared with the last-generation M3 coupe, the M4 is
substantially lighter, thanks in part to a body that uses a greater percentage
of aluminum and carbon-fiber-reinforced plastic. Like the M3, the M4 gets
a carbon fiber driveshaft and roof. On M4 coupes, the trunk lid is also
made of carbon fiber.
Another significant change includes the switch to
electromechanical steering. Fans of hydraulic power steering tend to
complain that electric systems are numb and unresponsive, but we found the M4's
feel precise and direct. Drivers can also select from three modes that
adjust the level of steering effort, independently from suspension and throttle
settings.
Handling is aided by a new five-link rear suspension, which
is mounted directly to the body, giving the M4 a stiffer ride and more direct
road feel. Most components are made out of aluminum, rather than steel,
shaving off more weight. The only downside with the new setup is that it
produces quite a bit of road noise.
Optional carbon ceramic brakes offer heart-stopping
performance, but also near-heartbreaking prices, as it's a $8,150 option that
is really more like $9,350, since it requires the addition of optional 19-inch
wheels. Also optional is BMW's adaptive M suspension, which lets drivers
choose between Comfort, Sport and Sport Plus modes.
Inside the cabin, there's signature M stitching around the
doors, dash, and sport steering wheel. Standard upholstery is a
cloth/leather combination; options include a gorgeous orange and black two-tone
combination with buttery Merino leather. BMW's widescreen display and
iDrive with BMW apps come standard. For the track day crowd, there's a new
GoPro app, which lets drivers control a car-mounted GoPro camera (sold
separately) directly from the iDrive interface.
Although it's perhaps not as practical as its four-door
counterpart, the M4 can still carry people and cargo with relative ease
compared to many sports cars. Trunk space measures nearly as much as the
M3, and 60/40-split folding rear seats allow even more versatility.
Fuel economy for the BMW M4 is an EPA-estimated 17/26 mpg
City/Highway with 6-speed manual, 17/24 mpg with 7-speed automatic; Premium
gasoline is required. That's a big improvement over the V8-powered 2013 M3
coupe's 14/20 mpg.
The closest competitor to the 2015 BMW M4 is the 450-hp,
all-wheel-drive Audi RS 5 coupe. Though, for the money, those seeking
head-turning sports coupes could also get the handsome (but less powerful) base
Jaguar F-Type Coupe, Lotus Evora, or a nicely loaded Chevrolet Corvette
Stingray.
The 2015 BMW M4 ($64,200) uses a turbocharged 3.0-liter
inline-6 engine and comes standard with a 6-speed manual transmission or an
optional M double-clutch ($2,900) transmission. All prices are MSRP and exclude
destination charge ($950). All exterior colors except for Alpine White are
extra ($550).
Standard features include automatic climate control, cloth
and leather upholstery, power front seats with lumbar support and driver-seat
memory function, heated front seats, a tilt-and-telescoping steering wheel with
multifunction controls, automatic start/stop, universal garage door opener,
dynamic cruise control, carbon fiber interior trim, the iDrive interface with
color display screen and navigation with real-time traffic information, BMW
Apps, Bluetooth, HD Radio, satellite radio capability, USB audio port, 60-40
split-folding rear seat, auto-dimming rearview and side mirrors, rain sensors,
adaptive xenon HID headlights, 18-inch alloy wheels with mixed performance
tires.
Options include the Executive Package ($4,000), which adds
extended Merino leather trim, a head-up display, heated steering wheel,
rearview camera, parking sensors, satellite radio with one-year subscription
and retractable headlight washers. The Lighting Package ($1,900) adds
adaptive full LED headlights. Standalone options include M carbon ceramic
brakes ($8,150), which also require a choice of two 19-inch wheel designs
($1,200), an adaptive suspension ($1,000), an upgraded Harman Kardon audio
system ($875) and enhanced USB and Bluetooth connectivity plus smartphone
integration ($500).
Safety features include front-impact airbags, front
passenger side-impact airbags, full-cabin, curtain-type head protection
airbags, antilock brakes, traction control and dynamic stability control
(DSC). The BMW TeleServices and BMW Assist eCall emergency notification
systems are included for the first ten years of the vehicle. Optional
safety features include a Driver Assistance Plus package ($1,900) which adds
blind spot detection, the Active Driving assistant, side and top view cameras
and real-time speed limit information.
Compared with the e90 M3 coupe, the F82 M4 is about three
inches longer, more about two inches wider, and more than an inch
lower. The wheelbase is also stretched by two inches. Styling
resembles that of the 4 Series coupe, but, as with all M cars, the M4 is set
apart by sporty additions including a unique front air intake, side skirts,
different wheel designs and quad rear exhaust pipes.
Unlike the M3's more upright stance, the BMW M4 is slightly
leaned back, with a signature BMW twin kidney grille that is ever-so-slightly
lower and wider. Large front air intakes are functional and give the M4 an
aggressive look. Vertical vents alongside the front fenders channel air
down the sides of the car. A rear integrated lip spoiler keeps the car
planted, while a smooth underbody and rear diffuser help the M4 to slice
through the air with as little resistance as possible.
As with all M cars, the M4 offers a distinct and unique
palate of exterior colors. The M4's signature hue is Austin Yellow, a
greenish metallic yellow named in honor of F1's new U.S. racetrack, the
Circuit of the Americas. Also new is Yas Marina Blue, a bright, medium hue
that, depending on the light, can look either cool or downright
Smurfy. While these colors might be polarizing, they most certainly garner
attention. The only standard exterior color is BMW's long-running Alpine
White; the rest are metallic paints and cost an extra $550.
Standard 18-inch alloy wheels come wrapped in Michelin Pilot
Super Sport mixed performance tires. Upgraded 19-inch wheels are also
available, with a choice of two designs. Those who want to upgrade to the
carbon ceramic brakes must also shell out for the bigger wheels. Carbon
ceramics are denoted by their giant, gold-painted calipers, which we wish came
in different color options.
The cabin of the M4 is close in design and layout to that of
a 4 Series coupe, with the added oomph of unique colors and
trims. Traditional M contrast stitching accents the sport seats, doors and
dash. Exposed carbon fiber trim comes standard. The M logo can be
found everywhere, reminding drivers that they paid a premium for a much faster
car than those regular BMWs.
At a time when many carmakers are going to digital TFT
displays, the M4 sticks with traditional analog gauges. Glowing white text
atop a black background looks sporty and is easy to read. A small display
between the large tachometer shows a variety of information, including music,
navigation, MPG and vehicle diagnostics. An optional head-up display
included with the Executive Package makes it easy to check speed going down the
straights.
Standard upholstery is a mix of fabric and leather; upgrades
include extended leather or full leather trim. The latter two options are
available in a beautiful two-tone red and black combination, which are
decidedly not for the inconspicuous. Leather is soft yet durable, and the
well-bolstered sports seats cradled us perfectly whether blasting down the
highway or cranking it around the turns. Trim can be done in Anthracite
wood with pearl gloss chrome accents, or Aluminum Blade trim with black gloss
accents.
Regardless of trim, the M4's cockpit remains oriented around
driving, the dash angled slightly toward the driver bringing all controls
within easy reach. Climate controls are traditional BMW, intuitive and
easy to operate. On the center console, controls for suspension, throttle
and steering settings are conveniently next to the gear shifter.
Navigation comes standard on the M4, along with BMW's
widescreen display and BMW Apps, all controlled by the iDrive
interface. Track enthusiasts will rejoice over the new GoPro app, which
lets drivers record and control their car-mounted GoPro camera (sold
separately) directly from the iDrive interface.
Although the M4 is not as practical as the four-door M3,
there's adequate interior storage space, like wide door pockets that can
accommodate water bottles and mugs, plus two cupholders on the center console. Rear
seats are fine for average adults on shorter trips, with 33.7 inches of legroom
and 36.1 inches of headroom, compared with 35.1 and 37.7 inches in the M3,
respectively.
Cargo space measures 11 cubic feet, one cubic foot less than
the M3, which is enough to fit a couple of large suitcases with a bit of room
to spare. Standard 60/40-spilt folding rear seats allow for even more
carrying capacity.
With its low, wide stance and sleek design, the M4 slices
through the air with ease, whether barreling down country roads at 75 mph or
cutting through the kink at Road America at more than 100 mph. But whether
you're scaring the daylights out of dairy cows or your driving instructor, the
M4 makes it easy to go fast.
The new 3.0-liter turbocharged inline-6 (S55) makes an
impressive 425 hp and 406 lb.-ft. of torque, the latter of which is on tap
from 1850 rpm. The high-revving engine redlines at 7500, and those not
used to the sound of the new motor might be tempted to shift early. But
let it wind all the way up, and you'll be handsomely rewarded with the kind of
power and thrust worthy of one of the country's fastest racetracks.
Drivers can customize the M4 with separate adjustments for
steering, throttle control and damping (the latter with the optional adaptive
suspension). Two memory settings, M1 and M2, allow a quick switch between
favorite setups.
The M4 uses a new electromechanical steering system, with
three modes that allow drivers to choose the level of steering
effort. Though some might lament the end of hydraulic steering, we found
the feel of the M4 to be precise and direct. Steering feel depends largely
on personal preference, and heavier steering doesn't necessarily mean better
performance. Comfort is the default, and is by no means light. In
fact, our driving instructor at Road America, who heads the M Performance
Center driving program in Spartanburg, South Carolina, switched our steering
from Sport into Comfort in the middle of a lap. Though at first we thought
we were being demoted, he explained the lighter steering effort can help when
learning the track, so you don't have to feel like you're fighting the
wheel. Sport and Sport Plus increase the steering effort, in the case of
the latter, quite considerably. Suspension consists of a double-joint spring
strut setup in front and a new five-link axle in the rear. Most
components, including control arms, are aluminum. The rear suspension is
mounted directly to the body (omitting the connecting parts normally in between),
giving the M4 a stiff ride and more direct road feel. Combined with the
M4's fantastically rigid chassis, the M4 is solid, planted and absolutely
joyful through the corners, with BMW's signature near-50/50 weight
distribution. Even with the suspension in comfort mode, the M4 is firm and
well-sprung, though more compliant over bumps and rough roads.
Dynamic stability control can be adjusted for optimum safety
or optimum slip. With it on, it can save your bacon if you make a mistake,
but we also felt the system holding us back when rounding corners at Road
America. With it off, the M4 commands a healthy dose of respect, as a few
of our colleagues found out by taking some unintentional offroad
excursions.
A 6-speed manual comes standard, and although it might be
more fun for purists to drive, it's slower than the optional dual-clutch, with
a 0-60 mph time of 4.1 seconds. In Efficient and Sport modes, the manual
has an automatic rev-matching function, though the blip comes when you take the
shifter out of gear, so your shifts had better be fast for optimal
performance. In Sport Plus mode, the auto rev matching turns off, leaving
you to your own heel-toe skills.
With the optional 7-speed double-clutch transmission, the M4
can sprint from 0-60 mpg in 3.9 seconds. It's the most versatile option,
since one can simply put it in drive and let the car do it's thing, or switch
it over to manual mode for some F1-style paddle shifting. The latter was
especially satisfying on the track, where we could focus more on the line and
less on the body mechanics of changing gears. While shifts from the
double-clutch are blink-of-an-eye fast, we did find they could feel abrupt when
pushing hard in Sport and Sport Plus modes.
Our test cars were fitted with upgraded carbon-ceramic
rotors, complete with huge gold-painted calipers. These monsters are
unbelievably powerful, though they perform best once you get some heat into
then. If you opt for the $8,150 carbon ceramics, be aware you'll also have
to upgrade to 19-inch wheels for another $1,200. Both standard 18-inch
wheels and the upgraded 19s are wrapped in sticky Michelin Pilot Super Sport
tires, designed specifically for the new M4. Their mixed performance
designation means they should hold up well in a variety of driving conditions.
The M4's road manners are equally impressive on the track as
well as around town. Though, like the M3, the turning circle is nearly
three feet wider than its non-M counterpart, making the M4 a tad clunkier than
the standard 4 Series to maneuver through parking lots and in other tight
spots.
BMW does a particularly good job with exhaust notes, and the
M4 is no exception, though partially engineered, the M4's sound is loud and
unmistakable, from both within and without. On the downside, we also got
quite a bit of road noise inside the cabin, in large part due to the
direct-mounted rear suspension.
source: http://www.autoblog.com/buy/2015-BMW-M4/photos/?tab=exterior
http://www.boscheuropean.com
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