The carbon fibre strut brace not only looks cool – at 1.5kg, it’s pretty light, too.
These enhancements contribute to improved performance figures. The older M3 Sedan and Coupe clock a century sprint timing of 4.7 and 4.6 seconds respectively, whereas the new M3 and M4 can do it in (a claimed) 4.1 seconds.
What’s really impressive is how both vehicles deliver this performance. With the Sport Plus driving mode engaged, these M cars are sharp, responsive and tractable. The power delivery never feels like a sudden wallop; instead you’ll feel the gradual swell as the machine is propelled forward. This is a stark contrast to the more powerful M5 and M6 siblings, which aim to astound the driver by hitting him with sledgehammer-like blows when he floors the accelerator.
The M3 and M4 test cars have carbon-ceramic brakes, but buyers will probably have to fork out a five-figure sum for this option.
The M3’s and M4’s bhp are transmitted to the rear wheels via a 7-speed dual-clutch gearbox. Left in the default automatic mode (“D”), the transmission delivers rapid gearchanges, but is still smooth when driven around town. The paddle-shifters and manual override function provide a more involving drive, although die-hard enthusiasts will probably opt for the 6-speed manual gearbox.
Although the M3 and M4 are equally rapid, their characters are distinctly different. On Faro’s bumpy roads and highways, it is the slightly more pliant M3 that excels, for it is better at soaking up imperfections than the harder-edged M4. The M3 Sedan is also more refined than the previous model, which can be downright unyielding over uneven surfaces.
The M3’s pliancy, however, does not compromise on its on-track abilities. On the technically demanding Algarve International Circuit located in Portimao, Portugal, it displays great poise as I?attack one bend after another. Key to the car’s finesse is its well-tuned suspension, Active M Differential and the widths of its front and rear tracks (both are as wide as the M4’s).
But when it comes to on-track brilliance, it is the M4 that shines, for not only is it 47mm lower than the M3, its body is also more rigid since there are two fewer doors. As I carve my way around the first corner of the Algarve track, its tightness is immediately obvious. There is less lean and the turn-in also feels more decisive. Carving corners in the M4 is definitely a more rewarding experience than in the M3.
Indeed, the M4 will leave drivers brimming with such confidence that they might be tempted to switch the traction control to M Dynamic mode, which allows more wheelspin before the electronics cut in. Be warned, however, that in this setting, things can get hairy in a hurry. If you fail to counter-steer the moment the coupe’s rear goes light, you’ll find yourself rushing towards the scenery – sideways.
To the sceptics, I say do not dismiss these new M cars before you try them, for they are capable and precise instruments that feed off the driver’s skill and initiative. As the above example illustrates, the only thing the M3 and M4 aren’t empowered to do is help the driver differentiate his abilities from his intentions.
BMW M4 Coupe 3.0 (A)
ENGINE 2979cc, 24-valves, inline-6, turbocharged
MAX POWER 431bhp at 5500-7300rpm
MAX TORQUE 550Nm at 1850-5500rpm
GEARBOX 7-speed dual-clutch with manual select
0-100KM/H 4.1 seconds
TOP SPEED 250km/h (governed)
CONSUMPTION 12km/L
BMW M3 Sedan 3.0 (A)
ENGINE 2979cc, 24-valves, inline-6, turbocharged
MAX POWER 431bhp at 5500-7300rpm
MAX TORQUE 550Nm at 1850-5500rpm
GEARBOX 7-speed dual-clutch with manual select
0-100KM/H 4.1 seconds
TOP SPEED 250km/h (governed)
CONSUMPTION 12km/L
Click here to read our local drive of the BMW M3 Sedan
Click here to read about three brothers who each bought a BMW M3
Click here to read our BMW M4 Convertible review
Click here to read our Group Test comparison between the Lexus RC F and BMW M4
