• Image Credit: Michael Harley
  • Image Credit: Michael Harley
  • Image Credit: Michael Harley
  • Image Credit: Michael Harley
  • Image Credit: Michael Harley
  • Image Credit: Michael Harley
  • Image Credit: Michael Harley
  • Image Credit: Michael Harley
  • Image Credit: Michael Harley
  • Image Credit: Michael Harley
  • Image Credit: Michael Harley
  • Image Credit: Michael Harley
  • Image Credit: Michael Harley
  • Image Credit: Michael Harley
  • Image Credit: Michael Harley
  • Image Credit: Michael Harley
  • Image Credit: Michael Harley
  • Image Credit: Michael Harley
  • Image Credit: Michael Harley
  • Image Credit: Michael Harley
  • Image Credit: Michael Harley
  • Image Credit: Michael Harley
  • Image Credit: Michael Harley
  • Image Credit: Michael Harley
  • Image Credit: Michael Harley
  • Image Credit: Michael Harley
  • Image Credit: Michael Harley
  • Image Credit: Michael Harley
  • Image Credit: Michael Harley
  • Image Credit: Michael Harley
  • Image Credit: Michael Harley
  • Image Credit: Michael Harley
  • Image Credit: Michael Harley
  • Image Credit: Michael Harley
  • Image Credit: Michael Harley
  • Image Credit: Michael Harley
  • Image Credit: Michael Harley
  • Image Credit: Michael Harley

Vital Stats

Engine:
Twin-Turbo 3.0L I6
Power:
425 HP / 406 LB-FT
Transmission:
7-Speed DCT
0-60 Time:
3.8 Seconds (est)
Top Speed:
155 MPH (limited)
Drivetrain:
Rear-Wheel Drive
Curb Weight:
3,585 LBS
Seating:
2+3
Base Price:
$64,200
As Tested Price:
$90,150
Launched out of the seat by a huge, unexpected dip in the road, yet still held largely in place by the smooth webbing of my safety belt, I clench my teeth waiting to come back to earth. A tenth of a second later, the M4 Coupe touches down and my body is slammed into the leather seat cushion. All of the air is forced out of my lungs upon landing, but the BMW's chassis, suspension and steering appear unfazed. Pleasantly surprised, I mash the accelerator to the floor in giddy pursuit of the car in front of me – an absolutely identical 2015 BMW M4 coupe.

A cavorting game of cat-and-mouse on a desolate twisty canyon in southern Portugal is an excellent way to explore the real-world driving dynamics and performance of BMW's all-new M4 Coupe. But to truly push it to the limit – without having to worry about oversize depressions in the asphalt – requires a dedicated racetrack. Graciously, my hosts have rented the famed Autódromo Internacional do Algarve racetrack, or Portimão circuit, for an afternoon of automotive debauchery.

It's hard to believe this passes for work.
2015 BMW M4 Coupe2015 BMW M4 Coupe2015 BMW M4 Coupe

Consider the M4 a thoroughly reworked, enhanced and upgraded track star.

Nearly 30 years ago, BMW introduced its first-generation M3 coupe to tackle the racing world's touring car series – the four-cylinder E30 M3's success, both on the track and as a street-legal road car, was followed by three more generations. While the M3's powerplant design has gone through a variety of changes (the model has been equipped with four-, six- and eight-cylinder engines), each subsequent iteration has upheld its predecessor's tradition of delivering podium-level performance direct from the showroom. But in a whirlwind of change just last year, the 3 Series Coupe was renamed the 4 Series – and it was announced that the M division's follow-up on the new F82 platform would be called M4.

To experience the new M4 firsthand, BMW flew me to Faro, Portugal, the European nation's southernmost city. Most of its country roads are lightly traveled, the weather is warm and dry and the spectacular Portimão circuit, a 2.9-mile road course, is but a short jaunt from downtown. In other words, conditions couldn't have been better.

As expected, the M4 is based on the 4 Series Coupe, yet the two are as different as vanilla and chocolate. Visually, the M4 boasts a unique appearance – every single exterior panel, with the exception of the two door skins, has been replaced. Physically, the chassis has been significantly reinforced, strengthened and lightened. And mechanically, the M4 boasts enhanced suspension, high-performance brakes and a powertrain highlighted by an all-new six-cylinder engine. A gussied-up 4 Series the M4 is not – instead, consider it a thoroughly reworked, enhanced and upgraded track star.

2015 BMW M4 Coupe2015 BMW M4 Coupe2015 BMW M4 Coupe2015 BMW M4 Coupe

Our tester's breathtaking price of $90,150 is nearly double that of of a 435i Coupe.

Rather than offer the assembled pack of hungry journalists a varied menu of M4s to battle over, BMW configured each of the press vehicles identically – loaded with options – meaning all basked in the warm Portuguese sun wearing bright Austin Yellow Metallic paint over Black full Merino leather. The identical model in the States starts with a base price of $64,200, but the aforementioned paint ($550) and leather ($2,550) initiate the start of a dizzying options list binge. Mechanical enhancements to our test cars included M Carbon Ceramic Brakes ($8,150), dual clutch gearbox ($2,900), Adaptive M Suspension ($1,000) and 19-inch light-alloy wheels ($1,200).

And that's before getting to the safety and convenience upgrades, which included the $1,900 Driver Assistance Plus group (lane departure, blind spot and collision warning systems), the $4,000 Executive package (rearview camera with Park Distance Control, comfort keyless access, head-up display, satellite radio, heated wheel and headlamp washers), $875 Harmon-Kardon audio and a $1,900 Lighting package featuring LED headlamps with automatic high beams. The bottom line totaled a breathtaking $90,150 including $925 destination – nearly double the $46,000 base price of a 435i Coupe.

Aside from a handful of cosmetic touches and a few upgraded appointments, the cockpit is 4 Series routine in layout and dimension, which means it fits my six-foot, two-inch frame comfortably when it comes to head, shoulder and legroom. The driving position is upright, with the operator dropping into deeply bolstered bucket seats behind a thick three-spoke M steering wheel sitting ahead of the M instrument cluster. The extended leather and carbon-fiber trim are nice touches, but I miss the signature M-spec oval rearview mirror. Overall, the M4 cabin is several notches more premium than lesser models, with an extra dollop of sport to drive home its enthusiast mission.

2015 BMW M4 Coupe2015 BMW M4 Coupe2015 BMW M4 Coupe2015 BMW M4 Coupe

The new pressurized six generates 11 more horsepower and a whopping 106 more pound-feet than the old V8.

I'm the guy who insists on opening the bonnet before I press the start button, so two firm pulls on the hood release reveals the all-new S55B30 – that's BMW-speak for an M-developed 3.0-liter inline-six with two mono-scroll turbochargers. The all-aluminum engine, which incorporates twin-wire, arc-sprayed cylinder bore coatings instead of liners to reduce weight, features direct injection, Valvetronic variable valve timing and a forged crankshaft. A lightweight magnesium oil pan hides a track-ready oil delivery system that ensures lubrication under the most demanding conditions. According to the automaker, full boost of 1.25 bar (18 psi) allows the engine to develop 425 horsepower at 5,500 rpm and 406 pound-feet of torque starting at just 1,850 rpm. Those lamenting the loss of its predecessor's S65B40 V8 need to be reminded that the new pressurized six generates 11 more horsepower and a whopping 111 more pound-feet of torque, yet it still sips less fuel. In terms of power, durability, lubrication and engineering, the S55 is a vastly superior powerplant compared to the single-turbo N55 under the hood of the 435i.

Despite early word to the contrary, BMW is offering a six-speed manual gearbox as the M4's standard transmission. Considering that it is a modified version of the box in the much heralded, now discontinued, 1 Series M Coupe, it should be splendid. However, the automaker expects fewer than 20 percent will choose to row their own gears, with most ponying up for the optional seven-speed M double-clutch transmission (M-DCT). Both gearboxes send power rearward through a lightweight carbon-fiber reinforced plastic (CFRP) drive shaft to the Active M Differential, which uses an electronically controlled multi-plate limited-slip differential to maximize power delivery through the rear wheels. It's a sophisticated and surprisingly effective solution.

2015 BMW M4 Coupe

BMW says the M4 will accelerate from 0-60 In 4.1 seconds, but my gut say it's easily a few tenths quicker.

A quick stab of the start/stop button initiates ignition, and the inline-six spins to life immediately before settling to a smooth and rather undistinguished idle. First-generation M3 owners would have driven off at this point, but today's M4 owner faces a slew of digital choices, including three-mode steering, engine, damping and Dynamic Stability Control (DSC) settings. Those who opt for the M-DCT gain three more choices with regards to shift speed. I choose Sport, Sport+, Comfort and MDM (M Dynamic Mode), respectively. Lastly, I kept the transmission on its quickest setting while silently wishing there weren't so many choices. (BMW does have programmable "M" buttons on the steering wheel that will memorize favorite configurations.)

BMW engineers have burned drums of midnight oil in an attempt to keep the M4's weight to a minimum. According to the automaker, the new coupe has shed nearly 180 pounds compared to its predecessor, with much of the weight loss coming in the form of carbon fiber and aluminum replacing steel sheet and castings. The lightweight composites and alloys are found on the roof, hood, trunk, suspension arms, chassis braces and strut brace, just to name a few, and they allow the M4 to tip the scales at 3,585 pounds in US trim.

Mash the accelerator from a standstill, and the M4 tears off the line with a hint of wheelspin as the M Diff hunts for grip. Turbo lag is imperceptible and the power delivery is smooth and linear – much like an electric motor – as the coupe launches forward with surprising quickness. BMW says the M4 will accelerate from 0-60 In 4.1 seconds, but my gut say it's easily a few tenths quicker - that's the number in our stats. It's not just an out-of-the-blocks sprinter either, as the acceleration pulls well right up to the electronic limiter (unrestrained, the M4 should do slightly better than 180 mph).

2015 BMW M4 Coupe

Driving enthusiasts will crave the M4 for what it does best – push the performance envelope to stratospheric levels.

The soundtrack is throaty and deep, playing a tune that sounds more like a V8 than an inline-six – yet this is where things get a bit odd. As it's done with its M5 and i8, BMW is piping engine sounds into the cabin of the M4. The company's logic is that the driver needs auditory cues to discern where the engine is within its power band. Concerned that today's automotive cabins are too isolating, the automaker uses Digital Motor Electronics (DME) to synthesize engine noises that are then piped through the M4's audio system (to be clear, the sound the driver hears is not an otherwise amplified or prerecorded engine note). The result of this trickery is a pleasingly aggressive sound that changes pitch with each gear. Although my ears could not determine where the noise was coming from, my brain accepted it as the truth, and I suppose that's what really matters. Those outside the vehicle are treated to a genuine combustion soundtrack, courtesy of quad pipes that have a mechanical flapper to allow nearly unrestricted flow under heavy throttle.

Wide-open highways are an M4 playground, with the coupe's high-speed stability shining thanks to clever aerodynamic tricks. The M gills, on each front quarter panel, are functional to optimize airflow around the wheel arches, and the composite rear decklid has been molded with an integrated spoiler to eliminate the need for a tacky add-on. I nudged the two-door's speedometer needle three-quarters around its dial (the launch vehicles had higher limiters, as US-bound cars will be restricted to 155 mph) and it cruised with the stability of a 760Li limousine. There is plenty of wind noise at maximum velocity, especially around the stylized exterior mirrors, but that's to be expected when a large volume of dense atmosphere is being pushed aside.

All 4 Series models are competent at posted speed limits. In fact, I would argue that the 428i and 435i models are in fact better choices for those who never approach the car's limits or intend to visit a track, as they both offer smoother rides, quieter cabins and greater efficiency. Yet driving enthusiasts will crave the M4 for what it does best – push the performance envelope to stratospheric levels.

2015 BMW M4 Coupe2015 BMW M4 Coupe2015 BMW M4 Coupe

Few cars become as transparent as the M4 when driven at the limit.

Lost on a back country road in Portugal, chasing the tail of an identical M4 piloted by an equally talented driver, the coupe proves incredibly competent and balanced. (I kept the dampers in Comfort, which worked well, as it still felt stiffer than the firmest setting on the 435i.) The electrically boosted steering still doesn't quite deliver my desired level of feedback – even with its upgraded Variable M Sport rack – but at least it's highly accurate. The brake pedal feels firm and the gearbox's shift logic approaches mind-reading levels. In much the same way a superb mountain bike, surfboard or golf club becomes an extension of the body while focused on the task at hand, the BMW telepathically obeys every twitch of its steering wheel, stab at its brake pedal and accelerator input. Few cars become as transparent as the M4 when driven at the limit – the two-door is magical above 8/10ths. After more than an hour of this exercise, my cheeks hurt from smiling so much.

Much of its talent is credited to the platform, which has been stiffened, braced and reinforced for its new role. But an equal amount of praise is directed towards the adaptive suspension, with upgraded M-specific kinematics, geometry and tuning. And the staggered tires, sticky Michelin Pilot Super Sports (255/35ZR19 and 275/35ZR19) are big players in this game, too. Each of the M4's individual ingredients are stand-alone spectacular, a mix that yields impressive results.

While deserted country roads are challenging, much of my driving concentration is spent wondering what lays ahead around the next bend (Portugal apparently has no leash laws, as there are unfettered dogs everywhere). Those concerns evaporate on the Portimão racetrack, a circuit that proves to be the perfect venue to push the M4 to its absolute limit.

2015 BMW M4 Coupe

The brilliantly uncompromising M4 is equally capable on the street as it is on a racetrack.

The track is smooth and challenging, with countless elevation changes. As it did on public roads, the M4 again proves unfazed by the brutal task at hand. Even though the speeds are much higher, the wide surface allows me to kick the tail out in glorious power slides. There really is no substitute for gobs of torque. The twin-turbo six pulls much stronger than the old V8 ever did, especially at the low end of the tachometer, and its quick response allows the driver to add and subtract power in real time. Many turbocharged engines require an early jump on the throttle to combat lag, but that's not the case with this BMW.

Track driving is hardest on the brakes, where the assault is brutal and relentless. The M Carbon Ceramic Brakes are an expensive option that don't shorten stopping distances or save any weight (the rotors are lighter, but the four- and six-piston calipers are heavier), yet they are nearly immune to fade. The ceramic stoppers worked well, with no scares involved, but I was unable to master the relationship between pedal effort and braking distance, continually stopping too short, or too long. I should also mention that that the units made a lot of brushing noises when hot.

By all measurements, the F82 M4 is a legitimate successor to the E92 M3 in its driving dynamics, performance, engineering and efficiency. For those obsessed with numbers, BMW says this M4 coupe will lap the famed Nürburgring Nordschleife a full 15 seconds quicker than its predecessor (and five seconds quicker than the current F10 M5). More importantly, however, is that BMW has not altered the M3's long-celebrated recipe with the arrival of the M4 – the new model debuts as a brilliantly uncompromising two-door sport coupe that is equally capable on the street as it is on a racetrack.


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    • 1 Second Ago
  • 243 Comments
      paul.paul.paul.paul
      • 1 Year Ago
      Great write-up, Michael (as usual). I am still wondering about the engine dynamics though. I've had an E46 330ci, an E46 M3, two E92 335i's, and now have a 2013 E92 M3 (all manual transmissions). True, the E92 M3 could use more torque, but winding the motor out is always such a thrill. The induction noise, the raw sound of the exhaust that is just loud enough to let you still hear the actual motor... it all comes together so nicely. And when you jab the throttle, the engine responds immediately and predictably. It likes to spin fast, all the way up until the fuel cuts off at ~8.400RPM. I know they bumped up the revs a bit on the M4 as compared to a non-M variant, but I'm wondering if it has the high-strung feel that M cars have always been known for. Both of my M3's always felt like they were giving you all they could, willing to sweat blood if necessary. My 335i's felt strong, but they lacked that sense of urgency (even when modified). The motors lacked passion - and by extension, fun. I had both the N54 and the N55. Both torquey right out of the box (and they had their own unique characteristics), yet they were equally drab. It always reminded me of that athlete in high school who never had to put in much effort into winning games (but always won despite that). You wanted to cheer for him, but somehow it was always annoying when he won. And I don't know whether it was the engine management software (for the sake of the turbo or emissions) or a terribly heavy flywheel, but the motors always spun down painfully slow between shifts. On the other side, rev-matching downshifts was always sluggish with both motors. Nothing like any of the motors that proceeded them in the E46, which revved quickly and eagerly. I'm worried the new M3 might feel this way; feeling like it is fast without even having to try to impress you, fast without even breaking a sweat. Would you characterize it this way? How would you compare it to the E92 in this regard? As an aside, people who think they can mod a non-M car to match an M car are probably missing the point. I have driven cars where people have made such attempts. You might make a car that's faster in a straight line, in turns, or even both, but the overall package will likely fail to give you the same experience. Unless you're the type that just needs to brag, then that's what you're paying the extra money for when you buy the M - the magic that happens when the chassis and engine come together just right. There are plenty of cars that are faster (often for less money), but few cars at any price point seem to deliver the intangible that no numbers could ever account for - the magic where the whole is considerably greater than the sum of the parts. Thanks again for the great review.
        Michael Harley
        • 1 Year Ago
        @paul.paul.paul.paul
        Thanks paul.paul.paul.paul for such an excellent reply (and thanks for the compliment). I've owned (new) an '98 E36 328i, '01 E46 330i and an '07 E90 335i. I agree that the NA motors were more exciting that the superb N54, due to their high-rev characteristics. Unfortunately, the power delivery of the new S55 is the same. Bloody strong, but very linear and electric-like. And a non-M car will never be as thoroughly well-engineered as an M car. Period. - Mike
          Michael Harley
          • 1 Year Ago
          @Michael Harley
          Sean, I will get back to you with a comment this evening... walking out the door for an all-day event. - Mike
          Sean
          • 1 Year Ago
          @Michael Harley
          Hey Mike, Don't know if you're still browsing these comments, but could you provide any kind of additional perspective from a fellow N54 owner? I have an '08 E92 335i. The engine's done a great job as far as DD duties are concerned, but the noise is a bit hollow and you can feel the power taper off rather drastically after the 6k mark. It also has that elastic throttle response and delayed tip-in from a start which I'm not entirely crazy about. I'm curious to know if the engine's claimed power delivery at the top end in combination with the short gearing and seamless shifts has to do with that sensation. I've linked the graph below, but of course it happens to be without numbers: http://f80.bimmerpost.com/forums/attachment.php?attachmentid=917374&d=1379997156 BMW claims 425hp from 5,500-7,300 RPM. If the gearing is close enough, the car shouldn't have to climb up the rev ladder to reach peak power again, so I guess that could explain things. Who knows, I want one though.
        Chumley
        • 1 Year Ago
        @paul.paul.paul.paul
        You sir are brilliant! Exactly correct on every point. As a long-time BMW owner and current tuned 335 owner I was wondering many of the same things. N/A cars have a completely different feel. My highly modified 335 has more torque than any car I've owned and its definitely the fastest, least fun to drive car I've owner. As counter-intuitive as that sounds, there is something very visceral about winding a car out - I had a supercharged S2000 back in the day as well. Having driven the C, E, and S class AMG's, I hope this new M3 is not like them in terms of power delivery.
        cgm9999
        • 1 Year Ago
        @paul.paul.paul.paul
        This guy gets it.
        Michael Harley
        • 1 Year Ago
        @paul.paul.paul.paul
        Thanks paul.paul.paul.paul for such an excellent reply (and thanks for the compliment). I've owned (new) an '98 E36 328i, '01 E46 330i and an '07 E90 335i. I agree that the NA motors were more exciting that the superb N54, due to their high-rev characteristics. Unfortunately, the power delivery of the new S55 is the same. Bloody strong, but very linear and electric-like. And a non-M car will never be as thoroughly well-engineered as an M car. Period. - Mike
      Zoom
      • 1 Year Ago
      Can I have your job?
      johnnythemoney
      • 1 Year Ago
      BMW always had something going on with its high end cars' brakes, glad to see the CC removed fade, but the noise is unexpected.
      Frisky_Dingo
      • 1 Year Ago
      Sounds like they kept the 'M' recipe alive and well here. Good to hear. I think I'm going to replace my E90 335i with an E90/92 M3 after this drives their values down, and replace it with this new car once some CPO examples can be had.
        kcroc10077
        • 1 Year Ago
        @Frisky_Dingo
        Except for the fake engine noise. I'm kinda perplexed at this especially coming from BMW.
      bookemd
      • 1 Year Ago
      Great Review Mike! I always look under the hood before a drive. That separates car people from just people! Think the ATS-V will put up a decent fight? -Dan
        Michael Harley
        • 1 Year Ago
        @bookemd
        Thanks, bookemd! Yes, as should the next-gen C63 and S4. A great battle is brewing in this segment -- let's just hope the automakers can keep the pricing in check! - Mike
          AronD
          • 1 Year Ago
          @Michael Harley
          the natural competitor is RS5 which is available in the US
          Michael Harley
          • 1 Year Ago
          @Michael Harley
          Yes, you are technically correct. The RS4 is the M4's direct competitor... but we don't get that car in the States. - Mike
      Bernie Kressner
      • 1 Year Ago
      Nope. These new BMW M-cars won't do it. BMW M3/M4.........................= 425 HP; Jaguar F-type V-8................ = 495 HP; Chevy Corvette Stingray.......= 460 HP; Chevy Corvette Z06..............= 625 HP; Porsche 911 Turbo...............= 520 HP; SRT Viper...............................= 640 HP; Nissan GT-R Black Edition....= 545 HP; Mercedes AMG 63 507 Ed....= 507 HP. Or, quoting "Mike", who posted on Top Gear three days ago, -- with a closer price-balanced view: BMW M3/4 ----------------- 425 hp @ $74,000 Merc C63 AMG------------- 451 hp @ $62,000 Ford Mustang GT----------- 420 hp @ $35,000 Chevy Camaro SS---------- 426 hp @ $38,000 Dodge challenger R/T------ 372 hp @ $40,000 or based more on price but still in the same category: BMW M3/4 ----------------- 425 hp @ $74,000 Merc C63 507 AMG ------- 507 hp @ $75,000 Shelby GT500-------------- 662 hp @ $62,000 Camaro ZL1---------------- 580 hp @ $61,000 Challenger SRT------------- 470 hp @ $52,000 So, what's wrong with this picture, at least for the USA? Don't tell me that "handling" is an M3's virtue: all the cars on this list handle VERY well. Are the elves in Munich living in their own little world, without any idea of the competition? So, here we have in a BMW M4 an overpriced, underpowered, artificially musical, non-screaming, non-blip-able engine, touted with an automatic DCT gearbox? Give me a Corvette Stingray with that great naturally aspirated V-8, muscle sound, 30 mpg, and 7-speed manual gearbox --- at 3/4 the price --- any day. --------------
        Frisky_Dingo
        • 1 Year Ago
        @Bernie Kressner
        Yeah, if only people were paying solely for horsepower when they bought a car......
        carguy1701
        • 1 Year Ago
        @Bernie Kressner
        You seem to be forgetting that BMW rates the bhp of their engines for worst case scenarios (like, say, 90* F days with 100% humidity after a rain shower). On a sunny 72* F day with low to moderate humidity, it will produce 450-460 bhp.
        Sean
        • 1 Year Ago
        @Bernie Kressner
        Wow, this is a well-composed post for a troll. You just spent all that time trying to create a power-to-price tag listing to criticize the M3 and M4's value. Is anyone else seeing a point in this post? I must be missing something here. And it looks like you overshot the M3/M4 MSRPs by a solid $10,000.
          Bernie Kressner
          • 1 Year Ago
          @Sean
          Well , Sean.... Maybe you should consider the possibility that I am not "trolling". I and "Mike", the person quoted, have some serious issues with the HP choice of these new M3/'M4 twins. Their HP is simply not enough for the American market, IMHO. And we are simply trying to demonstrate that it's not just a personal preference. Yes, these M3/M4 cars handle well, but nowadays, so do a lot of other American cars: Car................Roadholding (g's)....Braking from 60 mph (ft.) M5 Comp. pack...................0.92......................122 M6 Gran Coupe..................0.95......................118 Chevy Camaro ZL1............0.98......................114 Corvette Stingray................1.07......................105 Mustang Boss 302LS.........1.02......................112 Mustang Shelby GT500.....0.95......................115 Dodge Challenger SRT.....0.90......................117 ** Road&Track Magazine, June 2014, page 118. -----------------------
        Bernie Kressner
        • 1 Year Ago
        @Bernie Kressner
        Sorry, Guys....especially Sean, respectfully - - - I'll have to stand with my list. I realize that BMW's have not been about HP only (I know: I have two of them. See avatar), but was looking for a Home Run here with the new M3/M4 twins......not a grounder to first base. I think the list is meant to raise awareness that a 425 HP turbo I-6 won't cut it in the American market for that price, regardless of whether its $63K, $70K or (fully optioned) $90K. M-car sales are meager enough (about 5% of all 3-series sales) right now. Why make that worse? Furthermore, you can get a new 335i for $44K, and add a $3K Dinan Stage 3 package to get 384 HP and 420 lb-ft of torque. That gives you 95% of a new M-3 for 75% of its price. This wouldn't happen if the new M3's had a detuned turbo V-8 that gave us about 490-500 HP. Look, America is BMW largest market for M-cars, and this is essentially a Euro-equipped car that BMW is foisting off here, and is NOT customizing for the American market,..... UNLIKE their complete catering to Chinese tastes by building entirely new vehicles for them over there. Question: Is there anyone out there in American dot-commer-land who, having the money and desire, would not buy an M3 just because it had a new V-8 in it? Think about it.... ----------------
        cgm9999
        • 1 Year Ago
        @Bernie Kressner
        Hey look! A magazine racer!
        Sean
        • 1 Year Ago
        @Bernie Kressner
        Wow, this is a well-composed post for a troll. You just spent all that time trying to create a power-to-price tag listing to criticize the M3 and M4's value. Is anyone else seeing a point in this post? I must be missing something here. And it looks like you overshot the M3/M4 MSRPs by a solid $10,000.
        Sean
        • 1 Year Ago
        @Bernie Kressner
        Wow, this is a well-composed post for a troll. You just spent all that time trying to create a power-to-price tag listing to criticize the M3 and M4's value. Is anyone else seeing a point in this post? I must be missing something here. And it looks like you overshot the M3/M4 MSRPs by a solid $10,000.
      IcoHolic
      • 1 Year Ago
      Another hideous and overpriced Bavarian whip.
        kcroc10077
        • 1 Year Ago
        @IcoHolic
        I think the M will be a great car but IcoHolic has a point. The new Mustang has very similar numbers to this car and the last version could keep up with an M3 at the track while the BOSS showed taillights. With a revised suspension and better interior it might sway some especially with the savings. Will it be more refined than the M? Probably not, but for some that doesn't really matter. And as a benefit you get real engine sound in the cabin.
        SKINNYwithNOfood
        • 1 Year Ago
        @IcoHolic
        people on here assume that other people can't afford this car because majority of the posters here are teenagers.
      Stridenttube
      • 1 Year Ago
      To everyone who says BMW is dead, they just raised the bar again. The Ultimate Driving Machine is alive and well!
      username
      • 1 Year Ago
      90k as tested price?! That's insane! no entry level M model should EVER be that much!
      Koenigsegg
      • 1 Year Ago
      The people that buy BMW's are in the 20-30 age bracket so i wouldnt expect these dumb brainwashed M fags to know better so go ahead and waste your money on this lame car and have fun spending all that money wasting gas with your little wannabe race car LOLOLOL
        Papi L-Gee
        • 1 Year Ago
        @Koenigsegg
        And here I thought Prius snobs were insufferable...
        W196R
        • 1 Year Ago
        @Koenigsegg
        I get your point, but why so angry?
        PatrickH
        • 1 Year Ago
        @Koenigsegg
        well, Only a moron would cross shop the two cars.
        Zoom
        • 1 Year Ago
        @Koenigsegg
        A bunch of neanderthals on AB today.
        Jai
        • 1 Year Ago
        @Koenigsegg
        but tesla sucks.. only fags and eco geeks buy electric. yes that includes bmw electric cars too. The G30 M5 shall tear the tesla model S(hit) a new *******. long live gas engines
      Paul Kane
      • 1 Year Ago
      Looks like they've done it again.
      Helix
      • 1 Year Ago
      $90,000 for a 3 series, are people really that stupid or are they suckered in by articles like this by journalists who don't actually have to pay for the car?
        Michael Harley
        • 1 Year Ago
        @Helix
        Thanks for commenting. However, I don't recall justifying the sticker price. - Mike
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