Performance on the track
Back to the new M TwinPower direct-injection petrol engine, it’s all of 3 liters and has a in-line six cylinder setup (4 valves per cylinder), which along with a couple of fast-responding mono-scroll turbochargers collectively produce 431 bhp, all of which is delivered between 5,500 rpm and 7,300 rpm- the redline, which is quite optimistic for a engine running on forced induction. Where it totally smashes the E90 M3 is the peak torque produced, which, at 550 Nm and spread over a wide 1,850-5,500 rpm band is 40 percent more than the last M3’s prowess. Coupled with the optional 7 Speed Dual Clutch Transmission, the M3 and M4 go like stink from 0 to 100 km/hrs, taking just 4.1 seconds with Launch Control. Top speed is an electronically limited 250 km/hr.
So how does it go? To start off, there are three modes/settings for the throttle response, electric power steering, the suspension and the Active M differential- COMFORT, SPORT and SPORT+. Depends on what driving style floats your boat at that moment, you can adjust each of the above system’s responsiveness and feedback.
The noise, as mentioned before is a bit of a downer here and the M4 sounds flat-chested. In fact, it’s a bit of a shame as BMW pumps noises from the exhaust back into the cabin through the superb Harman-Kardon sound system. And no- you can’t it without having to disconnect the entire sound system.
The M4/M3 pulls like stink, with the turbo-charged motor allowing for eerily uncharacteristic lightning quick throttle responses all throughout the power band, almost giving the feel of a naturally aspirated motor. Almost, because in COMFORT mode with everything else pegged at their laziest settings, there’s a smidgen of lag if you mash your foot down, but nothing worth complaining. The high-revving motor offers oodles of torque, and it builds right from the word go, hurtling all of 1612 Kgs (wet) of M4 and 1635 Kgs (wet) of M3 towards the horizon in turbo-charged fury. The linear power delivery manages to mask its force induced credentials really well, making the M3/M4 extremely usable and energetic on the road as well as the track. The 7 speed DCT makes life better, with brutal, fast up shifts in manual mode, with the Drivelogic system also taking care of slower paced outings, where up-shifts and down-shifts in automatic mode are extremely intuitive depending on the driver inputs.
Various go-faster buttons for fine-tuning your driving dynamics (includes suspension, steering & throttle response) according to your motoring mood. COMFORT,SPORT and SPORT+ are the words you need to know here.
Ride and Handling on the track
The new electromechanical steering system also marks a new era for fast cars and find its way to the new M4. The steering offers a choice of three modes; COMFORT,SPORT and SPORT+, each of which allow for varied level of steering assistance to be adapted to suit the mood. We prefer the SPORT setting, which provides a very nice amalgamation of precision, response and feedback. In a characteristically vague way that befits these new fangled electric steering setups, you have a fair idea of what the front end is up to and point it in a direction and shoot, though the instantaneous response and positive feedback is highly commendable in both the cars. As far as general disconnect issues from these setups go, the M3/M4 have them ironed out as far as they can go.
The M3 looks fetching in Yas Marina Blue- the metallic paint-job is a 35,000 rupee (approx.) option.
With the new M4/M3, you arrive at a corner, pick up bags full of joy mid-way and then exit with a tail-happy flourish. Turn-in and front end grip is astounding, and there’s no perceptible under steer, with the Active M differential at the back optimizing traction and directional stability all the time. You have to really fight with the car to get it unsettled at any point, unless you’re quite the keen one and put it into the M Dynamic Mode, which makes the Dynamic Stability Control system let the Active M differential to allow greater wheel slip and therefore easier drifting. However, we didn’t a chance to smoke any tires as it was a controlled media event.
The balance of the aluminum intensive chassis is just outstanding, with the Ms responding brilliantly to eager inputs on the throttle and the steering resulting in a deeply satisfying motoring experience. The Adaptive M suspension has been honed for the track as well, and uses lightweight aluminum construction for components such as control arms, wheel carriers and axle sub frames, which collectively save over 5 Kgs as compared to a conventional setup. Likewise, there are the COMFORT,SPORT and SPORT+ settings here as well, enabling the driver to choose between a comfortable damper setting for lazy driving, a stiffer set-up for some enthusiastic driving on country roads, and a third option that makes things stiffer for dynamic atheletism on the track. While the ride is commendable for a sports car in COMFORT, the SPORT + is quite bone jarring and should definitely be reserved for the track. The SPORT is quite usable when the going goes twisty, although in urban conditions, we hear it’s a bit of a hard ride. At the track we only played around in the hairiest SPORT+ setting.
The brakes- Oh, my God! Those optional, inner-vented, perforated Carbon Ceramic brakes with four-piston calipers in front and two-piston calipers at the back know how to haul down some car. One needs to get used to its brutal workings at first, especially the strong, initial bite, but once they’re on the boil, braking performance is just phenomenal and encourages late braking. Even after whipping the Ms on the track for a fair bit, there was minimal fade.
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