BMW M4 Competition M xDrive coupe

The M4 has also been updated in line with the 4 Series minor change.

The new M4 Competition has undergone minor changes in line with the 4 Series minor change. The infotainment OS has been updated and maximum output has been increased to 530 PS.

A minor change model of the “M4” has arrived. Speaking of the current M4, since its domestic launch in early 2021, there has been no shortage of topics, such as the addition of the high-powered Competition model and 4WD (M xDrive), the introduction of the Cabriolet and Touring, and even annual improvements to the interior (adoption of a curved display), and we have covered each of these in our magazine. However, these are merely minor details (?), and this is the minor change that BMW calls “LCI (Life Cycle Impulse)”, which marks the halfway point of the model’s life.

Although the LCI is arguably the biggest event in the model’s lifespan, the changes are surprisingly minor. The interior and exterior changes are consistent with the base 4 Series LCI, with the only changes to the exterior being the internal design of the headlights and taillights. There are also no changes to the standard forged double-spoke wheels.

The same goes for the interior. The main changes are a change to the design of the central dash, where the air conditioning vents (common in recent BMWs) are less conspicuous, a new steering wheel design, and an update to the in-car infotainment OS 8.5 (previously 8). Also, the fact that a heater is now available as an option in the steering wheel is a subtle but welcome addition.

A more modern interior

A newly designed steering wheel is used. The test vehicle was equipped with the optional M carbon bucket seats (730,000 yen), and the holding power was excellent. — [1]

At the same time, the lineup for the Japanese model has also been reorganized. For the M4 just before the LCI, the so-called “basic M4” with standard specifications, FR, and 6-speed MT was also listed in the catalog. However, from now on, the only option is the “Competition M xDrive” with a high-output engine, 4WD, and 8-speed AT. In Germany, it seems that almost all of the previous options are still available, but in Japan, the M3’s 6-speed MT has been declared the Final Edition and sales have been discontinued, so it is unclear whether the M4 will have a 6-speed MT or FR in the future.

Of the changes related to driving, the only one that has been clearly announced is the engine. The now-famous 3.0-liter inline 6-cylinder DOHC direct injection twin turbo S58 unit remains the same, but maximum output has been increased from 510 PS to 530 PS. Maximum torque remains at 650 Nm, but the range at which it is generated has been expanded to the higher rev range of 2750-5730 rpm (previously 2750-5500 rpm). In other words, the large torque can now be maintained at higher revs, and maximum output has also been increased.

Well, the test car this time was fitted with M carbon bucket seats, which cost 730,000 yen as an option, and they are excellent seats, at least for a two-pedal model like this one. In any case, the posture is very stable, and it is very convenient that not only the slide, seatback angle, and seat height can be electrically adjusted, but also the side support. The upholstery is genuine leather, but thanks to the large light holes in the seat sides and seatback, it is surprisingly not stuffy even in the summer. The reason I mentioned the two-pedal model earlier is because with a three-pedal manual transmission, the side support of the seat is so strong that it can interfere with clutch operation depending on your build.

What the 20PS increase brings

The famous S58 3.0-liter inline-six twin-turbo unit has been boosted by 20 PS from 510 PS to 530 PS. The tires are Michelin Pilot Sport 4S. — [2]

On the surface, the only improvement in driving is the 20 PS increase in maximum output, with no changes made to the chassis or body… but in reality, I’m not lying when I say that I think this is the most complete M4 or M3 (catalog model) that I’ve ever driven.

Although the power output has been increased, it’s not a spectacular change at 20 PS out of the 500 PS+. Top speed and acceleration times are also unchanged from before. However, the “final stretch” when you actually rev it at the top end was a pleasure like nothing I’d ever experienced before.

Even though the chassis has not been changed, it is probably not just my imagination that the ride quality feels much more rounded when the dampers are set to the soft comfort mode. Of course, it is not that the ride has become clearly harder or softer, but rather that the variable damper control is always perfectly controlled… or should I say that? The sharp bumps that were present up until now, for better or worse, are now almost imperceptible.

When driving on winding roads like the one we drove this time in Hakone, the trick to a comfortable ride was to flexibly switch between the stiffest Sport Plus and the middle Sport mode depending on the roughness of the road surface and the size of the corners. However, with the new M4, Sport Plus was perfect for almost the entire Hakone route. Compared to the latest Sport Plus, which keeps the car perfectly stable on any road surface and keeps the car on the ground without bouncing, Sport mode makes you want to use it in more relaxed situations, such as on the highway. This subtle refinement is typical of M.

The variable damper control is truly excellent.

There has been no announcement of any changes to the chassis, but the impact is clearly milder than before the minor change. It is clear that the variable damper control is working perfectly.

Recently, not only AMG, but also new M models are rapidly becoming electrified. Is it a miracle that such a high-performance car with a pure internal combustion engine is still around? With the LCI being implemented, the current M4’s model life may be in its second half. We don’t know what kind of car the next M4 will be, but this experience has made me hope that it will last even one more day.

REPORT / Hiromune Sano

PHOTO / Ryota Sato

MAGAZINE / GENROQ December 2024 issue

SPECIFICATIONS

BMW M4 Competition M xDrive Coupe

Body size: Length 4805mm, width 1885mm, height 1400mm

Wheelbase: 2855mm

Engine: Inline 6-cylinder DOHC twin turbo

Total displacement: 2992cc

Maximum output: 390kW (530PS) / 6250rpm

Maximum torque: 650Nm (66.3kgm) / 2750-5730rpm

Transmission: 8-speed AT

Drive system: AWD

Suspension type: Front MacPherson strut, rear multi-link

Brakes: Front and rear ventilated discs

Vehicle price: 14.58 million yen