392C
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Me has quitado la esperanza. Desde el móvil no se apreciaba.
Lo que asoma por ahí .....
Fotos ///M3 y M4 2020 G80 y G82 : 480 / 510 CV, RWD / AWD, manual / automático.
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Lo que asoma por ahí .....
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Como resumen 510cv con 275 delante y 285 detrás, que poquita diferencia
Espero que ese amor platónico que siente por Audi (el señor M) no lo haga neutro también en la opción trasera
Me falta el dato del peso !
Maquinon !
Espero que ese amor platónico que siente por Audi (el señor M) no lo haga neutro también en la opción trasera
Me falta el dato del peso !
Maquinon !
cybermad
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Informe de conducción anticipada BMW M3 / M4 2021: primer manejo con G80 y G82
BMW M3 , BMW M4 , informes de conducción | 1 de julio de 2020
Los desarrolladores de la nueva generación de BMW M3 y M4 para 2021 no lo hicieron más fácil cuando también trajeron un M4 de la generación anterior F82 a la pista para el primer informe preliminar de manejo en el Sachsenring. Porque una cosa es indiscutible incluso seis años después del lanzamiento al mercado: el anterior M4 con paquete de competencia no tiene que rehuir ninguna comparación, incluso a una edad más avanzada para automóviles deportivos. Cualquiera que lo lleve a la primera vista previa debe ser arrogante o extremadamente confiado.
Si los desarrolladores de la sexta generación, conocidos internamente como BMW M3 G80 y M4 G82, fueron impulsados por un gran espíritu o confianza en sí mismos, se puede determinar con relativa rapidez en Sachsenring. Comienza al volante del conocido M4 F82, que cuenta con fortalezas familiares, pero nunca aburridas: bajo peso, distribución equilibrada del peso, tracción trasera, un seis cilindros en línea extremadamente acelerado y una dirección de retroalimentación siempre son ideales para conductores deportivos. poner una gran sonrisa en una pista exigente como el Sachsenring.
Informe de conducción anticipada BMW M3 / M4 2021: primer manejo con G80 y G82
Pero debido a que conducir con el F82 no es la razón de nuestra visita, ¡tiene que salir después de algunas vueltas y ponerse al volante de la nueva generación! Incluso antes de partir, la cabina no deja dudas de que el tiempo no se ha detenido desde 2014. Las pantallas más grandes y las pantallas más modernas de la generación actual de iDrive ID7 recuerdan al auto deportivo M8 de alta tecnología, si no fuera por la palanca de cambios de la transmisión manual de seis velocidades, que parece casi anacrónica en este entorno.
Sí, lo leíste bien, porque la nueva generación de BMW M3 y M4 también debería ser un verdadero auto de conductor en 2021. Y para muchos fanáticos y conductores de las cinco generaciones anteriores, esto incluye no solo un interruptor manual, sino también una clásica tracción trasera con diferencial de bloqueo mecánico. Esta es exactamente la razón por la cual M GmbH ha traído el modelo básico a Sachsenring, por así decirlo: los autos de prueba son las versiones de nivel de entrada del M3 G80 y M4 G82 con 480 hp, transmisión manual y un solo eje motriz. Los modelos de competición con 510 CV y transmisión automática de ocho velocidades son aún más potentes, y un modelo de tracción en las cuatro ruedas con M xDrive seguirá un poco más tarde.
Pero para la primera comparación interna con el predecesor, la M GmbH todavía mantiene a sus caballos más rápidos en el establo: ¡El modelo básico debería ser suficiente para asumir el modelo de competencia de la generación F82! No hay necesidad de grandes explicaciones, porque aquellos que conocieron al predecesor encontrarán su camino en los nuevos BMW M3 y M4 de inmediato. Dirk Häcker, conocido por nuestros lectores habituales como Jefe de Desarrollo M Automobile, por lo tanto, acelera a fondo justo después de la salida del pozo.
Si desea mantenerse en sintonía, debe darse prisa, y sorprenderse al primer giro de lo inmóvil y sin esfuerzo que el BMW M4 G82 sigue el ambicioso deseo del conductor. Si no hubiera conducido la misma curva notablemente más lentamente unos minutos antes con el F82, para no abrumar el eje delantero y encontrar el equilibrio óptimo entre "frenado demasiado pronto" y "demasiado deseado", difícilmente podría creer el progreso que se puede experimentar de inmediato . Más tarde, Häcker confirmó en una entrevista que los desarrolladores vieron el potencial de un progreso notable en el comportamiento de la dirección y trabajaron intensamente, entre otras cosas, con refuerzos adicionales en la parte delantera, nuevas suspensiones de las ruedas y, por supuesto, modificaciones en la suspensión y la amortiguación para que la nueva generación pudiera anotar aún mejor aquí que su predecesor.
No hace falta decir que los desarrolladores también han adaptado el eje trasero al nivel aún más alto del eje delantero. El resultado es una velocidad de giro impresionantemente alta, a la que el M3 parece mantenerse estable en la pista sin esfuerzo y sin efectos de mostrar ni puertas estelares. Está respaldado por el nuevo S58 biturbo en línea de seis cilindros, que ya conocemos por X3 M y X4 M. Para el uso en M3 y M4, la afinación del motor se ajustó nuevamente para que sea aún más ágil y fácil de girar en un entorno más ligero.
Lo que es particularmente convincente en combinación con la caja de cambios manual de seis velocidades es el par más generoso a bajas velocidades del motor, ya que esto le permite concentrarse casi por completo en las marchas 3, 4 y 5 en el Sachsenring. Por primera vez, la configuración M permite configurar el soporte de software en forma de doble desembrague al cambiar de marcha, independientemente del modo DSC: en el futuro, si lo desea, puede cambiar de marcha manualmente sin ajuste automático de velocidad, mientras mantiene DSC o DTC activados.
Después de la comparación directa, está claro que BMW M3 y M4 2021 volverán al asfalto como máquinas de conducción reales. Subjetivamente, no hay duda de que los modelos básicos ofrecerán claramente mejores tiempos de vuelta que los predecesores de la competencia. El potencial de la nueva generación solo será revelado por los modelos de competencia, que están aún más orientados hacia el rendimiento. Ya ahora todo sugiere que los desarrolladores pudieron transformar la maldición de la buena acción de 2014 en un incentivo efectivo para nuevas actuaciones destacadas en 2021.
BMW M3 , BMW M4 , informes de conducción | 1 de julio de 2020
Los desarrolladores de la nueva generación de BMW M3 y M4 para 2021 no lo hicieron más fácil cuando también trajeron un M4 de la generación anterior F82 a la pista para el primer informe preliminar de manejo en el Sachsenring. Porque una cosa es indiscutible incluso seis años después del lanzamiento al mercado: el anterior M4 con paquete de competencia no tiene que rehuir ninguna comparación, incluso a una edad más avanzada para automóviles deportivos. Cualquiera que lo lleve a la primera vista previa debe ser arrogante o extremadamente confiado.
Si los desarrolladores de la sexta generación, conocidos internamente como BMW M3 G80 y M4 G82, fueron impulsados por un gran espíritu o confianza en sí mismos, se puede determinar con relativa rapidez en Sachsenring. Comienza al volante del conocido M4 F82, que cuenta con fortalezas familiares, pero nunca aburridas: bajo peso, distribución equilibrada del peso, tracción trasera, un seis cilindros en línea extremadamente acelerado y una dirección de retroalimentación siempre son ideales para conductores deportivos. poner una gran sonrisa en una pista exigente como el Sachsenring.
Informe de conducción anticipada BMW M3 / M4 2021: primer manejo con G80 y G82
Pero debido a que conducir con el F82 no es la razón de nuestra visita, ¡tiene que salir después de algunas vueltas y ponerse al volante de la nueva generación! Incluso antes de partir, la cabina no deja dudas de que el tiempo no se ha detenido desde 2014. Las pantallas más grandes y las pantallas más modernas de la generación actual de iDrive ID7 recuerdan al auto deportivo M8 de alta tecnología, si no fuera por la palanca de cambios de la transmisión manual de seis velocidades, que parece casi anacrónica en este entorno.
Sí, lo leíste bien, porque la nueva generación de BMW M3 y M4 también debería ser un verdadero auto de conductor en 2021. Y para muchos fanáticos y conductores de las cinco generaciones anteriores, esto incluye no solo un interruptor manual, sino también una clásica tracción trasera con diferencial de bloqueo mecánico. Esta es exactamente la razón por la cual M GmbH ha traído el modelo básico a Sachsenring, por así decirlo: los autos de prueba son las versiones de nivel de entrada del M3 G80 y M4 G82 con 480 hp, transmisión manual y un solo eje motriz. Los modelos de competición con 510 CV y transmisión automática de ocho velocidades son aún más potentes, y un modelo de tracción en las cuatro ruedas con M xDrive seguirá un poco más tarde.
Pero para la primera comparación interna con el predecesor, la M GmbH todavía mantiene a sus caballos más rápidos en el establo: ¡El modelo básico debería ser suficiente para asumir el modelo de competencia de la generación F82! No hay necesidad de grandes explicaciones, porque aquellos que conocieron al predecesor encontrarán su camino en los nuevos BMW M3 y M4 de inmediato. Dirk Häcker, conocido por nuestros lectores habituales como Jefe de Desarrollo M Automobile, por lo tanto, acelera a fondo justo después de la salida del pozo.
Si desea mantenerse en sintonía, debe darse prisa, y sorprenderse al primer giro de lo inmóvil y sin esfuerzo que el BMW M4 G82 sigue el ambicioso deseo del conductor. Si no hubiera conducido la misma curva notablemente más lentamente unos minutos antes con el F82, para no abrumar el eje delantero y encontrar el equilibrio óptimo entre "frenado demasiado pronto" y "demasiado deseado", difícilmente podría creer el progreso que se puede experimentar de inmediato . Más tarde, Häcker confirmó en una entrevista que los desarrolladores vieron el potencial de un progreso notable en el comportamiento de la dirección y trabajaron intensamente, entre otras cosas, con refuerzos adicionales en la parte delantera, nuevas suspensiones de las ruedas y, por supuesto, modificaciones en la suspensión y la amortiguación para que la nueva generación pudiera anotar aún mejor aquí que su predecesor.
No hace falta decir que los desarrolladores también han adaptado el eje trasero al nivel aún más alto del eje delantero. El resultado es una velocidad de giro impresionantemente alta, a la que el M3 parece mantenerse estable en la pista sin esfuerzo y sin efectos de mostrar ni puertas estelares. Está respaldado por el nuevo S58 biturbo en línea de seis cilindros, que ya conocemos por X3 M y X4 M. Para el uso en M3 y M4, la afinación del motor se ajustó nuevamente para que sea aún más ágil y fácil de girar en un entorno más ligero.
Lo que es particularmente convincente en combinación con la caja de cambios manual de seis velocidades es el par más generoso a bajas velocidades del motor, ya que esto le permite concentrarse casi por completo en las marchas 3, 4 y 5 en el Sachsenring. Por primera vez, la configuración M permite configurar el soporte de software en forma de doble desembrague al cambiar de marcha, independientemente del modo DSC: en el futuro, si lo desea, puede cambiar de marcha manualmente sin ajuste automático de velocidad, mientras mantiene DSC o DTC activados.
Después de la comparación directa, está claro que BMW M3 y M4 2021 volverán al asfalto como máquinas de conducción reales. Subjetivamente, no hay duda de que los modelos básicos ofrecerán claramente mejores tiempos de vuelta que los predecesores de la competencia. El potencial de la nueva generación solo será revelado por los modelos de competencia, que están aún más orientados hacia el rendimiento. Ya ahora todo sugiere que los desarrolladores pudieron transformar la maldición de la buena acción de 2014 en un incentivo efectivo para nuevas actuaciones destacadas en 2021.
Nanouk
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Los faros delanteros, con esos Iconic Angel Eyes (creo que se llaman así)... Una auténtica preciosidad.
GOLDAR
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Lo que digo siempre, sería EL COCHE.
GOLDAR
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Este lleva menos camuflaje en el morro...
Pepinazo! Y parece que con una pulgada más en el eje trasero que en el delantero como los BMW X5 y X6 Competition.
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Porsche también lo está haciendo con todo 911
Parece que hay muchísima mejora en todo comportamiento
cybermad
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Un poco más aclarado, que se vea la riñonada 
Official Power Levels:
Standard G80 M3 / G82 M4 -- 480 hp, 6 Speed Manual (Standard), RWD.
Competition G80 M3 / G82 M4 -- 510 hp, 8 Speed Auto (Standard), RWD (Standard), AWD (Optional - arrives at later date)
From BMW Press Release:
Like all current high-performance-automobiles from the BMW M GmbH, the new BMW M3 Saloon and new BMW M4 Coupé are offered in two performance levels: Besides a 480 hp variant with a 6-speed manual shift, there is also the choice of a Competition model with 510 hp and an 8-speed M Steptronic transmission with Drivelogic.
“For customers who prefer a puristic performance experience and particularly intense interaction with their vehicle, the model variants with a manual transmission constitute an offer that is unique in this segment,” explains Dirk Häcker, head of Development M Automobiles and BMW Individual. “On the other hand, with the Competition versions of the new BMW M3 Saloon and new BMW M4 Coupé, we are addressing maximum dynamics in regards power development and transfer – initially with classic rear-wheel drive and, at a later date, also in conjunction with the latest version of our four-wheel drive system M xDrive.”
Compared with the predecessor models, the straight six-cylinder engines featured by the new high-performance sports cars deliver a maximum output increase of 49 hp and 60 hp (Competition models) and a maximum torque of up to 650 Nm [479 lb-ft].
Official Power Levels:
Standard G80 M3 / G82 M4 -- 480 hp, 6 Speed Manual (Standard), RWD.
Competition G80 M3 / G82 M4 -- 510 hp, 8 Speed Auto (Standard), RWD (Standard), AWD (Optional - arrives at later date)
From BMW Press Release:
Like all current high-performance-automobiles from the BMW M GmbH, the new BMW M3 Saloon and new BMW M4 Coupé are offered in two performance levels: Besides a 480 hp variant with a 6-speed manual shift, there is also the choice of a Competition model with 510 hp and an 8-speed M Steptronic transmission with Drivelogic.
“For customers who prefer a puristic performance experience and particularly intense interaction with their vehicle, the model variants with a manual transmission constitute an offer that is unique in this segment,” explains Dirk Häcker, head of Development M Automobiles and BMW Individual. “On the other hand, with the Competition versions of the new BMW M3 Saloon and new BMW M4 Coupé, we are addressing maximum dynamics in regards power development and transfer – initially with classic rear-wheel drive and, at a later date, also in conjunction with the latest version of our four-wheel drive system M xDrive.”
Compared with the predecessor models, the straight six-cylinder engines featured by the new high-performance sports cars deliver a maximum output increase of 49 hp and 60 hp (Competition models) and a maximum torque of up to 650 Nm [479 lb-ft].
Última edición:
GOLDAR
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Les perdono la riñonada por la palanca y los 3 pedales
Ni tan mal no? A mi me parece brutal.
Elfstone
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Si es así ha quedado bien.
Gulf627
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Noble pero sobrevirador que es como tiene que ser un buen M....y este lo es.
cybermad
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Es un chop.
GOLDAR
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El morro es del M4...
al aclarar la imagen pone nope junto a las luces del lado del conductor
y el culo es del del M3, al aclararlo donde la M del maletero, sale nice try, buen intento...
Que cracks
Juegan con los medios/consumidores al ratón y al gato, y a mi me parece bien! Tanta especulación y tanta gaita, al que le guste que lo compre y listo. El mundo hater se ha vuelto loco
cybermad
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2021 BMW M3 and M4 Prototype First Drive | Big thrills, big grilles
They drive and look more alike than their respective 3 and 4 Series siblings
Jens Meiners
ZWICKAU, Germany – We tried everywhere: Peek under the hood and under the big front mask, even scroll through the infotainment system. But alas, confirmation was nowhere to be found: We wanted to confirm the rumor that the next-gen BMW M3 and M4 would have an even more provocative, vertical front grille than the new 4 Series. Though BMW allowed us to drive them, it took very good care not to reveal what could be the most controversial part of its next M models.
The M3 originally debuted on the second-gen, E30 3 Series in 1985 – as a two-door model. The following E36 initially launched as a coupe, but was followed by an M3 sedan and convertible models. The sedan skipped the iconic E46 generation, but returned for the V8-powered E90. Then, for the last model generation launched for 2014, everything changed. The coupe and convertible were split off and received the M4 moniker, leaving the sedan as the sole M3. The renaming exercise caused raised eyebrows in the enthusiast community, which was eventually able to process the occurrence with loyalty intact.
The same thing will probably happen with the new grille, which — as other sources have reliably confirmed — will not only adopt a vertical shape on both the M3 and M4, but in fact be even more aggressive than what's seen on the 4 Series. However, the visual differences between the M3/M4 and their conventional siblings won't entirely be determined by style. There are functional air breathers at the front, a slightly raised front hood, wide front and rear fenders, a Gurney-style rear spoiler and, true to M car tradition, four very prominent exhaust pipes. As the front fender was completely taped up, it's assumed any air vents that may appear behind the front axle will be of the non-functional variety.
Both the M3 and the M4 prototypes we drove stood on optional 275/35 ZR 19 front and 285/30 ZR 20 Michelin Pilot Sport 4S rubber. Front 275/40 ZR 18 and rear 285/35 ZR 19 tires are standard. They make for an extremely aggressive stance, and in fact, the M3 and M4 are significantly wider than their predecessors.
Just like previous generations, the hardware is tweaked sharply for supreme performance both off and on the track. Besides their unique chassis, they feature a different steering system and, of course, vastly more powerful engines that maintain only a loose relationship with the B58 modular engine on which they are based. The M3/M4 engine, dubbed S58, made its first appearance in the X3 M and X4 M. The 3.0-liter twin-turbocharged inline-six makes 473 horsepower in base trim and 503 horsepower when the Competition package is specified.
The two power levels are carried over to the M3 and M4, with one very important difference: The 473-hp version is fitted solely with a six-speed manual transmission, which will once again feature an auto rev-matching system, but thankfully, you no longer have to disable stability control to turn it off. Meanwhile, the 503-hp Competition model is exclusively fitted with an eight-speed torque-converter automatic by ZF. Both models are rear-wheel-drive only, but down the road, the automatic Competition model will become available with a heavily rear-biased all-wheel-drive system.
Inside, the M3 and M4 mirror the regular 3 and 4 Series, but the front seats offer far more lateral support, the steering wheel is ultra-grippy and the instruments feature M-specific design. The rear armrest, standard on the regular 3 Series, is gone on the M3, presumably to shave off a few pounds.
After a few laps in the previous-generation M4, we take to the Sachsenring racetrack in a new M3, letting the powertrain and chassis work their magic. The engine fires up with a bark, and it revs up freely, never letting off up to well over 7,000 rpm. The transmission is an absolute delight, and the inline-six powers these new BMW models with authority. With a top speed of 155 mph, a limit that can be raised to an optional 180 mph, this will be a veritable autobahn stormer. Official data isn't here yet, but zero to 60 mph will probably be significantly less than 4 seconds.
The steering is precise and predictable, and there is virtually no understeer. These cars love to be steered with the rear axle, and there are three modes that should satisfy every driver: Stability on, stability all off and a Sport setting that allows for some drifting and a beautifully agile driving experience, but ultimately kicks in to keep the car on the desired track even if the driver runs out of talent.
Here's an interesting tidbit: While BMW engineers tell us that the 4 Series is designed to be sportier than the 3 Series, and it is in fact stiffened, the M GmbH performance division has taken another approach: They want the driving experience in the M3 and the M4 to be as similar as possible. And so that you're reminded how similar they are, they will be wearing the same big nose.
Pricing has not been announced yet, but we expect the regular M3 and M4 to start around $70,000 as the current models are. The Competition model will command a few thousand dollars more. Deliveries are likely to begin in early 2021
They drive and look more alike than their respective 3 and 4 Series siblings
Jens MeinersZWICKAU, Germany – We tried everywhere: Peek under the hood and under the big front mask, even scroll through the infotainment system. But alas, confirmation was nowhere to be found: We wanted to confirm the rumor that the next-gen BMW M3 and M4 would have an even more provocative, vertical front grille than the new 4 Series. Though BMW allowed us to drive them, it took very good care not to reveal what could be the most controversial part of its next M models.
The M3 originally debuted on the second-gen, E30 3 Series in 1985 – as a two-door model. The following E36 initially launched as a coupe, but was followed by an M3 sedan and convertible models. The sedan skipped the iconic E46 generation, but returned for the V8-powered E90. Then, for the last model generation launched for 2014, everything changed. The coupe and convertible were split off and received the M4 moniker, leaving the sedan as the sole M3. The renaming exercise caused raised eyebrows in the enthusiast community, which was eventually able to process the occurrence with loyalty intact.
- Image Credit: Uwe Fischer/BMW
- Image Credit: Uwe Fischer/BMW
The same thing will probably happen with the new grille, which — as other sources have reliably confirmed — will not only adopt a vertical shape on both the M3 and M4, but in fact be even more aggressive than what's seen on the 4 Series. However, the visual differences between the M3/M4 and their conventional siblings won't entirely be determined by style. There are functional air breathers at the front, a slightly raised front hood, wide front and rear fenders, a Gurney-style rear spoiler and, true to M car tradition, four very prominent exhaust pipes. As the front fender was completely taped up, it's assumed any air vents that may appear behind the front axle will be of the non-functional variety.
Both the M3 and the M4 prototypes we drove stood on optional 275/35 ZR 19 front and 285/30 ZR 20 Michelin Pilot Sport 4S rubber. Front 275/40 ZR 18 and rear 285/35 ZR 19 tires are standard. They make for an extremely aggressive stance, and in fact, the M3 and M4 are significantly wider than their predecessors.
Just like previous generations, the hardware is tweaked sharply for supreme performance both off and on the track. Besides their unique chassis, they feature a different steering system and, of course, vastly more powerful engines that maintain only a loose relationship with the B58 modular engine on which they are based. The M3/M4 engine, dubbed S58, made its first appearance in the X3 M and X4 M. The 3.0-liter twin-turbocharged inline-six makes 473 horsepower in base trim and 503 horsepower when the Competition package is specified.
The two power levels are carried over to the M3 and M4, with one very important difference: The 473-hp version is fitted solely with a six-speed manual transmission, which will once again feature an auto rev-matching system, but thankfully, you no longer have to disable stability control to turn it off. Meanwhile, the 503-hp Competition model is exclusively fitted with an eight-speed torque-converter automatic by ZF. Both models are rear-wheel-drive only, but down the road, the automatic Competition model will become available with a heavily rear-biased all-wheel-drive system.
Inside, the M3 and M4 mirror the regular 3 and 4 Series, but the front seats offer far more lateral support, the steering wheel is ultra-grippy and the instruments feature M-specific design. The rear armrest, standard on the regular 3 Series, is gone on the M3, presumably to shave off a few pounds.
After a few laps in the previous-generation M4, we take to the Sachsenring racetrack in a new M3, letting the powertrain and chassis work their magic. The engine fires up with a bark, and it revs up freely, never letting off up to well over 7,000 rpm. The transmission is an absolute delight, and the inline-six powers these new BMW models with authority. With a top speed of 155 mph, a limit that can be raised to an optional 180 mph, this will be a veritable autobahn stormer. Official data isn't here yet, but zero to 60 mph will probably be significantly less than 4 seconds.
- Image Credit: Uwe Fischer/BMW
- Image Credit: Uwe Fischer/BMW
The steering is precise and predictable, and there is virtually no understeer. These cars love to be steered with the rear axle, and there are three modes that should satisfy every driver: Stability on, stability all off and a Sport setting that allows for some drifting and a beautifully agile driving experience, but ultimately kicks in to keep the car on the desired track even if the driver runs out of talent.
Here's an interesting tidbit: While BMW engineers tell us that the 4 Series is designed to be sportier than the 3 Series, and it is in fact stiffened, the M GmbH performance division has taken another approach: They want the driving experience in the M3 and the M4 to be as similar as possible. And so that you're reminded how similar they are, they will be wearing the same big nose.
Pricing has not been announced yet, but we expect the regular M3 and M4 to start around $70,000 as the current models are. The Competition model will command a few thousand dollars more. Deliveries are likely to begin in early 2021
cybermad
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2021 BMW M3 and M4 Prototypes Forecast More of a Good Thing
More power, a well-honed chassis, and the continued offering of a manual gearbox are just what we've been hoping from the upcoming production BMW M3 and M4.
BY JENS MEINERS
JUL 1, 2020
BMW
Electrification will be a big change for the M division of BMW, and if the most radical predictions come true, driving will be very different in 10 years. Count us among the skeptical, but if we are wrong, the new BMW M3 and M4, which we just drove in prototype form, may indeed be the last of their kind.
Powered by BMW's S58 twin-turbo 3.0-liter inline-six, an engine introduced in the X3 M and X4 M, the next-generation M3 and M4 will initially be offered in two forms, both of them rear-wheel drive. Entry-level versions will have 473 horsepower and a six-speed manual gearbox, while the Competition model will get an extra 30 horsepower, possibly to make up for the extra weight of the mandatory ZF-sourced eight-speed automatic transmission.
VIEW PHOTOS
BMW
More power, a well-honed chassis, and the continued offering of a manual gearbox are just what we've been hoping from the upcoming production BMW M3 and M4.
BY JENS MEINERS
JUL 1, 2020
BMW
Electrification will be a big change for the M division of BMW, and if the most radical predictions come true, driving will be very different in 10 years. Count us among the skeptical, but if we are wrong, the new BMW M3 and M4, which we just drove in prototype form, may indeed be the last of their kind.
Powered by BMW's S58 twin-turbo 3.0-liter inline-six, an engine introduced in the X3 M and X4 M, the next-generation M3 and M4 will initially be offered in two forms, both of them rear-wheel drive. Entry-level versions will have 473 horsepower and a six-speed manual gearbox, while the Competition model will get an extra 30 horsepower, possibly to make up for the extra weight of the mandatory ZF-sourced eight-speed automatic transmission.
VIEW PHOTOS
BMW
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2021 BMW M4 Prototype First Drive Review: Does Anyone Have A Towel?
Jun 30, 2020 at 6:00pm
By: Stefan Wagner
Translated by: Brandon Turkus
Torrential downpours are no friend to the new M4.
Okay, here’s the situation. On a Friday evening, I schlepped the almost three hours from Munich to the Sachsenring with about 37 butterflies in my stomach. The reason? The next day I was set to drive a prototype of the upcoming BMW M4 back to back with the current M4 Competition.
Carsten Wolf, Project Manager for Vehicle Characteristics on the M3 and M4, asks for unsparing opinions in the pits on Saturday morning. He says there’s still time to make changes and tweaks before BMW finalizes the cars for production. It’s nice when automakers treat car journalists as in-demand test drivers for future performance vehicles, rather than as a source of hotel and buffet expenses. The only problem is that it’s been raining cats and dogs for hours and the Sachsenring is soaking wet, limiting any impressions we can make of the 480-horsepower M4.
Three Versions For The First Time
Oh, you’re stuck on that “480-horsepower” bit? This marks the new entry point into the world of the M3 and M4, and it’s exclusively available with a six-speed manual transmission [Ed. Note: In Germany, at least].
"Whether this makes sense from an economic point of view is not so important for the time being,” M developer Jörg Weidinger tells me. “The manual transmission is part of our DNA and we fight hard for it."
Gallery: BMW M3 (2020) Predrive
BMW M3 (2020) Predrive
BMW M3 (2020) Predrive
BMW M3 (2020) Predrive
Those words are as soothing as a balmy summer night. But for those weirdos who find do-it-yourself cog swapping slow and annoying, they’ll have to wait for the new M3 and M4 Competition, which pairs the twin-turbocharged 3.0-liter straight-six to the M-specific ZF-sourced eight-speed automatic originally introduced in the X3 M and X4 M. This pairing packs 510 horsepower and, according to BMW, “up to 480 pound-feet of torque.” That’s 37 lb-ft more than before.
Later, BMW M will add a Competition model with all-wheel drive, a first for the M3 and M4. The system, also featured on the M5, provides rear-biased all-wheel drive, but can also send power to just the rear axle at the press of a button. So don’t worry, dear fans, the Nurburgring Nordschleife’s YouTube Corner will remain firmly in BMW’s hands.
There’s Always More To It
BMW has packed me into the current 450-hp M4 Competition for a few sighting laps. Introduced in 2014, the F82 marked the beginning of the twin-turbo six-cylinder era after generations of naturally aspirated power that culminated in a sublime V8. The M4 was often criticized at its launch for the effect of 405 lb-ft on the poor rear axle. It was, to put it mildly, a rather unruly beast. Especially in the wet.
Don't let the gallery fool you – Sachsenring still resembles a bathtub with a broken drain, which confirms those early takes on the M4 are still true today. Of course, there’s not much drama when you roll around the track at a crawl – a twitch of the big toe, though, is all it takes to send the M4 hydroplaning sideways.
Apart from the instability, I notice that the soon-to-be-old M4 still looks desirable and feels absolutely up to date in 2020.
“We won the comparative tests right up to the end, so it’s a challenge to make the successor a good deal better in all respects,” says chassis developer Wolf.
But BMW doesn’t really want to tell me too much about the finer points of the new chassis while at the Sachsenring. Compared to the chassis of the predecessor models, everything in the new M4 is, well, new.
“The new 3 Series offers us an excellent basis here with its much stiffer structure,” Wolf says.
As expected, the M3 and M4 get completely independent and much wider axles. Accordingly, the body is two inches wider. There is a comprehensive package of struts and stiffening elements, along with wider tires, which are intended to make the car more stable. For the first time, the M3 and M4 will feature staggered wheel packages, with 19s in front and 20s in back.
The new M3 and M4 are absolutely going to be faster than their predecessors, but Wolf emphasizes that it’s just as much a matter of increasing the car’s suitability for everyday use. Things like noise, vibration, and harshness as well as long-distance comfort play as big a role as controllability and stability at the limit.
More Confidence
BMW rolls out both a new M3 and M4, each with a manual transmission, for this first test drive. But before I set out, an element of the still heavily camouflaged M4 catches my eye: the seats wear Smurf blue upholstery and neon yellow accents (unfortunately not visible in the gallery below).
The flamboyance of the seats doesn’t change the typical sober charm of a BMW cockpit, though. That’s good. The M3 and M4 borrow the M-specific performance settings, drive modes, instrument panels, and wheel-mounted M1 and M2 buttons from newer M cars, such as the facelifted M5. As usual, the steering wheel is heavily padded, but the neat-feeling gear lever feels a little rubbery and doesn’t match the precision or pleasantness in action you’d find in a Porsche, for example.
The flamboyance of the seats doesn’t change the typical sober charm of a BMW cockpit, though.
Once on the still soaking track, two things stand out: The car seems more stable and has a larger reserve in terms of traction. You can push a good bit more before losing the grip on the rear axle.
The four monstrous looking exhaust pipes produce a damn good sound underway. To be honest, the artificially inflated note of the current M4, with its incessant pop and crackle, was a borderline imposition. Now the car sounds much more natural, but also fuller and richer, like a racing car.
It’s Still Going To Be A Minute
If I were to tell you now how unbelievably greedy the new 3.0 liter is, or how sensitive and precise the handling is close to the limit, then that would simply be fiction. On a deluged track, I simply couldn’t drive quick enough to draw any impressions. Sorry.
As far as better driving impressions are concerned, we still have to be a little patient, perhaps until the beginning of 2021 – even though the official premiere will take place in just under three months, it will actually take a little longer to get the M3 and M4 on the road.
Do you know what BMW didn’t talk to me about? Right, the gaping maw, the monster grill, the XXL kidneys. The M3 will get that thing, too, by the way, and I'd stake my life on it. But so far, every generation of the icon has looked absolutely epic in its own way. The hope remains that they'll be able to do it again this time.
Editor’s Note: This story is a translation from a review originally published by Motor1.com Germany. All performance figures reflect the German-market BMW M4. You can find the original piece here.
2021 BMW M4 Prototype
ENGINE Twin-Turbocharged 3.0-liter I6
OUTPUT 480 Horsepower / 480 Pound-Feet (est)
TRANSMISSION Six-Speed Manual
DRIVE TYPE Rear-Wheel Drive
Gallery: 2021 BMW M4 Prototype: First Drive
BMW M4 (2020) Predrive
Jun 30, 2020 at 6:00pm
By: Stefan Wagner
Translated by: Brandon Turkus
Torrential downpours are no friend to the new M4.
Okay, here’s the situation. On a Friday evening, I schlepped the almost three hours from Munich to the Sachsenring with about 37 butterflies in my stomach. The reason? The next day I was set to drive a prototype of the upcoming BMW M4 back to back with the current M4 Competition.
Carsten Wolf, Project Manager for Vehicle Characteristics on the M3 and M4, asks for unsparing opinions in the pits on Saturday morning. He says there’s still time to make changes and tweaks before BMW finalizes the cars for production. It’s nice when automakers treat car journalists as in-demand test drivers for future performance vehicles, rather than as a source of hotel and buffet expenses. The only problem is that it’s been raining cats and dogs for hours and the Sachsenring is soaking wet, limiting any impressions we can make of the 480-horsepower M4.
Three Versions For The First Time
Oh, you’re stuck on that “480-horsepower” bit? This marks the new entry point into the world of the M3 and M4, and it’s exclusively available with a six-speed manual transmission [Ed. Note: In Germany, at least].
"Whether this makes sense from an economic point of view is not so important for the time being,” M developer Jörg Weidinger tells me. “The manual transmission is part of our DNA and we fight hard for it."
Gallery: BMW M3 (2020) Predrive
BMW M3 (2020) Predrive
BMW M3 (2020) Predrive
BMW M3 (2020) Predrive
Those words are as soothing as a balmy summer night. But for those weirdos who find do-it-yourself cog swapping slow and annoying, they’ll have to wait for the new M3 and M4 Competition, which pairs the twin-turbocharged 3.0-liter straight-six to the M-specific ZF-sourced eight-speed automatic originally introduced in the X3 M and X4 M. This pairing packs 510 horsepower and, according to BMW, “up to 480 pound-feet of torque.” That’s 37 lb-ft more than before.
Later, BMW M will add a Competition model with all-wheel drive, a first for the M3 and M4. The system, also featured on the M5, provides rear-biased all-wheel drive, but can also send power to just the rear axle at the press of a button. So don’t worry, dear fans, the Nurburgring Nordschleife’s YouTube Corner will remain firmly in BMW’s hands.
There’s Always More To It
BMW has packed me into the current 450-hp M4 Competition for a few sighting laps. Introduced in 2014, the F82 marked the beginning of the twin-turbo six-cylinder era after generations of naturally aspirated power that culminated in a sublime V8. The M4 was often criticized at its launch for the effect of 405 lb-ft on the poor rear axle. It was, to put it mildly, a rather unruly beast. Especially in the wet.
Don't let the gallery fool you – Sachsenring still resembles a bathtub with a broken drain, which confirms those early takes on the M4 are still true today. Of course, there’s not much drama when you roll around the track at a crawl – a twitch of the big toe, though, is all it takes to send the M4 hydroplaning sideways.
Apart from the instability, I notice that the soon-to-be-old M4 still looks desirable and feels absolutely up to date in 2020.
“We won the comparative tests right up to the end, so it’s a challenge to make the successor a good deal better in all respects,” says chassis developer Wolf.
But BMW doesn’t really want to tell me too much about the finer points of the new chassis while at the Sachsenring. Compared to the chassis of the predecessor models, everything in the new M4 is, well, new.
“The new 3 Series offers us an excellent basis here with its much stiffer structure,” Wolf says.
As expected, the M3 and M4 get completely independent and much wider axles. Accordingly, the body is two inches wider. There is a comprehensive package of struts and stiffening elements, along with wider tires, which are intended to make the car more stable. For the first time, the M3 and M4 will feature staggered wheel packages, with 19s in front and 20s in back.
The new M3 and M4 are absolutely going to be faster than their predecessors, but Wolf emphasizes that it’s just as much a matter of increasing the car’s suitability for everyday use. Things like noise, vibration, and harshness as well as long-distance comfort play as big a role as controllability and stability at the limit.
More Confidence
BMW rolls out both a new M3 and M4, each with a manual transmission, for this first test drive. But before I set out, an element of the still heavily camouflaged M4 catches my eye: the seats wear Smurf blue upholstery and neon yellow accents (unfortunately not visible in the gallery below).
The flamboyance of the seats doesn’t change the typical sober charm of a BMW cockpit, though. That’s good. The M3 and M4 borrow the M-specific performance settings, drive modes, instrument panels, and wheel-mounted M1 and M2 buttons from newer M cars, such as the facelifted M5. As usual, the steering wheel is heavily padded, but the neat-feeling gear lever feels a little rubbery and doesn’t match the precision or pleasantness in action you’d find in a Porsche, for example.
The flamboyance of the seats doesn’t change the typical sober charm of a BMW cockpit, though.
Once on the still soaking track, two things stand out: The car seems more stable and has a larger reserve in terms of traction. You can push a good bit more before losing the grip on the rear axle.
The four monstrous looking exhaust pipes produce a damn good sound underway. To be honest, the artificially inflated note of the current M4, with its incessant pop and crackle, was a borderline imposition. Now the car sounds much more natural, but also fuller and richer, like a racing car.
It’s Still Going To Be A Minute
If I were to tell you now how unbelievably greedy the new 3.0 liter is, or how sensitive and precise the handling is close to the limit, then that would simply be fiction. On a deluged track, I simply couldn’t drive quick enough to draw any impressions. Sorry.
As far as better driving impressions are concerned, we still have to be a little patient, perhaps until the beginning of 2021 – even though the official premiere will take place in just under three months, it will actually take a little longer to get the M3 and M4 on the road.
Do you know what BMW didn’t talk to me about? Right, the gaping maw, the monster grill, the XXL kidneys. The M3 will get that thing, too, by the way, and I'd stake my life on it. But so far, every generation of the icon has looked absolutely epic in its own way. The hope remains that they'll be able to do it again this time.
Editor’s Note: This story is a translation from a review originally published by Motor1.com Germany. All performance figures reflect the German-market BMW M4. You can find the original piece here.
2021 BMW M4 Prototype
ENGINE Twin-Turbocharged 3.0-liter I6
OUTPUT 480 Horsepower / 480 Pound-Feet (est)
TRANSMISSION Six-Speed Manual
DRIVE TYPE Rear-Wheel Drive
Gallery: 2021 BMW M4 Prototype: First Drive
BMW M4 (2020) Predrive
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