As its so much crap coming from no clue car mag guys, here is a propper test from sport auto. Same day, same driver lap the 2 cars on hockenheim short track 2.6km GP track. Mind you the reason GTS do well here is due to its driven in the right setup. That is low down track setting and full Max aero front and rear. But most importent correct tire pressure.
The few crap car mag guys who could not get a propper test out of GTS did it wrong, they drove the car on a GP track when car was set in high street mode and to make things worse they drove street aero, wich provide no aero effect(2kg front and 4kg rear downforce@200km/h)
Also in high street mode its no aggressive camber or toe, also car is soft and roll and pich wich also set great load on tire, Its no god. Street setup is only for Nurburgring as thats the mother of all streets, and its for the drive to track. (not on track, duh..)
Also I agree in christians last Word talking about CSL. As I owned and track my E46 CSL for over 5 years it was the most special car of all. But my personal belive is M4 GTS is on same leven or even slightly more raw. I belive M4 GTS is going to be rememberd as truly wild and hardcore, special as few. Rare as few.
Lets see how it go down.
/////////////////////////
COMPARISON BMW M4 GTS VS PORSCHE 911 GT3
THE NEW PORSCHE HUNTER
The BMW M4 GTS, which is limited to 700 cars, is now on the start. How does the reigning cross-dynamics champ Porsche 911 GT3 beat the new challenger?
What BMW simply lacks in its model portfolio is an "Elfer". Porsche has its "Elfer", the 911th Mercedes-AMG has with the GT its "Elfer". Audi has its "Elfer" named R8. Jaguar calls his "Elfer" F-Type. And so on. We could continue the game with other brands and would always come to the same conclusion - only BMW is missing a real sports car. So that the BMW advertising people are still right with their slogan "M - the strongest letter in the world", the developers are required.
For the motor sport, thick ships like the M6 are turned into pure-bred sportsmen. And in the series, the highly trained mid-class coupé called the BMW M4 GTS is now available - and certainly no lower than the Porsche 911 GT3.
Intelligent lightweight construction? 1591 kg
Powerfully impressed the M guys with their published Nordschleife video and the round time of 7:28 minutes. The M4 GTS has so much respect before the start of the test that they were thinking about sending not only a "normal" GT3 in the comparison test but also their precision weapon, called the 911 GT3 RS.
Hockenheimring, purely into the test procedure: His preliminary blueberries must now justify the M4 GTS against the normal GT3. And at the beginning we also ride with the two wings on the scale we used in Hockenheim. The GT3 in Carraraweiß-Metallic introduces. With 1454 kilos, S-GO 5009 is just 54 kilos lighter than the 991.2 Carrera S, which in the last issue came to the Supertest. For GT3 fans, it might be even less, but the benchmarks are not the GT3 versions, but the supposed opponent from Munich.
And in terms of weight, the GT3 does not have to worry about the M4 GTS. The new Hardcore Coupé really just does not have any starting numbers and sponsor stickers to make the racing car illusion perfect, but the scales are quickly becoming disillusioned. With 1591 kilos the only available with DKG GTS is only about 20 kilos lighter than a serial M4 with DKG. Without DKG, instead with the hand switch available in the basic model, even a normal M4 then falls below the 1600 kilo mark.
"Intelligent lightweight construction, consistently implemented," says the GTS press kit - we wanted even less weight. No, dear people, and we are back in the "BMW does not have its own sports car" theme, with intelligent and consistently implemented lightweight construction, the M4 GTS has little to do. Or why is the hardcore model available only with a large navigation system and with air conditioning? Rather, the M developers have done the maximum possible to make the four-version version they are half-way easier. It is clear, however, if the M-makers are allowed to start on a blank sheet of paper without a more or less heavy starting product of the AG-series development, surely something else would come out. For one thing one can definitely not blame the M-Team: missing heart blood in the development.
In addition to the CFRP roof, which also has the M4 basic version, the GTS has a CFRP engine hood, which saves around 25 percent of the weight compared to the M4 aluminum hood. Caution when closing - also haptically gives the hood a "slight" feedback. If you press them down one-handed with one hand, the material will give way. The M4 GTS features an adjustable carbon tailgate on the tailgate made of CFRP and plastics. The pull-out splitter on the front apron has also been made of carbon in visual optics.
Door open enough to inspect the bodywork. A small eco-déjà-vu gives, while enterning the GTS interior. The door trim is reminiscent of the recycling equipment of the BMW i3 with its light-weight construction material made from "renewable raw materials". While the i3 interior is as erotic as crocheted underwear, the material suddenly pleases in the sporty environment of the GTS interior.
Simply pull the door into the carbon-fiber seat, then pull the door at the doorstep and then strap the seatbelt. The last three details, with their typical red-blue M-stripes, are quickly becoming a much sought-after collector's item in the fan scene or call the retrofitters to the scene. Otherwise, the GTS in the interior, next to the newly formed center console and the GTS lettering on the dashboard, but above all because of the missing rear seat bench and the roll bar located there from the 0815-M4. The roll bar is part of the Clubport package, which is available at no extra charge,
Which also includes six-point belts and a fire extinguisher.
Wonderful: sawmill up to 9000 / min
Then, fire-free - before the BMW M4 GTS, however, his transverse dynamics autogram on the Hockenheimer asphalt paint, the boxing jumps once for the reigning championship 991 GT3 on green. Turn the ignition key to the left, pull the PDK selector lever backwards - out on the small course. Do we still have to imagine the 475 HP strong GT3? No, while we give the well-known sports tire of the type Michelin Pilot Sport Cup a warm-up, it is necessary to correct a mistake. In a previous comparison test of 911 GT3, Carrera GTS and Carrera S (sport auto 2/2015) I had originally written that only just over 1000 copies of the 991 GT3 were built. This was a misinformation I had received. From 2013 to 2016 now about 3100 vehicles will be used.
It would also have been incomprehensible if only so few had succumbed to the passionate boxer-sawmill. Tires tempered, switched down, full throttle. 4000, 5000, 6000, 7000 - hach, is the grandios - 8000, 9000 turns. No matter what the aggregate for technical problems has had in the past or should still have in some cases, you are always in love with the bursting, screaming and jubilant Saugmotorkonzert. At this moment you also know a thousand percent that the new Biturbo three-wheelers in the Carrera models from a technical point of view are certainly more perfect and forward-looking, but in terms of emotion are just miles away from this exceptional high-speed three-aft range. Brake and then switch it down or switch it down - the latter works excellently in the PDK-Sport mode. Even if the automatic shifts of hardcore fans are still anger, for the fastest lap, the selector lever can be left in the "D" position. The driver can not choose the switching time on his own, even when the PDK is running the brakes with brakes. This also applies to the step-up processes when the speed limit is reached. As you already know, today the ceramic brake system shines again - with very good dosing capability and faultless ABS coordination in the border area. I can also remember the almost race-like front-axle excision when turning in. I can remember from the last GT3 test. On load changes and subsequently with too much motivated loads, the GT3 reacted in the last tests however always with tendentially overmotivated rear swing. And today? After the in-the-curve brakes, you no longer have to fear a load change and can load again early. Huch, is here already a new application of the rear axle steering is used, or why suddenly suddenly everything runs smoother? Even today the rear axle remains agile in the absolute limit range, but not quite as pointed as usual. When the brakes are being braked into the Sachs curve or depression, the rear end is still compressed by the load change.
After a brief counter-steering reaction, the GT3 further asserts the ideal line. Pure pleasure. Although the GT3 running stability is not quite as high as the latest of the new 991.2 Carrera S, the GT3 gives more overall feedback. The somewhat more communicative GT3 steering is much better than the steering of the current Carrera S. But that is a taste.
Due to the more predictable reactions, the GT3 scores not only subjectively but also objectively measurably. With a lap time of 1.09.2 minutes, S-GO 5009 is already much faster than its predecessors in the very first round, which did not exceed 1.09.6 min (Supertest) and 1.09.5 min.
Rolling back into the pit lane is a little melancholic - was it the last test ride with the 3.8-liter sucker? According to unconfirmed rumors, the second 991 generation of the GT3 is to come with the 500 hp strong four-liter. In any case, it is certain that you can then choose between PDK and hand switch. According to rumors, there is also a special package without rear wing. The 911 R sends greetings.
M4 GTS: what traction!
Enough of the GT3, now his challenger climbs into the ring. The six-cylinder in-line booster is darkened by the exhaust system with a new titanium silencer and the four 80-millimeter-sized tailpipes. When boosted under full load, the exhaust system sounds a bit tinny, but it sounds much better at all times than the somewhat artificial sounding counterpart in the basic M4. The three-horsepower equipped with an additional water injection in the M4 GTS now provides 69 hp more and comes at a rated output of 500 hp. Turbocharger For the direct comparison in terms of gas intake, the M4 of course with the suction engine GT3 is greedy, no, almost snappy
Spontaneously reacting to accelerator pedal movements, but the GTS throttle can be seen especially in the sport plus mode. The throttle can be adjusted by means of a switch on the M4 center console.
After the first fast laps is immediately clear: It could have quietly also 600 PS may be. Do not misunderstand, the M4 GTS is definitely not under-powered, and its rudder goes bearable, but the grandiose chassis tuning would even more powerfully put away. The GTS carries a specially tuned three-way helical gear system in which both the tension and compression stages can be mechanically adjusted. In addition, the bar and support bearings have been modified.
In a direct comparison, the steering behavior of the 911 GT3 is even more greedy, but also for the M4 GTS is under control a foreign word. He uses directional commands even more consistently than the M4 basic model. The feedback of the steering in the GTS is not quite as sharp as in the GT3. The steering angle requirement in the BMW is slightly larger. The holding forces are pleasantly tight in the "Sport" or "Sport Plus" characteristics. All in all, BMW steering is one of the direct examples of its electromechanical guild.
The GT3 rear axle is clearly sharper than the M4 GTS. Or else: The M4 remains neutral for a long time and is almost immune to changes in load changes. With a fantastic traction, the hardcore BMW animatedly accelerates from curve to curve. The rear is pressed only in the absolute limit range. The overloading of performance does not announce itself in the manner of a surprise, but in a good-natured manner.
The phenomenal grip level and the high mechanical grip not only contribute to the successful tuning of the chassis, but also to the first-ever use of Michelin Pilot Sport Cup 2 sports tires. Important: The tuning of the ABS control system of the carbon-ceramic brake system, which is standard in the GTS and is slightly modified for the over-M4, is also perfectly suited to the cup ripening. Whether on ground waves in the braking zones or when braking into the curve, the GTS brake convinces at any time with very good dosing capability and a strong deceleration.
The fact that the M4 GTS has not only improved mechanical grip, but also improved its aerodynamics, thanks to the telescopic splitter and the triple-adjustable tail wing, is shown in Hockenheim, especially in the transverse section. At 187 km / h he moves in the fast linksknick at the super sports car level.
911 GT3 pilots should not underestimate the wing M4 when it appears in their rear-view mirror. With a lap time of 1.09.6 minutes, the GTS is not only the fastest BMW series of all time on the small circuit in Hockenheim, but also underbids the basic M4 by about three seconds.
If the Porsche PDK excelled, as in today's test, an incomplete day with a bit too much starting slip, then 911 GT3 and M4 GTS are equal in speed. No, it is not a pressure error that both counterparties have exactly the same acceleration values up to 200 km / h. With the standard brake measurement from 100 km / h the GT3 in 33.3 meters stands only 70 centimeters earlier than the M4 GTS. In the slalom, BMW and Porsche are just 0.5 km / h, in favor of the 911 GT3.
Even if the Porsche has its nose in the target just before the new hero from Munich has, today more than ever the following conclusion: Rarely a BMW was as much sports car as the M4 GTS - over a real M1 successor, we would nevertheless be very happy.
MY OPINION
Did you notice something? I have not mentioned the BMW M3 CSL so far. A good sign. Until now, it has always been complained that the CSL does not have a legitimate successor. His direct successor M3 GTS (E92) could never really convince. This time is now definitely over. The CSL remains sure of its hero status forever with its emotional slave engine, but the M4 GTS leaves the CSL clear with its outstanding performance values from a cross-dynamical point of view. In addition, the M4 GTS also manages to cover its rather high weight of almost 1600 kilos very well. On the small course of Hockenheim he is on the same level as the 137 kilos lighter Porsche 911 GT3. Respect! The anticipation for the Supertest was never as great as today.
Text Christian Gebhardt · Photos Hans-Dieter Seufert
The few crap car mag guys who could not get a propper test out of GTS did it wrong, they drove the car on a GP track when car was set in high street mode and to make things worse they drove street aero, wich provide no aero effect(2kg front and 4kg rear downforce@200km/h)
Also in high street mode its no aggressive camber or toe, also car is soft and roll and pich wich also set great load on tire, Its no god. Street setup is only for Nurburgring as thats the mother of all streets, and its for the drive to track. (not on track, duh..)
Also I agree in christians last Word talking about CSL. As I owned and track my E46 CSL for over 5 years it was the most special car of all. But my personal belive is M4 GTS is on same leven or even slightly more raw. I belive M4 GTS is going to be rememberd as truly wild and hardcore, special as few. Rare as few.
Lets see how it go down.
/////////////////////////
COMPARISON BMW M4 GTS VS PORSCHE 911 GT3
THE NEW PORSCHE HUNTER
The BMW M4 GTS, which is limited to 700 cars, is now on the start. How does the reigning cross-dynamics champ Porsche 911 GT3 beat the new challenger?
What BMW simply lacks in its model portfolio is an "Elfer". Porsche has its "Elfer", the 911th Mercedes-AMG has with the GT its "Elfer". Audi has its "Elfer" named R8. Jaguar calls his "Elfer" F-Type. And so on. We could continue the game with other brands and would always come to the same conclusion - only BMW is missing a real sports car. So that the BMW advertising people are still right with their slogan "M - the strongest letter in the world", the developers are required.
For the motor sport, thick ships like the M6 are turned into pure-bred sportsmen. And in the series, the highly trained mid-class coupé called the BMW M4 GTS is now available - and certainly no lower than the Porsche 911 GT3.
Intelligent lightweight construction? 1591 kg
Powerfully impressed the M guys with their published Nordschleife video and the round time of 7:28 minutes. The M4 GTS has so much respect before the start of the test that they were thinking about sending not only a "normal" GT3 in the comparison test but also their precision weapon, called the 911 GT3 RS.
Hockenheimring, purely into the test procedure: His preliminary blueberries must now justify the M4 GTS against the normal GT3. And at the beginning we also ride with the two wings on the scale we used in Hockenheim. The GT3 in Carraraweiß-Metallic introduces. With 1454 kilos, S-GO 5009 is just 54 kilos lighter than the 991.2 Carrera S, which in the last issue came to the Supertest. For GT3 fans, it might be even less, but the benchmarks are not the GT3 versions, but the supposed opponent from Munich.
And in terms of weight, the GT3 does not have to worry about the M4 GTS. The new Hardcore Coupé really just does not have any starting numbers and sponsor stickers to make the racing car illusion perfect, but the scales are quickly becoming disillusioned. With 1591 kilos the only available with DKG GTS is only about 20 kilos lighter than a serial M4 with DKG. Without DKG, instead with the hand switch available in the basic model, even a normal M4 then falls below the 1600 kilo mark.
"Intelligent lightweight construction, consistently implemented," says the GTS press kit - we wanted even less weight. No, dear people, and we are back in the "BMW does not have its own sports car" theme, with intelligent and consistently implemented lightweight construction, the M4 GTS has little to do. Or why is the hardcore model available only with a large navigation system and with air conditioning? Rather, the M developers have done the maximum possible to make the four-version version they are half-way easier. It is clear, however, if the M-makers are allowed to start on a blank sheet of paper without a more or less heavy starting product of the AG-series development, surely something else would come out. For one thing one can definitely not blame the M-Team: missing heart blood in the development.
In addition to the CFRP roof, which also has the M4 basic version, the GTS has a CFRP engine hood, which saves around 25 percent of the weight compared to the M4 aluminum hood. Caution when closing - also haptically gives the hood a "slight" feedback. If you press them down one-handed with one hand, the material will give way. The M4 GTS features an adjustable carbon tailgate on the tailgate made of CFRP and plastics. The pull-out splitter on the front apron has also been made of carbon in visual optics.
Door open enough to inspect the bodywork. A small eco-déjà-vu gives, while enterning the GTS interior. The door trim is reminiscent of the recycling equipment of the BMW i3 with its light-weight construction material made from "renewable raw materials". While the i3 interior is as erotic as crocheted underwear, the material suddenly pleases in the sporty environment of the GTS interior.
Simply pull the door into the carbon-fiber seat, then pull the door at the doorstep and then strap the seatbelt. The last three details, with their typical red-blue M-stripes, are quickly becoming a much sought-after collector's item in the fan scene or call the retrofitters to the scene. Otherwise, the GTS in the interior, next to the newly formed center console and the GTS lettering on the dashboard, but above all because of the missing rear seat bench and the roll bar located there from the 0815-M4. The roll bar is part of the Clubport package, which is available at no extra charge,
Which also includes six-point belts and a fire extinguisher.
Wonderful: sawmill up to 9000 / min
Then, fire-free - before the BMW M4 GTS, however, his transverse dynamics autogram on the Hockenheimer asphalt paint, the boxing jumps once for the reigning championship 991 GT3 on green. Turn the ignition key to the left, pull the PDK selector lever backwards - out on the small course. Do we still have to imagine the 475 HP strong GT3? No, while we give the well-known sports tire of the type Michelin Pilot Sport Cup a warm-up, it is necessary to correct a mistake. In a previous comparison test of 911 GT3, Carrera GTS and Carrera S (sport auto 2/2015) I had originally written that only just over 1000 copies of the 991 GT3 were built. This was a misinformation I had received. From 2013 to 2016 now about 3100 vehicles will be used.
It would also have been incomprehensible if only so few had succumbed to the passionate boxer-sawmill. Tires tempered, switched down, full throttle. 4000, 5000, 6000, 7000 - hach, is the grandios - 8000, 9000 turns. No matter what the aggregate for technical problems has had in the past or should still have in some cases, you are always in love with the bursting, screaming and jubilant Saugmotorkonzert. At this moment you also know a thousand percent that the new Biturbo three-wheelers in the Carrera models from a technical point of view are certainly more perfect and forward-looking, but in terms of emotion are just miles away from this exceptional high-speed three-aft range. Brake and then switch it down or switch it down - the latter works excellently in the PDK-Sport mode. Even if the automatic shifts of hardcore fans are still anger, for the fastest lap, the selector lever can be left in the "D" position. The driver can not choose the switching time on his own, even when the PDK is running the brakes with brakes. This also applies to the step-up processes when the speed limit is reached. As you already know, today the ceramic brake system shines again - with very good dosing capability and faultless ABS coordination in the border area. I can also remember the almost race-like front-axle excision when turning in. I can remember from the last GT3 test. On load changes and subsequently with too much motivated loads, the GT3 reacted in the last tests however always with tendentially overmotivated rear swing. And today? After the in-the-curve brakes, you no longer have to fear a load change and can load again early. Huch, is here already a new application of the rear axle steering is used, or why suddenly suddenly everything runs smoother? Even today the rear axle remains agile in the absolute limit range, but not quite as pointed as usual. When the brakes are being braked into the Sachs curve or depression, the rear end is still compressed by the load change.
After a brief counter-steering reaction, the GT3 further asserts the ideal line. Pure pleasure. Although the GT3 running stability is not quite as high as the latest of the new 991.2 Carrera S, the GT3 gives more overall feedback. The somewhat more communicative GT3 steering is much better than the steering of the current Carrera S. But that is a taste.
Due to the more predictable reactions, the GT3 scores not only subjectively but also objectively measurably. With a lap time of 1.09.2 minutes, S-GO 5009 is already much faster than its predecessors in the very first round, which did not exceed 1.09.6 min (Supertest) and 1.09.5 min.
Rolling back into the pit lane is a little melancholic - was it the last test ride with the 3.8-liter sucker? According to unconfirmed rumors, the second 991 generation of the GT3 is to come with the 500 hp strong four-liter. In any case, it is certain that you can then choose between PDK and hand switch. According to rumors, there is also a special package without rear wing. The 911 R sends greetings.
M4 GTS: what traction!
Enough of the GT3, now his challenger climbs into the ring. The six-cylinder in-line booster is darkened by the exhaust system with a new titanium silencer and the four 80-millimeter-sized tailpipes. When boosted under full load, the exhaust system sounds a bit tinny, but it sounds much better at all times than the somewhat artificial sounding counterpart in the basic M4. The three-horsepower equipped with an additional water injection in the M4 GTS now provides 69 hp more and comes at a rated output of 500 hp. Turbocharger For the direct comparison in terms of gas intake, the M4 of course with the suction engine GT3 is greedy, no, almost snappy
Spontaneously reacting to accelerator pedal movements, but the GTS throttle can be seen especially in the sport plus mode. The throttle can be adjusted by means of a switch on the M4 center console.
After the first fast laps is immediately clear: It could have quietly also 600 PS may be. Do not misunderstand, the M4 GTS is definitely not under-powered, and its rudder goes bearable, but the grandiose chassis tuning would even more powerfully put away. The GTS carries a specially tuned three-way helical gear system in which both the tension and compression stages can be mechanically adjusted. In addition, the bar and support bearings have been modified.
In a direct comparison, the steering behavior of the 911 GT3 is even more greedy, but also for the M4 GTS is under control a foreign word. He uses directional commands even more consistently than the M4 basic model. The feedback of the steering in the GTS is not quite as sharp as in the GT3. The steering angle requirement in the BMW is slightly larger. The holding forces are pleasantly tight in the "Sport" or "Sport Plus" characteristics. All in all, BMW steering is one of the direct examples of its electromechanical guild.
The GT3 rear axle is clearly sharper than the M4 GTS. Or else: The M4 remains neutral for a long time and is almost immune to changes in load changes. With a fantastic traction, the hardcore BMW animatedly accelerates from curve to curve. The rear is pressed only in the absolute limit range. The overloading of performance does not announce itself in the manner of a surprise, but in a good-natured manner.
The phenomenal grip level and the high mechanical grip not only contribute to the successful tuning of the chassis, but also to the first-ever use of Michelin Pilot Sport Cup 2 sports tires. Important: The tuning of the ABS control system of the carbon-ceramic brake system, which is standard in the GTS and is slightly modified for the over-M4, is also perfectly suited to the cup ripening. Whether on ground waves in the braking zones or when braking into the curve, the GTS brake convinces at any time with very good dosing capability and a strong deceleration.
The fact that the M4 GTS has not only improved mechanical grip, but also improved its aerodynamics, thanks to the telescopic splitter and the triple-adjustable tail wing, is shown in Hockenheim, especially in the transverse section. At 187 km / h he moves in the fast linksknick at the super sports car level.
911 GT3 pilots should not underestimate the wing M4 when it appears in their rear-view mirror. With a lap time of 1.09.6 minutes, the GTS is not only the fastest BMW series of all time on the small circuit in Hockenheim, but also underbids the basic M4 by about three seconds.
If the Porsche PDK excelled, as in today's test, an incomplete day with a bit too much starting slip, then 911 GT3 and M4 GTS are equal in speed. No, it is not a pressure error that both counterparties have exactly the same acceleration values up to 200 km / h. With the standard brake measurement from 100 km / h the GT3 in 33.3 meters stands only 70 centimeters earlier than the M4 GTS. In the slalom, BMW and Porsche are just 0.5 km / h, in favor of the 911 GT3.
Even if the Porsche has its nose in the target just before the new hero from Munich has, today more than ever the following conclusion: Rarely a BMW was as much sports car as the M4 GTS - over a real M1 successor, we would nevertheless be very happy.
MY OPINION
Did you notice something? I have not mentioned the BMW M3 CSL so far. A good sign. Until now, it has always been complained that the CSL does not have a legitimate successor. His direct successor M3 GTS (E92) could never really convince. This time is now definitely over. The CSL remains sure of its hero status forever with its emotional slave engine, but the M4 GTS leaves the CSL clear with its outstanding performance values from a cross-dynamical point of view. In addition, the M4 GTS also manages to cover its rather high weight of almost 1600 kilos very well. On the small course of Hockenheim he is on the same level as the 137 kilos lighter Porsche 911 GT3. Respect! The anticipation for the Supertest was never as great as today.
Text Christian Gebhardt · Photos Hans-Dieter Seufert
