BMW M4 (2014-2020) review

Nicer the M4 may be nowadays, but there’s still a tangible malevolence to its chassis when the roads are less than bone dry. Six years on, with a bit of context, it’s a malevolence that’s actually become quite exciting. Especially in context of rivals as dopey and blunt as an Audi RS5.

This is a car that works best with your utmost attention and as much commitment as you dare throw at it. It’ll take you to your destination with little fuss if you tread lightly on the throttle and never overlap your steering and acceleration. But learn its ways – and increase your confidence – and it’s a truly bewitching thing to spend time with.

The trick, with some inevitability, is to buy the most expensive one you can. The Competition is a considerably more likeable car than a standard M4, justifying its £3,000 price premium with ease. That buys you another 20bhp, new springs, dampers and anti-roll bars and the driving modes on the adaptive suspension have been reconfigured.

On top of that, the rear differential settings have been changed so now, instead of trying to splay sideways when you accelerate out of a corner, the M3 just hooks up and drives. It’s not only faster and more engaging, but has a considerably lower fear factor. Visually you get more black; the badge, exhaust tips, grille and 20in wheels all darkened so while it’s less menacing to drive, it’s actually a bit snarlier on the surface. A longer M4 Competition review lives here.

And what of the CS, which adds another £24k (not a misprint, it tops 90 grand) for what appears to be an M4 Competition with another 10bhp, stickier Michelin tyres and less interior trim? Spend even a modicum of time with it and you’ll reckon it worth the premium. Its nods to stripped-out track specials all feel superficial when there’s a pair of seats in the back and a dashboard chockful of stereo and climate control up front, but a smothering of Alcantara and some fabric door pulls do lend just about anything a plausible racetrack refugee vibe.

The CS is an example of a track-minded special being a much better and more approachable road car than its base model, rather than being spikier and scarier. See also Mercedes SLS Black Series and Ferrari 458 Speciale. In that company, £90k doesn’t seem so bad.

It’s a tangibly more athletic car than standard – there’s naff-all body roll – yet it sends more information through its seat and steering wheel. Its extra focus leads to a more communicative car, which breeds more bravado from its driver, who in turn works the car harder and has more fun. It’s a virtuous circle. Our full BMW M4 CS review is here.

It really is the sweet spot of the range when you consider the 700-off M4 GTS (of which a mere 30 came to the UK) costs another £30k still. Mighty as it is, the GTS simply doesn’t feel as special as the glorious V8-powered M3 GTS of old and has never quite satisfied us as much. Probably still a decent collector’s item, mind. You can read more right here.

We need to touch on gearboxes quickly. The M4 comes as standard with a six-speed manual, with a seven-speed paddleshifter optional on (but your only option on the CS and GTS). Much as we’re luddites who love anything with three pedals (not to mention the message its maker sends out by staying manual) this is a car whose spikes of torque and intrinsic aggression will probably make you wish for both hands glued to the wheel as much as possible. So we’ll hand in our Petrolhead Membership Club cards at the door and spec DCT on ours. Sorry.

We’ll buy back some cred by eschewing the Convertible version, though, available on standard and Competition specs. This is a performance car. Intentionally buying a 220kg-heavier version is wrong on every level possible. Ignore it.

And if you’re wondering whether the M4 coupe feels any different to an M3 saloon, BMW set the two cars up to drive identically. So while the suspension settings do differ fractionally, it’s only to take account of the M3’s extra mass. The track widths are identical, the M4’s boosted 40mm from its base car, the M3’s a delicious 80mm.