2015 BMW M4

Base RWD 2-Dr Coupe I6 man trans

Base RWD 2-Dr Coupe I6 man trans

2015 bmw m4 Reviews and News

2015 BMW M4 MotoGP Safety Car Front Three Quarter In Motion 05
Losail International Circuit, Qatar -- Retrofitted adrenaline. That’s what the bumper sticker on the 2015 BMW M4 MotoGP Safety Car promises. And if our first encounter with the car is anything to go by, this is indeed what the 2016 BMW M4 GTS will deliver.
To mark the arrival of the new pace car for the 2015 MotoGP season of motorcycle road racing, BMW has swapped last year’s BMW M6 for a 2015 BMW M4 painted in a dramatic style that recalls the BMW 3.0 CSL “Batmobile” racing cars of the early 1970s. BMW has been a sponsorship fixture in MotoGP since 1999 and now has extended its commitment to 2020. Motorcycle racing has become an unofficial hobby for the German car companies, first with BMW’s longtime involvement, then more recently with Volkswagen AG’s purchase of Ducati and Mercedes-AMG’s deal for a 25 percent stake in MV Agusta.
2015 BMW M4 MotoGP Safety Car Side Profile In Motion 01
Yet what we care about most here is a preview of the top-of-the-line 2016 BMW M4. The MotoGP Safety Car shows us the forthcoming 2016 M4’s key technology, which is water injection for the twin-turbo BMW inline-six engine. This motorsports technology of the past is actually the future of high-performance street-legal engines. According to Frank van Meel, the recently appointed head of BMW’s M Division, water injection is an innovative means to improve air emissions and fuel economy as well as pure performance. Thanks to water injection (“DWI” in BMW speak), the power output of the MotoGP M4’s turbocharged engine rises to about 500 hp from the 2015 M4’s 431 hp at 5,500-7,300 rpm and maximum torque climbs to 443 lb-ft from the current car’s 406 lb-ft @ 1,850-5,500 rpm.
We put the one and only prototype of the 2016 BMW M4 to the test on Qatar’s scorching Losail International Circuit, where the 2015 MotoGP season began. We were riding with Miguel, although everyone calls him Mike. He has one of the best jobs in the world: He is the official driver of the MotoGP Safety Car. Short, fit, and fluent in Spanglish, Mike is evidently a happy camper. “I drive everything with everything off” is his opening gambit when he describes his preferred setup for the MotoGP car’s active-safety electronics. Responds the corporate minder from BMW: “Please, guys, please remember we have only this one car.”
2015 BMW M4 MotoGP Safety Car Rear Three Quarter In Motion 09
To help us learn the 3.4-mile track, Mike leads the way in an BMW X5 M, only he does it in the style of former WRC champion Carlos Sainz. Once we get some track time in the MotoGP M4, we expect the extra 69 hp to be a real game-changer in this car’s personality. Instead the thing that puts the senses on alert is the much more emotional driving experience. That’s “emotional” as in loud noises, pungent smells, instant response, deceptive grip, and pounding heartbeat. Even more so than the 2015 M4, this more extreme iteration of the breed directs the focus away from the road toward the racetrack.
All it takes to raise the curtain and clear the stage with the MotoGP M4 is to hit the ignition button. No, you naturally can’t hear the siphoning of the water-injection system, but you will definitely register the louder and deeper voice of the exhaust, which is made of thin-wall titanium and has shed the second muffler for a less compromised flow. Blip the throttle, and the exhaust rumble rises to a brief surround-sound roar before dropping a few octaves again.
2015 BMW M4 MotoGP Safety Car Cockpit
The other big change in the MotoGP M4 concerns the seats, or rather the lack of seats. The rear bench seat has disappeared, and now the chairs up front are thinly upholstered Recaro racing seats. Since the rollcage takes up quite a bit of space, seat travel is limited. There is no height adjustment, and the backrests don’t recline. Instead of automatic seat belts, BMW has fitted six-point Schroth polyester harnesses, equipment that fits our 6-foot-8 frame in a manner that should ensure its recognition as Bondage Device of the Year.
Between the iDrive controller and the center armrest, three rocker switches activate the high-beam headlights, a flasher for the emergency red lights, and a flasher for the emergency blue lights. On top of the leather-trimmed dashboard, an electronic lap-time readout sits as if on a throne. The remainder of the cockpit is pure M4, except the primary trim material is carbon fiber. Aluminum covers for the pedals come right out of the parts catalog from BMW M Performance. “I have programmed the M buttons to my liking,” beams Mike. “M1 equals Sport mode; hitting M2 deactivates all electronic aids. Enjoy the car!”
2015 BMW M4 MotoGP Safety Car Front End 02
At first, I didn’t. Not to the extent I had hoped for, anyway. For a start, I kept veering off the racing line, cursing myself for not practicing on the PlayStation4 that is in the custody of my two sons. Then something increasingly odd started happening to the tires: The cornering grip went away. Was it just my inept driving? After only two laps, the M4 felt as if it was driving on a road surface covered with raw egg. There was frustrating understeer followed by random snap oversteer, and merely touching the curbs next to the track required an instant flick of correction from the steering wheel. Shifting up in the middle of a fast corner was an absolute no-go, which is not helpful on the Losail circuit, where certain sections are too fast for third and too slow for fourth.
I caught myself thinking that a Porsche 911 or a Porsche Cayman GT4 would be a much nicer, more composed, and even faster drive, but only moments later back came the nagging self-doubts typical of an unforeseen course of events. What had Mike said when the BMW engineer asked him how he liked the car? “It’s much better than yesterday. Really much better.” Well, he was wrong. When I pitted after only two and a half laps, the crew checked the tire pressures. Because of blistering track temperatures, the readings more than doubled the cold tire pressure, which was not good at all.
2015 BMW M4 MotoGP Safety Car Front Three Quarter In Motion 13
Officially, the representatives of BMW AG tell us that they’ve never heard of the 2016 BMW M4 GTS. This might even be true, since we hear that the M branch is considering changing the badge from “GTS,” an acronym also used by AMG and Porsche. Instead we’re likely to see the return of the “CSL” moniker, a model name created in the early 1970s for the legendary BMW 3.0 CSL “Batmobile” and which briefly returned for a special-edition 2003 BMW M3.
“CSL” stands for coupe sport lightweight, which is a pretty accurate description of this 2015 BMW M4 outfitted for MotoGP duty. After all, the M Division intends to take away up to 220 pounds of weight for next year’s high-performance M4. The means to this end include a hood, doors, and a trunklid made of aluminum, manually adjustable carbon-fiber front seats (and no more rear seat), and a less comprehensive specification for comfort features. The rollcage will be an optional extra, but all the exterior aero addenda featured on the MotoGP pace car is likely to be carried over. These are part of the M Performance aero kit, boasting a front splitter and fender blades, rocker-sill extensions, slippery outside mirrors, a smoother underbody cover, a rear aero diffuser, and a size-XXL tail rudder.
2015 BMW M4 MotoGP Safety Car Front Three Quarter In Motion 10
The water-injection technology is expected to add about 22 pounds to the car thanks to the requisite plumbing and a separate water tank. In a perfect world, the tank that collects condensation from the air-conditioning unit would be used as a source of water, but packaging complications mean that this approach probably won’t be used until the appearance of the refreshed 2018 BMW M4. Meanwhile, the MotoGP car’s water tank is located in the trunk.
Water injection works its miracle in the M4’s twin-turbo engine simply by cooling combustion temperature, which in turn improves the engine’s ability to resist pre-ignition, or “knock.” The result is a claimed improvement of horsepower and torque by up to 8 percent, plus a reduction in nitrogen-oxide air emissions. The effect of lowering combustion temperature is particularly noticeable at high revs and during very fast, full-throttle autobahn stints. In response, the engine’s black box can even increase the boost pressure and advance the spark timing to deliver more performance. Moreover, cooler temps make possible a slightly taller compression ratio, which helps out the old equation of performance versus fuel economy. Under racing conditions, the water tank would need frequent refilling, but regular street driving quintuples the possible cruising range, we’re told.
2015 BMW M4 MotoGP Safety Car Rear Three Quarter In Motion 02
For our second track session, things look good now that the tire pressure has been properly set. Then it begins to rain. Even so, the MotoGP M4 feels much better planted on the pavement, and consequently inspires more confidence. Even close to the redline at 7,600 rpm, the engine sounds free of stress. Since the torque curve resembles a pool table, the transmission can stay in third and fourth gear most of the time, and only the slowest bend requires a downshift to second. The 255/35R-19 front and 275/35R-19 rear Michelins now break away with benign predictability, and the amount of grip the car can carry through the high-speed kinks has nearly doubled. But playtime runs out fast, and soon the MotoGP grid girls are posing on the start-finish line with positioning boards for the motorcycles.
Although BMW is still coy about its performance goals for the 2016 BMW M4 CSL, there’s little doubt that the car must get to 60 mph in less than 4 seconds since the current production car does the job in 4.1 seconds. To do so, the gearing might change in either the transmission or the final drive unit, plus the e-differential’s performance must improve. The 3.7-second sprint to 60 mph that is rumored would match the 503-hp Mercedes-AMG GT S but wouldn’t be good enough to beat the 475-hp Porsche 911 GT3. Though the M4 CSL’s top speed will be limited to 156 mph, the optional Driver’s Package will extend the potential to 175 mph (or even 181 mph).
Pricing? Well, the 2010 BMW M3 GTS offered a power boost to 450 hp in exchange for a check written for $145,000, double the outlay for the standard 420-hp M3. Of course, it went down that way partly because only 150 examples of that car were built, while 750 units of the 2016 BMW M4 CSL appear to be planned.
2015 BMW M4 MotoGP Safety Car Side Profile In Motion 03
Worth it or not? To find out, I wrangled 10 more minutes out of the increasingly nervous MotoGP Safety squad. This time, no photography; just driving. And, voila, I had my answer. At last, it is back -- the enticing mix of sharpness and compliance, agility and smoothness, instant intuition and enduring poise. What makes the cheeks glow, the heart thump, and the mind somersault are the long cornering arcs in third gear. The adjustable coil-over suspension unique to the MotoGP Safety Car keeps body roll, pitch, and squat in check. With a less firm calibration, this setup should be fine for normal road driving. The carbon-ceramic brakes are strong and full of stamina. Alas, when MotoGP race control switched on the red lights and our friend from Catalonia started jumping up and down next to the race-control tower, our driving experience was over.
While the BMW M4 MotoGP Safety Car might be a prototype, it still has the traditional personality passed down through generations of the BMW M3. This car is not merely about grunt and oomph. Fact is, the stopwatch barely matters. What gets you hooked are the intensity and intimacy that define the adventure of taking this car to the limit. Everything is familiar, yet most things are different. It is the unique combination of driving position, overall agility and precision, the sharpness of the handling, and the sweetness of the feedback that gets you. It is the delightful steering, neatly balanced chassis and, of course, the ready-for-action attitude. This combination of qualities is, and must always remain, a forte of every BMW M car.
2015 BMW M4 MotoGP Safety Car Front Three Quarter In Motion 07
Once the sweat had dried and I was back in the privacy of my hotel room, out came the laptop, and I started scanning the Web for affordable used M3s. Isn’t it amazing what rear-wheel drive can do to you, even at the ripe old age of 63?
2015 BMW M3 Sedan Front Three Quarter Turn
Portimão, Portugal — Enough with the internal E codes. Few cars arouse passions and pedantry like the M3, and the E30 vs. E-whatever debates can be endless, circuitous, and maddening. Might as well compare Frazier to Tyson, early Dylan to late, Pulp Fiction to Inglourious Basterds.
So for right now, let’s forget the previous cars. After driving the fifth-generation BMW M3 (okay, fine, it’s the F80) we asked ourselves this: If this was the very first M3 ever released, would it be legend?
To put it another way, if the M3 had never been green-lit until today, and BMW brought it onto the market as a squalling newborn akin to Jaguar’s F-type, would it be the car you’d compare others to in twenty-five years?
To try and answer that question, we approached the 2015 BMW M3/M4 with selective amnesia. We put aside our loves, gripes, and hopes of previous-generation M3s and simply assessed how the 2015 models shape up as modern sport cars.
Other than aesthetics, doors, ride height, and claimed weight, the four-door M3 and two-door M4 are mechanical twins. The specs look good: A twin-turbocharged, 3.0-liter inline-six with 425 horsepower and 406 pound-feet of torque from 1850-5500 rpm. A claimed curb weight of 3595 pounds for the sedan with the seven-speed dual-clutch automatic; 3585 pounds for the coupe. You can have a six-speed manual, which also saves almost 90 pounds of overall weight. It’s rear-wheel drive with an electronically controlled limited-slip differential.
Kinda sounds no-bullshit, doesn't it?
Our shut-up-and-prove-it first drive took us over fast highways, treacherous single-lane squiggles, and the suspension-smashing Autódromo racetrack in Portugal’s Algarve region. We drove both the M3 and the M4 brutally, with little mechanical sympathy and the single-minded purpose of exposing weaknesses and exploiting potential greatnesses. Hope was leavened with skepticism.
Two days of driving left us wanting more time, more miles, more laps. But it also left us with very clear impressions. Here, the good, the bad, and the other.
The very good: Both cars are howl-at-the-blood-red-moon, out-for-trouble, gonzo fun. Prices start at a very adult $62,000/$64,200, but the heart of the car is anything but adult. This is the Bavarians out to cause trouble. The M Division was clearly intent on not erring on the side of caution.
These cars are neither silky nor subtle; rather, they are muscular and irrepressible. Hell, at times they seem borderline irresponsible. A heady go on a switchback road translates to bewildering accelerations down straights and sharp stabs of carbon-ceramic brakes with such sudden decelerations that bodies snap into seatbelts. Turn off the Dynamic Stability Control completely, and it’s easy to spin tires and get more than a bit sideways. As such, the M3/M4 encourage silliness and are as fun as any production cars currently on the market.
The bad: Our first thought, within moments of taking possession of the M3: “Is the engine noise coming from the speakers?” Agonizingly, yes. The M3/M4’s interior sound comes courtesy of special effects.
When pressed, BMW engineers reluctantly explain that the sound doesn’t come from a pre-recorded soundtrack or an engine-mounted microphone. Instead, a sensor analyzes what the engine should sound like according to rpm and load. Then, it uses a “synthesizer” to replicate that sound and pipes it through the speakers. “Think Alan Parsons Project,” says one engineer.
Like the digitally rendered humans in the movie The Polar Express, you immediately know something is off—and that particular something is creepy. Also off-putting is the character of the synthesized engine noise, which sounds like a bass-heavy V-8 rather than the sharp rasp of an inline six. Onlookers outside the car are treated to blats of real, raucous inline-six sound as the exhaust flaps kick rudely open. Turns out they’re the lucky ones.
The good: Previous M3s have all had normally aspirated engines, so the turbo should fall into the “bad” category, right? Well, the pull of the new 3.0-liter engine is phenomenal. The two mono-scroll turbos deliver the torque early, and it stays meaty a good long way toward the 7600-rpm redline. The right now power delivery is especially sublime when you’re already on the move and are looking for a hard kick in the pants down a short straight. And it happens in a linear, no-surprise kind of way. BMW says it takes 3.9 seconds to reach 60 mph with the dual-clutch automatic. In total, it’s good enough that we won’t miss the 4.0-liter V-8. The truth hurts.

The troubling: A turbo hose failed on our test coupe, suddenly venting precious oxygen into the atmosphere and basically leaving us with the world’s first normally aspirated (and weak) M4. “Pre-production parts” was the excuse, but these types of failures always leave us wondering.
The added bonus: Like Jessica Rabbit, the M3 and M4 were drawn to be bad. The look is all muscle, with wide rear haunches, a rear diffuser, and the hood’s sublimely ridiculous power dome. The sedan is more thickset than the coupe and, to our eyes, is particularly successful. The coupe sits lower, and its stance is slightly more purposeful. They can seem gawky in photos, but rendered in actual metal, these are badass machines.
The great: The handling is unmistakably, deliciously, rear-wheel drive. With the DSC fully on, both cars are hampered, hobbled, and slightly dispirited. One button click to M Dynamic Mode (MDM), and they become nimble, dynamic, and boisterous. There’s almost no understeer: Even picking up the gas early in the apex has little penalty, as the M3/M4 stays highly pointable. You can alter driving lines with throttle.
Be warned that with safety systems toned down or all the way off, the back end loves to step out, sometimes unexpectedly. This is especially true of the sedan, which is taller and pivots from a slightly higher center of gravity compared with the coupe. A jiggle of the hands is enough to coax it back into line. Add extra thrust instead, and experienced drivers can drift to the outside after apexing. It’s not scary, balance is good, and the gradual breakaway from the specially formulated Michelin Pilot Sport tires is entirely predicable. You can feel what’s going on underneath you.
The new M3 is some 175 pounds lighter than the outgoing model, says BMW, but even so it’s not a light car. The engineers talk about all the places they’ve saved weight, from the carbon-fiber drive shaft, roof, and trunk lid to aluminum control arms and axle subframes. Still, bombing down a hill and throwing on the brakes late is a study in weight management.
The disappointing: The lack of steering feel. The steering has three modes: comfort, sport, and sport plus, and the biggest difference is the artificial heft. In nearly all instances on legal roads, comfort mode is best (and the word “comfort” is misleading). Fortunately, it is also incredibly precise. On the track, we preferred sport.
The stuff we don’t know: All the cars we drove were equipped with carbon-ceramic brakes on nineteen-inch wheels, a combo that runs an extra $9350. The carbon-ceramic brakes do squeak but are easy to modulate on regular roads, without biting overenthusiastically. They make the most sense on the racetrack, as we’ve found that BMW’s steel brakes quickly overheat after a few hard laps. We would have liked to experience the ride on eighteen-inch wheels with regular brakes to compare.
Nor did we get a shot with the manual transmission, which will blip the throttle on downshifts automatically. The great news is that there is still a manual, for which you can thank us Yanks.
The final good news: The connection to motorsports and the M3 is very real, and BMW is adamant that the latest cars will deliver on the racetrack. Peek under the hood to find a carbon-fiber strut brace that looks like the same one found on the new M235i Racing.
The Autódromo has severe altitude changes, a set of carousels, and several hairpins. After taking both the M3 and the M4 out for a total of a dozen hard laps, we got a pretty clear perspective and learned that they deliver.
The track proved that the coupe is more buttoned down, with less unintended yaw. It arcs through the turns cleanly. Grip is excellent. It’s the sedan, though, that is more fun. On those long downhill half corkscrews, you tickle the gas until the inside tires are just about to overload, then breath off the accelerator and wait for the sedan to pivot and point you true again. Damn, that’s good.
So, ultimately, will the F80 and F82 (the coupe gets its own code now) run with Jag F-types and Porsche 911s and Chevy Corvettes? That’s a matter for a million maddening comparisons, but the short answer is it definitely won’t embarrass itself. And while it doesn't have the purity of an E30 -- what modern car can make that claim? -- the M3/M4 definitely shows hints of legend.

2015 BMW M3/M4

Base Price: $62,000/$64,200 (M3/M4)
Engine: 3.0L twin-turbo I-6
Power: 425 hp @ 5500-7300 rpm
Torque: 406 lb-ft @ 1850-5500 rpm
Transmission: 7-speed dual-clutch automatic, 6-speed manuall
Drive: Rear-wheel
Steering: Electronically assisted rack-and-pinion
Brakes: Ventilated discs
L x W x H: 184.5 x 73.6/73.9 x 54.5/56.1 in (M4/M3)
Wheelbase: 110.7 in
Weight: 3530-3595 lb
Cargo volume: 11.0/12.0 cu ft (M4/M3)
0-60 mph: 3.9/4.1 sec (auto/man)
Top speed: 155 mph (electronically limited)
BMW 3 0 CSL Hommage On Location Front Three Quarter Outside
In keeping with tradition, BMW unveiled a new design concept at this year’s Concorso d’Eleganza, held at the Villa d’Este. This year, the concept was a tribute to the legendary BMW 3.0 CSL from the 1970s.
BMW M4 Concept Iconic Lights 6
BMW is the latest automaker to show off advanced new headlights, this time with lasers and organic light-emitting diode (OLED) technology in an M4 sports coupe. The BMW M4 Concept Iconic Light, which debuts at the 2015 Consumer Electronics Show, uses the power-saving OLEDs and the company's Laserlight technology to improve visibility.
2015 Bmw M4 M Performance Front Three Quarters
BMW is rolling out a slew of performance accessories for the X3 and X4 as well as the high-performance M3 and M4. Some of these upgrades enhance the performance of these models, like the power kits available for the X3 and X4 SUVs, while others focus on visual improvements.
2014 BMW M4 Front Three Quarter View In Motion 2
I thread the BMW M4—the latest and, arguably, greatest of the marque’s long line of ultimate driving machines—through weeds, broken pavement, and aggravated hikers. Thanks to Linda Daro, who works tirelessly to preserve what’s left of Meadowdale International Raceway, I’m sampling derelict portions of what used to be a spectacular road circuit about 40 miles northwest of Chicago. Given an opportunity, the 2015 BMW M4 I’m driving would have easily reached its electronically limited 155 mph top speed on the front straight—and probably would have outrun the fearsome Scarab sports racers that won the inaugural event in 1958.

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2015 BMW M4
2015 BMW M4
Base RWD 2-Dr Coupe I6
17 MPG City | 26 MPG Hwy
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2015 BMW M4
2015 BMW M4
Base RWD 2-Dr Coupe I6
17 MPG City | 26 MPG Hwy
2015 BMW M4
2015 BMW M4
Base RWD 2-Dr Coupe I6
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2015 BMW M4 Specifications

Quick Glance:
3.0L I6Engine
Fuel economy City:
17 MPG
Fuel economy Highway:
26 MPG
425 hp @ 5500rpm
406 ft lb of torque @ 1850rpm
  • Air Conditioning
  • Power Windows
  • Power Locks
  • Power Seats
  • Steering Wheel Tilt
  • Cruise Control
  • Sunroof (optional)
  • ABS
  • Stabilizer Front
  • Stabilizer RearABS
  • Electronic Traction Control
  • Electronic Stability Control
  • Locking Differential (optional)
  • Limited Slip Differential
  • Airbag Driver
  • Airbag Passenger
  • Airbag Side Front
  • Airbag Side Rear (optional)
  • Radio
  • CD Player
  • CD Changer (optional)
  • DVD (optional)
  • Navigation
50,000 miles / 48 months
50,000 miles / 48 months
Unlimited miles / 144 months
Unlimited miles / 48 months
50,000 miles / 48 months
IIHS Front Small Overlap
NHTSA Rating Front Driver
Not Rated
NHTSA Rating Front Passenger
Not Rated
NHTSA Rating Front Side
Not Rated
NHTSA Rating Rear Side
Not Rated
NHTSA Rating Overall
Not Rated
NHTSA Rating Rollover
Not Rated
IIHS Front Moderate Overlap
IIHS Overall Side Crash
IIHS Rear Crash
IIHS Roof Strength

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5-Year Total Cost to Own For The 2015 BMW M4

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Five Year Cost of Ownership: $67,990 What's This?
Value Rating: Excellent