2021 BMW M4 Performance Package new car reviews

Just for a minute, let’s put the controversial styling of the BMW M4 (and M3, for that matter) aside and just look at the numbers: 473 horsepower and 406 lb.-ft. of torque from an S58 turbocharged inline-six.

A six-speed manual comes standard, though an eight-speed automatic is available if you opt for the M4 Competition (which will also grant you 30 more horsepower and 73 more lb.-ft. of torque over the Core model).

Reaching 60 mph from a standstill will only take 4.1 seconds, and, if you keep your foot planted long enough, you’ll reach a top speed of 155 mph–180 if you opt for the Performance Package.

How does all that translate to real-world driving? Keep reading to find out.

Photograph Courtesy BMW

Photograph Courtesy BMW

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Tim Suddard
Publisher Emeritus

Having owned and/or driven every iteration of the BMW M3 (now known as the M4), we take new versions of this car very personally. Cutting to the chase, the new-for-2021 M4 is the best and the worst M-car we have ever driven.

[2004 BMW M3 project car]

Before we explain how and why, let's start from the beginning. Our test car was delivered in Sao Paulo Yellow, a vivid yellow-green color that, while perhaps polarizing, we thought was pretty cool. The lack of subtlety portrays this car’s character completely.

Even less subtle is the full Merino leather interior in Yas Marina Blue and black with yellow accents. This $2550 option might be a bit much for most, but we thought it was rather striking. This car was also equipped with the M Carbon bucket seats–a $3800 option (more on these torture devices later)–and carbon-fiber interior trim ($950) as well as the M Drive Professional package, which is a rather gimmicky onboard drift analyzer with a lap timer. While we respect a car with a built-in lap timer, this can be accomplished for less than the $900 asking price.

Outside, our test car came with the sharp-looking but hideously expensive M Carbon Exterior package. This $4700 package includes carbon-fiber mirror caps, a carbon-fiber rear spoiler and carbon-fiber diffusers at both ends of the car.

Our car was also equipped with phenomenally strong M Carbon Ceramic Brakes. While an $8150 option, they are among the best brakes we've ever experienced. Before ordering this option, check how long they will last and what parts will cost.

The advantage of these brakes are that they're a bit lighter than steel rotors; they basically don’t fade; and the rotors will last about 100,000 miles. The disadvantage of these brakes is that when you do have to replace the rotors, you could spend close to $10,000.

Our car also had 19- and 20-inch staggered M Double Spoke bi-colored wheels with non-runflat Michelin tires. This wheel-and-tire package finished off a rather tough-looking track day weapon. Adding to the weaponry, this car was also equipped with the $2500 M Driver’s package. This package unleashes the top speed limiter to get you up to about 180 mph and includes a one-day course at a BMW Performance Driving school–choose from Thermal, California, or Greer, South Carolina.

With a $995 destination charge, all these options turned our already expensive $71,800 M4 into a $97,645 adventure.

Mechanically, the M4 is now powered by a 3.0-liter, inline six-cylinder engine that produces 473 horsepower and 405 lb.-ft of torque. This power is made possible via two mono-scroll turbochargers and direct injection. While we had a standard M4, the M4 Competition Coupe ($2900 extra) produces 503 horsepower but is only available with an eight-speed automatic transmission. Our car was also equipped with a nicely weighted, crisp-shifting six-speed manual transmission.

While blindingly fast with 4-second zero-to-60 times, the new M4 is a large, heavy car. It weighs 3709 pounds and is as big as a 5 Series BMW of just a few years ago. Still, the M4 does not feel that big. It is fast, nimble and can run with the rest of its class, including the GT3 Porsche.

Turn-in is quick and linear. Steady-state cornering grip will nearly knock your head off, and power delivery is smooth and supercar fast. The gear spacing is nearly flawless, and the rev limiter kicks in at a respectably lofty 7300 rpm.

Steering is just as quick and linear and belies its electronic origin. The M Carbon seats hold you in like a real race seat, and the thick steering wheel and controls–minus the goofy, hard-to-read digital gauges–are those of a real driver’s car.

The new M4 is hands down the best M4/M3 we have ever seen for track day use.

But we need to talk about driving to the track, not just on the track.

First, before you can get into your track day car, you will probably have to walk by the nose. While we're trying to understand the BMW design team’s need to out-ugly the front end of a Lexus, we just can’t forgive them for the disservice they've done BMW M lovers like us. You can squint, you can try the car in different colors, but that face is one that only a mother could love.

Assuming you can get past the schnoz, the M Carbon seats are very uncomfortable for any kind of long-distance driving. We know everyone is different and perhaps some might be comfortable in these seats, but both a 5-foot-3, 130-pound tester and a 6-foot, 225-pound tester were left bruised and broken from getting in and out of these seats and being bounced around by the suspension in this new M4 for a week and nearly 1000 miles. And trust us, we live our lives in race seats–we know what they're supposed to feel like.

And that adjustable suspension…

It's needlessly complicated and has multiple settings. Unfortunately, the settings might as well be labeled Punish, Stun and Kill. Among other cars, we race a 1957 Triumph TR3. While never known for its ride quality, compared to the new M4, the TR3 is downright comfortable to drive.

So, from lifelong M-car devotes, here’s the rundown on the new M4: seriously flawed aesthetics, performance equal to or better than world-class supercars costing twice as much or more, and ride quality that would make you rather spend a night in jail.

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