Our BMW M4 Competition (G82) Review – A True Sports Car?

We got to pick up the new BMW M4 right at BMW Welt when sales kicked off in March 2021 – and after 1,200 agonizing break-in miles the thing is finally properly run in and we can take a closer look. And we can't shake the feeling that there's some serious potential in the new BMW M4 Competition.

If you've also got your eye on the sports car from Munich, Bavaria's capital, you'll find the BMW M4 in our rental fleet. You can check our availability quickly and with no obligation on our website.

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How does the Bavarian M car handle in the corners?

Let's start with what matters most to me: How does the new BMW M4 Competition go around a corner? The M4 - and the M3 - has always been a highly regarded everyday sports car that you can use as a track tool without any trouble.
So the ambition is to tune the chassis so that on the racetrack you no longer notice this is "only" a street-legal fun machine. Until now, though, it was always fairly light on the rear axle, so the fun knew no limits thanks to a tail that was practically always stepping out. But as the weather got worse, that meant a big gap in lap times compared to the far grippier cars from Porsche.

The handling comes straight from the nature of the layout: engine up front, power going to the rear wheels. Add a bit of torque from the two turbochargers and the BMW loses traction.

But BMW has really done its homework here. The new M4 is supposed to build significantly more grip without losing its rear-biased DNA. Among other things, you can now order it with all-wheel drive as an option.
The overall grip level has also taken a huge leap thanks to a few technical tricks. For example, the rear wheels are one inch larger than the fronts, which brings the turn-in behavior up to the level of a Porsche 911.

On the front axle, the BMW M4 G82 is worlds apart from its predecessor

The super-light front end translates quick steering inputs mercilessly directly, and in that moment the car already gives you the feeling that it desperately wants to take the corner. It doesn't get nervous doing it, though – you glide steadily toward the apex.

Alternatively, if you brake hard at corner entry, you can already set the rear slightly sideways into the corner, so that with a big grin you're back on the throttle at the apex, drifting fully sideways through the exit.

But we didn't want to lose any time and wanted to take the corners precisely and with maximum grip. And here, the rear takes a lot more throttle a lot earlier, so you can really blast through corners without fearing you'll have to catch the back end at any moment.
Still, before every corner you ask yourself whether you'd rather paint the asphalt instead.

For me, that makes the new M4 a true cornering weapon. Honestly, even though I didn't expect it, because it can now do both, the M4 has the edge here over a Porsche 911 thanks to the bigger fun factor.

The heart of the M4: the twin-turbo S58 inline-six

On to the engine of the BMW M4 Competition: a twin-turbocharged inline-six with 503 hp and 479 lb-ft of torque has found its home here. And yes, with numbers like that you think of the big brother, the M5.

But no, by now the smaller one also has a spec sheet that slowly makes you wonder whether it's too much of a good thing. Paradoxically, BMW says the engine block is built and reinforced so strongly that well over 740 hp would theoretically be possible.

The engine is a delight. The brutal torque kicks in immediately, way down low, yet it still accelerates unbelievably fast and thrillingly with a lovely peak higher up in the rev range.

In numbers: 3.8 seconds from 0 to 60 mph. We timed the 62–124 mph run (100–200 km/h) ourselves: 7.8 seconds. That's quicker than a Porsche 911 Carrera S. And even beyond 155 mph the bomber keeps marching happily on.
In short: It's the perfect engine for the M car.

The new BMW kidney grille polarizes

Before launch, the design was probably argued about the most. The trigger was always the giant kidney grille on the front bumper. I wasn't entirely convinced at first either whether it would look good in real life.

But here I have to give us some credit: We ordered ours in São Paulo Yellow. This color works really well with the black grille and gives it the face of a saber-toothed tiger.

With that, the new look of the grille is completely forgotten, and the car practically screams: "Here I am, now get out of the way!" The rear is undeniably a success, and I like the overall shape a lot. I think the design as a whole is very well done!

Sound check: the BMW M4 Competition still trumpets

Sound-wise, the M4 has lost a little due to the gasoline particulate filter (GPF) on Euro-spec cars. I still find the sound profile a success. The engine tells you there's a bundle of muscle slumbering under the hood, without being obtrusive.

Under load, the sound through the exhaust gets a bit thinner, but inside the cabin a sound composer gives you the right acoustic backdrop. Here too, in the age of particulate filters, I'm mega happy with the result.

The BMW M4 Competition as a daily driver

After the BMW M4 Competition managed to shine in every sports car discipline, let's get to everyday usability and space. Surely this is where the catch has to be.

But first, the trunk: 15.5 cubic feet of capacity, exactly the same as the regular BMW 4 Series. Surprising are the full-size rear seats, where even adults can sit comfortably on long trips. Not even the bigger brother, the BMW M8, manages that.

The suspension is firm, but the optional carbon bucket seats at $3,800 offer perfect support and comfort.

Verdict of the BMW M4 Competition review

For me, the BMW M4 Competition is a true sports car with plenty of everyday usability. It looks great, has a brutally pushing engine and is easy to use all year round. Fuel consumption at 23.5 mpg on the Autobahn at 100 mph is reasonable.

There's actually nothing about this car that struck me as negative. It's my absolute favorite car and definitely something for me personally - if a cheap lease ever comes along. 😉