BMW M4 vs BMW M440I

What's the difference?

We cannot think of a faster or more invigorating four-seater luxury convertible for the money than the new M4 Competition.

Finally, after years of devastatingly fast droptops with remote steering and an unforgiving ride, the G83 generation discovers refinement and sophistication to go with its supersonic speed.

There’s terrific talent on tap here that no rival can even come close to right now. BMW is on a roll and this is the first M4 convertible that can sit proudly alongside the best of its classic M3 ancestors.

BMW has once again delivered a supremely enjoyable sports car with its new 2021 4 Series.

Sure, it might have love-it or hate-it styling, but those that dismiss the 4 Series based solely on looks are missing out on a wonderful driving experience.

With the base 420i offering all the style in a relatively affordable pricetag, while the all-wheel-drive grip of the M440i adds extra assurance at a more premium price, BMW's new 4 Series should cater to anyone looking for a premium sports coupe.

Hallelujah! The unloved folding hardtop is history and fabric is back in fashion in a BMW 3/4 Series-based convertible for the first time since the demise of the E46 convertible in 2006.

It improves the proportions and aesthetics out of sight while remaining superbly insulated. It’s also 40 per cent lighter to boot while liberating 80 litres of extra luggage space.

The roof requires just 18 seconds to drop away or erect again, and can be done so at speeds of up to 50km/h. And it looks great, with a taut fit that suits the BMW’s lithe lines to a tee. With all four windows dropped, it also does a fab impression of an American-style pillarless hardtop.

Roof up or down, the M4’s muscular styling has a tense sparseness to it that means business, reinforced by that oversized, M-specific kidney grille treatment that, admittedly, isn’t as divisive in real life. The smiley LED light wave out back also brings a friendlier tone, harmonising handsomely with the rest of the car.

This is probably the best-looking BMW convertible since the beautiful E46 era.

Let’s get this out of the way. The 2021 BMW 4 Series is not an ugly car, despite what you may think from the press photos found online.

Is it to everyone’s tastes? Of course not, but I find the gaudy, in-your-face gold-on-black that is Versace’s signature styling a little gross … so your milage will definitely vary on the 4 Series like mine does with high-end fashion.

In person, that grille is nowhere near as overwhelming as pictures may have led you to believe, and blends in very nicely with the aggressive and muscular front end of the 4 Series.

In profile, the high shoulder line and slim glasshouse add to the sportiness, as does the sloping roofline and butch rear haunches.

The rear though, is arguably the 4 Series best exterior angle, as the pinched bumper, wraparound tail-lights, large exhaust outlets and subtle rear diffuser combine well for a properly sporty and premium look.

All Australian-spec cars come with the M Sport package, meaning a full bodykit, and 19-inch wheels to make even the boggo 420i look aggressive on the road.

Does it work? Well if it wasn’t wearing a BMW badge then it might not get away with this ostentatious styling, but being a big premium player, we think the 4 Series gets away with being as brash and in-your-face as it is.

We actually love that BMW has taken a risk with the 4 Series’ aesthetics and is willing to push the envelope because, after all, it could have just looked like the 3 Series sans-two doors, and that’s just a bit too safe, isn’t it?

Inside, the 4 Series is familiar BMW territory, which means a thick-rimmed steering wheel, glossy shifter and brushed metal accents, as well as high-quality materials throughout.

The dashboard-integrated multimedia system is a particularly nice touch, as are the metal accents that separate the lower and upper halves of the cabin.

So, is there anything interesting about the design? Absolutely. It’s got the internet talking more than usual and will no doubt draw the eye of those wanting to stand out from the often-samey crowd of German sports cars.

The M4 Convertible is not a paragon of space efficiency, given its footprint.

At nearly 4.8 metres long and 1.9m wide, the M4 Convertible casts a sizeable shadow on the road, which only really pays dividends for front-seat occupants inside.

Ours was fitted with a very handsome pair of $7500, two-tone M Carbon bucket seats up front, a sort of futuristic tombstone design with a fixed headrest that looks like they were created by and for Stormtroopers; they do provide all the electronic adjustability one would need in terms of fore/aft, up/down and lumbar support movement.

But, unless you really need their g-force-bracing support and love their outrageous appearance, they are monumentally obstructive to effortless entry/egress and overall hip comfort if you don’t possess a gymnast’s physique. In fact, at times, they can feel downright torturous, especially in the gusset area due to the pointless (ironically) hard central bulge bit. The standard front seat set-up is perfectly fine, offering all the comfort and support expected in a luxury convertible, with the added bonus of headrest adjustability.

As with all G20/G80 generation 3/4 Series, the M4’s interior is a welcome return to form for BMW, from the excellent driving position and superb build quality, to thoughtful switchgear placement, brilliant ventilation and ample storage. And iDrive is probably the best and most intuitive multimedia system out there, too, needing no special skill or distraction once mastered.

A quick note about the instrumentation. The 4 Series design digital readouts are prettier than the standard 3 Series' ugly standard screen that looks ex-Honda Civic. This one offers alternative views and is easy to read at a glance. But it still makes us pine for good old analogue dials. Remember when BMWs were the world leaders in dial design?

Some familiarisation is also required to figure out the M part of the M4, including the various driving and performance modes; they’re divided into Road, Sport and Track settings. Yet, thankfully, they’re all far simpler to get your head round than before, which required too much fiddly concentration, since – once quickly learnt – everything is possible with eyes-on-the-road promptness. A new M Mode button offers pre-determined shortcuts to whichever drive combinations are desired.

The roof is well insulated, meaning that previous-gen folding hardtop-owning prospective buyers shouldn’t be too sad about the fabric above their heads. On the go, front occupants can enjoy a variety of configurations, starting with snug coupe-style cosiness and security, moving to cool pillarless hardtop-style windows-only down cruising, to the full top-down convertible glory. The latter also brings minimal buffeting at speed unless you’re stuck out in the back. Roof-up vision isn't brilliant, though.

Strangely, with the M Carbon bucket seat options ticked, it’s actually easier for some people to get into the back than the front. Pulling a strap sees the front bucket seats (slowly) whir as far forward as possible to allow sufficient room for people to clamber onto the rear seats.

Once sat, it’s clear that longer-legged people will struggle. Knee room is OK (especially if the front occupants are feeling sympathetic by moving their seats forward), there’s surprisingly adequate head room for your 178cm tester when slightly slouched, big feet can be tucked beneath the front seats and scalps never have to touch the rear glass thankfully.

And at least BMW has tried to make life back there comfier for smaller people, due to rear-facing air vents with climate and directional control, two USB-C ports, a pair of cupholders, a centre armrest and some handy storage. The materials are of a high quality construction, too.

However, the fixed back rest is far too upright, the knees-up posture quickly gets tiresome, the cushion is firm and you’re sat on a slight angle pointing outwards. Claustrophobics won't be too happy either. Annoyingly there aren’t side window buttons either, meaning only the driver can lower or raise them. The two-seater back seat is best saved for short trips or kids.

Happily, once the roof is dropped, the hemmed-in feel vanishes, there’s not too much wind intrusion or buffeting with the side windows up and there’s a sense of shared freedom that only a four-seater convertible can bring. Going the full drop-top experience will ruffle more than hairdos at freeway speeds, though. An optional wind deflector can fix that issue for front-seat occupants, but it goes over the back seats, turning the M4 into a two-seater ragtop.

Further back, the 300-litre boot isn’t accessible from the cabin, meaning you can’t put much inside at all. BMW fits a hinged flap that needs to be down for the roof to work since it cordons off the roof storage part of the boot when folded in; when lifted, there’s a useful amount of space for luggage, and it’s a handy rectangular shape instead of an L-shaped slot, but obviously at the cost of convertible driving. You can’t have both.

Note that, compared to the previous folding-hardtop M4, this boot is some 80L larger. 

Measuring 4768mm long, 1842mm wide, 1383mm tall and with a 2851mm wheelbase, the 2021 BMW 4 Series certainly looks commanding on the road, and the generous proportions do well for interior space too.

Of note though, the M440i is slightly longer (4770mm), wider (1852mm) and taller (1393mm) than the 420i and 430i, but the slight variance doesn’t translate to any perceivable difference in practicality.

Up front, there is plenty of space for driver and passenger, with a wide array of seat adjustability offering nearly the perfect position for nearly everyone regardless of shape or size.

Storage options include a generous door pocket with separate bottle holder, large central storage cubby, generous glove box, and two cupholders sited between the shifter and climate controls.

We love that the wireless smartphone charger is tucked well away just ahead of the cupholders, meaning you don’t have to worry about keys or loose change scratching up your screen, and it doesn’t eat into any of the other storage options around the cabin.

Being a coupe, you wouldn’t expect heaps of room in the second row, and the BMW 4 Series certainly doesn’t defy expectations in this regard.

Adult passengers can get in the back easy enough, thanks to auto-folding front seats, but once there, head- and shoulder-room can be a bit tight, while legroom is dependent on the height of front passengers.

We’ve certainly been in worse back seats though, and the deeply recessed seats help alleviate some of the headroom issues, but its not a space for the claustrophobic.

Open the boot and the 4 Series will swallow up to 440 litres of volume and, thanks to the wide space, can easily accommodate a set of golf clubs or weekend luggage for two.

The second row is divided 40:20:40, so you can fold down the middle to transport skis (or timber from Bunnings) while still ferrying four.

Folding the rear seats down will increase your cargo volume, but the aperture between the boot and cabin is quite small, so you might want to keep that in mind before heading to Ikea.

BMW’s new 4 Series range is available in three flavours, kicking off with the 420i for $70,900 before on-road costs, which is powered by a 2.0-litre turbo-petrol engine (more on that below).

Standard equipment includes sport seats, LED headlights, a 12.3-inch digital instrument cluster, push-button start, automatic wipers, Alcantara/Sensetec (vinyl-like) interior trim, three-zone climate control and 10-speaker sound system, but it’s the inclusion of an M Sport package and 19-inch wheels that really elevate the look of the new 4 Series to a real sporty model.

The latter two were options in the previous generation, but so many customers (we’re told close to 90%) opted for the sportier looks that BMW just decided to bundle them into the asking price.

The 420i also comes fitted with a 10.25-inch touchscreen multimedia system that includes digital radio, satellite navigation, wireless smartphone charger, and wireless Apple CarPlay AND Android Auto (finally some love for Samsung owners!).

It’s remarkable then, that the new 420i is actually almost $4100 cheaper than the model it replaces, while also boasting more equipment, safety and torque.

Stepping up to the 430i increases pricing to $88,900 ($6400 pricier than before), while also adding more equipment such as adaptive dampers, keyless entry, surround-view camera, M Sport brakes, leather interior and active cruise control.

Outputs from the 2.0-litre turbo-petrol engine are also increased in the 430i (again, more below).

The current king of the 4 Series range until the M4 lands early next year is the M440i, priced at $116,900, but includes a 3.0-litre inline six-cylinder engine and all-wheel-drive grip.

On the outside, the M440i can be distinguished by the standard inclusion of BMW’s Laserlight technology, sunroof and heated front seats, as well as ‘Cerium Grey’ colouring for the kidney grille, tailpipe shrouds and side-view mirrors.

Being a German model, there is (of course) a smattering of options available – including remote engine start and a heated steering wheel – but none jump out as crucial or ‘must have’ in any way.

We appreciate that the base 4 Series looks largely the same as its more expensive siblings, while also offering all the key equipment you’d want out of a premium sports coupe in 2020.

Here is a summary of Australian-market outputs and prices for the M3 and M4 convertible autos, with the prices in brackets being approximate inflation-adjusted figures for today.

1999 E36: 236kW/350Nm 3.2L in-line six-cylinder engine (I6), $152,000 ($266,000 in 2022); 2003 E46: 252kW/365Nm 3.2L I6, $158,000 ($240,000); 2008 E93: 309kW/400Nm 4.0L V8, $183,442 ($240,000); 2014 F83: 317kW/550Nm 3.0L twin-turbo I6, $178,430 ($202,000).  

In 2022, the G83 M4 Competition lives up to its name in more ways than one, with a 2993cc 3.0-litre double overhead cam direct-injection twin-turbo I6 known as the S58 series, which is itself derived from BMW’s B58 modular family of engines. Its 375kW is delivered at a lofty 6250rpm, while there’s a 650Nm plateau of torque between 2750rpm and 5500rpm.

A kerb weight of 1920kg means the M4’s power to weight ratio is an impressive 195.3kW/tonne, helping its published 0-100km/h time of 3.7s. For a few grand extra, the company will up the top speed by 30km/h, to 280km/h.

BMW says the engine includes cooling and oil supply systems designed for extreme lateral forces at high speeds, while the exhaust uses electrically controlled flaps for a more raucous noise.

Power is channelled to all four wheels continuously via an eight-speed M Steptronic transmission with a trio of shift programs. The AWD system features an active differential to better transmit torque to all four wheels, while drivers can choose one of three, progressively more rear-wheel drive (RWD) biased modes: 4WD, 4WD Sport and 2WD – the latter being a pure RWD set-up.

Other related changes the M4 boasts over regular 4 Series models include special stability and traction control tuning, a double-joint spring strut front axle with unique axle geometry and variable-ratio steering, a five-link rear axle featuring its own kinematics and elastokinematics, M-specific adaptive dampers, a configurable braking set-up according to feel and response, and forged M light-alloy 19-inch alloys up front and 20-inch items out back.

Choosing the AWD-only convertible over the equivalent AWD coupe adds 145kg (and 195kg compared to the RWD coupe), though this is partly offset in two ways over the preceding, folding-hardtop M4 Convertible: firstly, using the soft top drops weight by 80kg; and secondly, while the AWD system does add 50kg, it’s at a lower centre of gravity, thus naturally improving vehicle dynamics.

Which are electrifying, by the way.

Both the entry-level and mid-tier 4 Series variants (420i and 430i respectively) are powered by a 2.0-litre turbocharged petrol engine.

Under the bonnet of the 420i, the engine produces 135kW/300Nm, while the 430i ups the ante to 190kW/400Nm.

The flagship (at launch) M440i meanwhile, scores a 3.0-litre turbo-petrol inline six delivering 285kW/500Nm.

All three engines are paired with an eight-speed automatic transmission, with no manual option available on any grade.

The 420i and 430i send drive to the rear wheels, resulting in a zero to 100km/h sprint time of 7.5 and 5.8 seconds respectively, while the all-wheel-drive M440i needs just 4.5s.

Stacked up against its German rivals, the 4 Series offers a decent engine line-up, but doesn’t excel at any level compared to the Audi A5 and Mercedes-Benz C-Class coupe.

We managed 12.1 litres per 100km in a mixture of urban, freeway and rural-road driving, including plenty of performance testing. This is a two-tonne M4 convertible capable of supercar speeds, after all. In that context, the economy is more than acceptable. No doubt the stop/start engine function (at idle) helps here.

For the record, the official combined-average claim for this Euro 6-rated BMW is 10.4L/100km, for a carbon dioxide emissions average of 237 grams/km. Thanks to a fuel tank that holds 59 litres of 98 RON premium unleaded petrol, it can manage an average of almost 570km between refills.

Officially, the 420i will sip 6.4 litres per 100km, while the 430i is slightly thirstier at 6.6L/100km.

Both aforementioned 4 Series variants will need 95 RON at the bowser.

The heavier and more potent M440i needs 7.8L/100km, while also using the more expensive 98 RON fuel.

We only drove through Melbourne country roads in our brief time with all three grades of the 4 Series and could not ascertain a reliable fuel economy figure.

Our driving did not cover an extended freeway journey or any inner-city driving, so check back to see if the quoted figures hold up to scrutiny once we get more time with the car.

Marvellously.

Earlier, we said that the previous M4 (and some earlier M3 generations) never hit the dizzy heights the best like the E46 managed.

The reason why is bandwidth. Not WiFi bandwidth, but rather the newfound breadth of capability that the G83 model has acquired.

Yes, while even the slowest examples of previous M3s and M4s remained thrilling, with blisteringly potent acceleration accompanied by a soaring exhaust soundtrack, the post-E46 models seemed to become almost too obsessed with the pursuit of performance. Thunderous V8s and twin-turbo V6s are all good and well, especially when they provide explosive responses, but there’s more to sports cars than sheer bloody-minded speed.

More specifically, though the handling and roadholding were outstanding, the previous M4’s steering didn’t feel as connected or one with the driver, instead seeming a little remote and detached. Conversely, even with adaptive dampers on offer, the suspension (on Australian roads) lacked sufficient isolation from bumps and thumps, and so was never settled or calm. It was all too nervous and edgy, like a drug-addled athlete who’s indulged in too much partying.

Thankfully, the curse is broken with the latest iteration, even in the heaviest and slowest version like our M4 Convertible as tested, pushing out boundaries to thrilling effect once more.

With the newly-simplified and logically presented M performance modes only a push of a button away, the driver now no-longer has to concentrate on what setting they’re in, and instead just immerse themselves in the experience of accelerating, steering, cornering, braking and controlling this incredible sports convertible.

Tremendously strong in regular Road mode, the M4’s performance certainly lives up to the legend, stepping up into the supercar realm when Sport or Track are chosen, hunkering down as it thrusts towards the horizon with relentless speed and determination, accompanied by the gorgeous twin-turbo six’s revs as they soar towards the red line. The ultra-alert eight-speed auto’s operation is equally seamless, displaying uncanny intuition in its selection of the right ratio at exactly the right time.

These are all incremental improvements over what has come before. But what’s really changed is how rock-solid the BMW feels as it belts along at speed, magnetised to the motorway regardless of weather, its new AWD engineering keeping everything steady and planted. No more tetchiness to unnerve the driver.

Which makes the feel and fluency of the chassis even more remarkable, given that now all four wheels are driven. The very opposite of leaden or inert, the superbly weighted steering is instead light and alive in your palms, as you carve through corners with pin-point precision. Some might find it a bit too eager to change direction at first, but we reckon BMW has judged the balance just right. Its sheer agility is as life-affirming for driving enthusiasts as it is immersive. Bravo, BMW.

With so much grip and control, this is not to say that the driver can’t hang the M4’s tail out every-which-way, since the chassis set-up allows for progressive oversteer, even in Road mode, along with as much drifting as your courage allows where safe. As with the best sports cars, the M4 is as steerable from the seat of your pants as it is using the throttle.

Finally, there’s the M Adaptive chassis tune, that at long last broadens the M4’s repertoire from motorway grand tourer and rural-road blaster to city slicker and urban warrior, thanks to the suspension’s ability to better-absorb a much wider array of terrible road surfaces. Comfort now lives up to its name, with the ride – though still firm – no longer hard or crashy around town, ushering in a new level of civility that won’t fatigue or aggravate you or your occupants. We're so happy to report this progress.

One area where BMW might want to keep improving, though, is the abundance of road noise intrusion over certain coarse chip bitumen. While easily muffled by the sweet sounds of the twin-turbo six, banging audio system or dropping the roof, it now seems more obvious that the rest of the car has smartened up so much.

A small fly in an otherwise hugely satisfying ointment.

Anything wearing a BMW badge promises a fun and engaging drive, after all the brand’s tagline used to be the ‘ultimate driving machine’, which is exacerbated in a sporty two-door.

Luckily then, the 4 Series delivers the goods and is a thoroughly enjoyable drive in all three grades.

Taking the already brilliant new-generation 3 Series as a base, BMW has made the 4 Series lower, and added additional stiffening in the front and rear for a taught and agile handling machine.

The rear track is also increased, while the front wheels have more negative camber to help with mid-corner grip.

Though the 420i and 430i might not draw any headlines, they 2.0-litre turbo-petrol pair are fun to steer and precise with their inputs.

The 420i especially doesn’t have the punch to match its aggressive looks, but is perfectly capable at slower speeds and still a delight to tip in a corner.

The 430i meanwhile, delivers more thrills thanks to its more potent engine, but it can get a bit trashy higher in the rev range.

However, the pick of the bunch for us the M440i, not only for its extra spicy engine, but also the assurance of all-wheel drive.

Now it might be sacrilege to some to not have a rear-drive BMW, but the rear-biased xDrive system in the M440i is wonderfully tuned to deliver the same sort of natural driving characteristic of a two-wheel-drive model.

Undoubtedly the near-perfect weight distribution helps with this, while the wonderfully low driving position means the whole car feels like it pivots around the driver when turning the wheel.

The M Sport differential in the rear is also great at propelling out you out of the bends, while the adaptive suspension also has great variability between comfort and sport settings.

If we had any criticism with the driving experience? We’d have liked a bit more aural theatre, but BMW have to save the louder pops and crackles for the full-fat M4, right?

A big caveat here though is that we have yet to experience the new 4 Series in a suburban setting, with our launch route taking us directly to some twisty country roads.

We also never got to drive the 4 Series in a freeway setting, meaning all of the driving was done in twisty country roads where you would expect a BMW to excel.

BMW’s 2021 4 Series has not been crash tested by either Euro NCAP or ANCAP, and does not wear an official safety rating.

However, the mechanically related 3 Series sedan was awarded a maximum five-star rating when it was examined in October 2019, but do keep in mind that the child occupant protection scores could vary wildly due to the 4 Series’ coupe shape.

The 3 Series scored 97 per cent for the adult occupant protection test, and 87 per cent for the child occupant exam. Meanwhile, the vulnerable road user protection and safety assist tests yielded an 87 and 77 per cent result respectively.

As standard, the 4 Series is equipped with autonomous emergency braking (AEB), forward collision warning, lane departure warning, rear cross-traffic alert, reversing camera, and front and rear parking sensors.

We feel here is where the company drops the ball.

Trailing all of its main luxury car rivals (except Porsche) by two years, BMW only offers a three-year/unlimited kilometre warranty, as well as three years of roadside assistance.

BMW says its vehicles’ servicing is condition-based, depending on how they’re driven and other factors, with a dash warning appearing to let the driver/owner know when it’s time. We advise servicing your M4 annually or at every 10,000km, just to be sure.

No capped-price servicing system is offered. However, as long as the first one is paid for before the first service on a new vehicle, the ‘BMW Service Inclusive Basic packages’ is available at extra cost, covering scheduled servicing for three years/40,000km or five years/80,000km.

No prices are published for M models like the M4, but a normal 4 Series costs from $1800 for the five-year/80.000km package. You can bet an M4’s will cost more.

Like all new BMW models, the 4 Series comes with a three-year/unlimited kilometre warranty.

However, the benchmark for premium brands belongs to Mercedes-Benz, who offer a five-year/unlimited kilometre warranty, while Genesis matches the time period but limits travel to 100,000km.

Scheduled servicing for the 4 Series occurs every 12 months or 16,000km.

At the time of purchase, BMW offers a five-year/80,000 ‘basic’ service package that covers scheduled changing engine oil, filter, spark plugs and brake fluids.

This package costs $1650, which works out to be a very reasonable $330 per service.

A more thorough ‘plus’ plan is also available for $4500 that also covers brake pads/discs, clutch and windscreen wiper replacements over the same five-year/80,000km period.