Nissan GT-R vs BMW M440I

What's the difference?

The GT-R of the famous R32 era was a direct response to immortals like the Audi Ur Quattro and Porsche 959 that preceded it in the 1980s.

But the Nissan’s true gift since then is that it has evolved over successive generations, to serve as a glimpse of what these long-discontinued European supercars might be like if they, too, were allowed ongoing development, rather than dropped.

As such, the last R35 GT-R as we know it in Australia is far from disadvantaged, even 15 years on from launch, because it was devised and developed outside of the usual constraints and compromises of mere mass production sports cars.

In 2022, then, the Nissan GT-R remains timeless and transcendental. It’s still an incredibly moving and thrilling driving experience… if you can get hold of one.

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.

At its 2007 unveiling, R35’s design chief, Shiro Nakamura, revealed to your author that the GT-R had to express modern Japanese culture, singling out the giant robots of the Gundam genre.

It also had to look “mechanical”, something highlighted by the squareness and creases. He also mentioned something about “…withstanding fashion trends throughout its lifetime while evolving with the times”, calling out Porsche’s 911 as inspiration. Clearly the circular tail-lights connect with the Skyline originals of the 1960s.

Some 15 years later, mission accomplished.

Six years in the making and with the design locked in during 2004, the GT-R was nevertheless a global project, overseen by Mr Nakamura but with input from Nissan’s US (mainly the rear quarter view) and UK outposts (roofline). The latter remain as striking as ever.

Despite its blocky visage, the R35 boasts an impressive drag coefficient of 0.26 Cd, aided by particular airflow elements and helping it achieve a 320km/h top speed. While the GT-R’s body consists of steel, aluminium and carbon-fibre to contain kerb weight to a very reasonable 1751kg, the latter also partly makes up the platform, further assisting aero.

Hands down, this is the coolest supercar in the world. 

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.

“We could have made the cabin much tighter, like a sports car, but we didn’t, because even though it is one of the fastest cars in the world, at the same time we wanted to make enough space to drive every day.”

Those are Mr Nakamura’s words from 2007 again, highlighting how user-friendly the GT-R’s cabin was designed to be.

Ample, sedan-like space is available up front, so people can get in and not feel cramped or hemmed in at all. This is in keeping with the old three-box Skyline philosophy. Australians can see it in the 1973 Datsun 240K, a distant cousin of the GT-R.

Back to 2022, with its fascia angled slightly to the right and the binnacle moving vertically with the steering column, the Nissan's whole focus is on driver welfare, and so making it a better sports car in the process. Storage is excellent, as is ventilation, while vision out is enhanced by the upright windscreen pillars and acutely rectangular side window shapes that offer their own brutalist ambience.

Just a few years ago, the equally squarish dash would have seemed laughably dated – and some of the details still are – but the physical switchgear feels fresh again after an endless wave of newer models with touchscreens and sub-menus that require fiddly prodding, when a button does the job better. That they’re weighty and mechanical in their operation adds to the GT-R’s mystique.

Being a T-spec, swathes of suede-like material also bring real class to the interior, along with the green-on-green colour scheme, chunky gear lever, thick-rimmed three-spoke wheel, hefty paddle shifters and exacting build quality. Actual 3D dials are lovely to behold as well.

Racy, tombstone-style electrically-actuated front seats, too, rise to the occasion, enveloping their occupants with an inviting sumptuousness that brings both comfort and support for hours on end. They also feature a clever curled knob that deftly takes care of reclining and fore-aft duties in one. Does any other car offer such an item?

Several seasons ago, Nissan overhauled the centre console, cleaning up the intimidatingly complicated switches and simplifying the various, customisable digital readouts that provide deeply intricate accounts of engine, driving, performance and vehicle operation data via arcade-game-like analogue-look dials. It’s really over-the-top techy and yet also mid-2000s cool, and that should thrill the curious teenager in us all. The fact that Polyphony Digital of Gran Turismo video-game fame helped develop all this just makes the R35 all the more cooler.

However, the Nissan parts-bin digital graphics, especially in the multimedia system, betray the GT-R's advancing years, as they’re so obviously steeped firmly in another era. They convey info efficiently, but they’re out of place in such as an exciting, hedonistic machine.

Plus, in keeping with a car that was released the same year the original Apple iPhone was, there’s no adaptive cruise control, digital radio and wireless smartphone charger, let alone Apple CarPlay/Android Auto of any description. But you’ll find Bluetooth connectivity as well as active noise cancellation tech at work in there, along with an 11-speaker audio system of outstanding sound quality, a USB port and... even a plug for your iPod.

Moving out to the rear, there are two seats bisected by a centre console that runs the length of the cabin, providing a natural armrest as well as a drink holder and home for a pair of Bose speakers.

The cushions are comfy enough, as are the well-angled backrests, and an average-sized person like your 178cm tester can rest back there for short periods in relative civility as long as they don’t sit too upright to avoid scalps touching the rear window.

Finally, further back, there’s a pleasingly long, deep and wide boot area, offering 315 litres of richly carpeted cargo capacity. A high loading lip and odd shape limit the amount of luggage you can put inside, however, while there’s no in-cabin access like a ski-port or folding backrests. It’s a separate compartment.   

But, like the rest of the Nissan’s cabin, the GT-R remains appealingly practical for a supercar. As Mr Nakamura said, “…you can use it for daily life, anywhere and anytime.”

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.

Does it get better than this?

The GT-R’s VR38DETT is already steeped deeply in motoring folklore. it really is one for the ages.

But just in case, here are the salient facts. It's a handmade 3799cc 3.8-litre 90-degree V6, with intercooled twin turbochargers, double overhead cams and variable valve timing, pumping out an incredible 419kW of power at 6800rpm and 632Nm of torque from 3300-5800rpm.

Tipping the scales at an entirely admirable 1751kg (kerb), the GT-R boasts a power-to-weight ratio of 239kW per tonne, helping it scream to 100km/h in 2.7s, on the way to a top speed of 320km/h. There’s a launch control system to help the latter out.

Drive is delivered to all four wheels via a six-speed dual-clutch transmission with a trio of modes depending on the level of performance desired, courtesy of Nissan’s traction and yaw-based ATTESSA AWD system. This features an electro-magnetic clutch and 1.5-way mechanical LSD to shuffle between 50 and 100 percent of torque rearwards. Suspension is double wishbones up front and a multi-link out the back.

Weight distribution to 53/47 front-to-rear.

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.

Given the Euro 5 emissions-rated GT-R’s prodigious performance, a 15.3 litres per 100km result in a mix of urban, freeway and performance driving is actually not too bad. Again, it's all relative.

Nissan’s claims are 12.0L/100km (and 17.2L/100km and 9.0L/100km for the urban and extra-urban runs respectively), for a carbon dioxide emissions average of 281 grams/km.

A sizeable 74 litres of 98 RON premium unleaded petrol is what the recommended tipple is, allowing over 615km 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.

Nothing you've driven before is like the experience of familiarising yourself with a GT-R, going from initial intimidation to trust and cooperation. This is a supercar for all moods and seasons.

Above all, though, and even without the launch control activated that helps it get to 100km/h from zero in 2.7 seconds (making it still one of the fastest production cars in the world), the Nissan is ferociously fast.

That’s no shock at all, but what is further imprints on you the GT-R’s outstandingly broad capabilities, since it can pussyfoot about in Comfort mode like any reasonably well-sorted grand-touring sports sedan, like a tame lion. In such circumstances, the car's mechanical congeniality is testimony to the sheer scale of engineering talent going on behind the scenes.

Choose Sport or Race modes, and the forces that the 3.8-litre twin-turbo V6 unleash are nothing short of seismic, swelling up and subsuming you in a tidal wave of relentless thrust that just doesn’t let up. With the exhaust wailing and the scenery blurring by, it is starkly clear that the GT-R is a supercar of tremendous speed.

Over the years, Nissan has improved the dual-clutch transmissions operation, reducing the driveline's abrupt clunkiness that marred earlier versions, for a smoother and yet still bolt-action rifle-rapid shifter that serves to facilitate all that walloping performance. In the sportier modes, with the configurable dampers, torque split and traction settings unshackled, a ham-fisted driver can still illicit a thump from the gearbox as it clumsily engages the ratios required, but overall, it’s a far-more seamless mover and shaker than before.

As you’d expect, the steering walks a fine line between agility and heft, responding calmly yet quickly, for direct and decisive handling. The GT-R feels hunkered down at all times, and it seems to dig in even more as you turn up the wick, unfazed by turns or the state of the road below.

What’s impressive is just how deceptively fast this is, since the car glides along so effortlessly. Yes, there is the engine's alluring aural soundtrack to remind you of the vast speed you potentially might be doing, but the chassis’ incredible control numbs your sense of speed.

While the suspension is set up for firmness, the adaptive dampers help calm the ride, bringing a sophisticated suppleness over most urban terrain. There isn’t much ground clearance at 107mm, but the double wishbones and multi-link arrangement does a terrific job filtering out the bad stuff. Furthermore, backed up by fiercely instantaneous brakes, the Nissan never feels nervous nor unsettled.

Sure, it’s far from quiet, with a decent amount of road noise droning through over some types of country roads, but it’s rarely challenging or distracting. The large turning circle is one of the few faults, in an otherwise satisfying driving and dynamic experience.

It's important to note that, though the styling has hardly changed over the years, the GT-R has evolved and developed for the better over time. For a supercar, its range stretches from benign to ballistic and from mellow to unmerciful, with towering confidence and control.

There are 28 very lucky drivers in Australia right now, wondering whether the replacement will also display Miss Congeniality and Conan the Barbarian with such charming authority. Drive a GT-R to realise how close to greatness it remains to this day.

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.

The warranty period is for five-years/100,000 kilometres, with service intervals fixed at every six months or 10,000km – whichever occurs first. There is also five years of roadside assistance.

Unlike all other Nissans officially imported in Australia, there is no capped-price servicing for GT-R. And it requires specially trained service technicians so contact Nissan to find out which dealers can carry out the task.

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.