I was initially looking at the Audi RS5 and S7 as well as the new Corvette and decided on the BMW M4. I was impressed with the exterior styling with a very aggressive front and rear. I get a few compliments on my M4 each week. Next, the power and torque are off the charts. This car is scary fast and handles extremely good. The iDrive is very easy to use and the technology in the M4 is like that of a more expensive car. The seats are very comfortable and good for people like myself who have back issues. The braking is incredible and opted for the standard brakes. I got every option offered on the M4 except for the ceramic brakes.
I previously owned a 2009 M3 and got rid of it after only a month. I never understood why all the excitement about the V-8. Sure, it had plenty of top end, but there was literally no torque. It was anything but fun to drive and I grew tired of being blown off the line by EVOs and Mopars. Now, this new M4 is a completely different beast. It's a ROCKET and has beautiful, aggresive styling. I absolutely LOVE driving this thing. It's mid range torque is other-worldly. I would compare it to the feeling of driving a 911 Turbo. Having owned Porsches, Ferrari's, AMGs, I think this is the best performance car you can buy under $100K.
I absolutely love this car. I used the European delivery program and picked up the car at the BMW Welt in Munich. It was truly wonderful experience followed by a superb road trip in the Swiss and French Alps. I only ordered three options with the car: full leather seats, Silverstone metallic paint and the premium H&K sound system. I also highly recommend the 6 speed manual transmission. Quite frankly, for the price I paid this is the best car I've ever owned.
First, the performance of the car is best experienced on a track. I've taken my M4 to a few tracks in the area, and it is unbelievable how well it performs. I have the DCT transmission, and I know most enthusiasts would frown upon that (eg not a manual gearbox), but it's amazing what the DCT does and how it performs especially on the track. I doubt you can truly appreciate it on normal streets. No mechanical issues or problems with the car after the first year. Only performed the regularly scheduled maintenance. No interior issues (eg things breaking like handles/knobs). I did get a "wandering eye" as I was curious about the MB C63 AMG and Alfa Romeo Giulia. I struggle with reliability of MB and still waiting to hear more on the Giulia. The only thing that bothers me, a little, is that I wish the M4 had a better exhaust note. I will say that the one best piece advice I had heard was this: "if you don't plan to take the M4 to the track, consider purchasing the 4 series."
This car is a beast!!! The car flat out flies and will get you into trouble if you don't watch your foot. The interior is ok, it is not the real leather that you would expect from a 80,000 dollar car. My 09 z4 has beautiful real leather seats and wood trim that to this day is beautiful and so nice.
Acceleration is deceptively strong, like a tidal wave, from a very low engine speed. At first, it doesn't feel fast, and then from about 2,500 rpm, there's a huge swell of power that ramps up quickly and is maintained all the way to the lofty 7,500-rpm rev-limit. And with that swell of power, keeping the rear tires attached to the pavement is extremely difficult. With traction control left on, the warning light would flash almost constantly throughout 1st gear, and again, at the beginning of 2nd, and AGAIN into 3rd. With three engine modes (Efficiency, Sport, Sport Plus) and three traction-control programs (On, M Dynamic, Off), we sampled them all. The engine feels strong regardless of mode, but the terminal speed at the end of the quarter-mile reveals that full horsepower is only available in Sport Plus. It's surprising there's no dedicated "Launch" mode in here as well, and even MDM (M Dynamic Mode) felt too heavy handed in reducing wheelspin. In the end, traction-control Off and Sport Plus engine mode was quickest/fastest, but it was by no means a walk in the park. Pressing the throttle all the way to the floor too soon would spin the rear tires, so prudence is the key. The clutch pedal is light and predictable. The shifter is also light in action and snaps into the proper gate(s) without worry or fear of a missed shift. Strong performance from what we expected would be a big performer, but fewer aids than we expected to find. Selecting the right mode, getting the optimal launch, proper traction during hard acceleration, and never missing a shift ain't easy, but perhaps that's the way an M car should be. Finally, we saw no drop in the terminal speed at the end of eight quarter-mile passes, demonstrating that the radiators (we counted six) and intercooler are highly effective at dissipating heat.
As one expects from carbon-ceramic brake discs, once the brakes had a little heat in them, the M4 felt as if it would make the same stop over and over all day long without a fuss. On the other hand, the grabbiness and squealing that used to be associated with carbon-ceramics doesn't seem to be part of the trade-off any longer. These brakes feel otherwise normal in typical driving: Firm pedal, minimal dive, zero fade, and arrow straight. The third stop of five total was the shortest and even the last was shorter than the first.
As with previous M3 coupes (now called the M4), this car feels as if it's on its toes and ready for any curve or corner it might encounter. However, this one feels more settled and confident in the rapid transitions of our slalom course. When SportPlus steering is selected, it was highly responsive, exactingly precise, and the weight/resistance were perhaps only a little excessive, but appropriate for the task. With the electronic stability control (ESC) set to M Dynamic mode (MDM), the car was permitted to slide either the front or rear tires within a generous range before it would begin selectively applying brakes to redirect the car's heading. It was with this confidence within MDM that the driver could probe the M4's lofty limits without the threat of a spin. One can literally point and steer the car with the throttle and weight transfer between front and rear of the car. Despite this loose leash, the quickest passes were accomplished with the least amount of sliding. Eventually, the front tires were the ones that limited the M4's impressive performance here, however, the sophisticated rear differential would allow the driver to fully apply the throttle for an enthusiastic last-cone leap/exit where it could put all the power to the pavement. Big fun here. It was interesting that even with the ESC in default mode [fully on] that the car's athleticism is nearly equal to the MDM mode, albeit with less allowable skidding/fun.