#2021 BMW M4 All Wheel Drive

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Daniel Ricciardo's chances of driving at Bathurst SKYROCKET Red Bull F1 team makes huge announcement

Daniel Ricciardo's chances of driving at Bathurst SKYROCKET as Red Bull F1 team makes huge announcement about Australia's most iconic racetrack A Red Bull Formula 1 car will run demonstration laps at Mount Panorama Aussie Daniel Ricciardo has always wanted to drive at the iconic Bathurst cicuit The car appearing will be the dual-title winning RB7, used during 2011 season By James Cooney For Daily Mail Australia Published: 20:24 EST, 21 December 2022 | Updated: 20:25 EST, 21 December 2022 The chances of seeing Daniel Ricciardo driving at Bathurst have skyrocketed with Red Bull announcing they will take an F1 car to Mount Panorama during the Bathurst 12 hour weekend. The dual-title winning RB7, driven by Sebastian Vettel and Aussie Mark Webber in 2011, will run demonstration laps of the iconic circuit in early February. The chances of seeing Daniel Ricciardo (pictured) driving at Bathurst have skyrocketed with Red Bull announcing they will take an F1 car to Mount Panorama during the Bathurst 12 hour weekend The driver of the car will be announced next year, but rumors say it could be Ricciardo (pictured) whose new role with Red Bull includes commercial activities The driver of the car will be announced next year, but rumors say it could be Ricciardo whose new role with Red Bull includes commercial activities. The eight-time GP winner has spoken several times about his desire to drive at Mount Panorama, and fans believe he will finally get his wish. The Red Bull cars and drivers will be accessible to all ticketholders at the Bathurst 12 Hour event. 'Oracle Red Bull Racing are the current Formula 1 world champions – just to have them at the event is a privilege, but to know that the Red Bull Racing Formula 1 car will be lapping Mount Panorama will be something else,' said event director Shane Rudzis. In 2011, Jenson Button (R) and Craig Lowndes became the first drivers to lap the famous circuit in an F1 car. Such was the speed they were travelling at, a helicopter filming the event could hardly keep up 'This will be a spectacle like nothing we've seen at the 12 Hour before and takes the event to an entirely new level. 'This will be the best opportunity in 2023 for Australian F1 fans to get up close and personal with F1 machinery and an even rarer opportunity to see a Formula 1 car lap Mount Panorama.' In 2011, Jenson Button and Craig Lowndes became the first drivers to lap the famous circuit in an F1 car. Such was the speed they were travelling at, a helicopter filming the event could hardly keep up. Motorcycle GP legend Valentino Rossi will also take to the grid in 2023's Bathurst 12 Hour race. The 43-year-old Italian, a seven-time world champion on two wheels, will drive a BMW M4 GT3 for the WRT team in the high-octane event. The highest-profile driver to compete in the Australian endurance event since its relaunch in 2007, Rossi will be racing for the first time at Bathurst. He is no stranger to Australia, though, having eight times won the MotoGP on Phillip Island prior to his retirement from bike racing in 2021. Motorcycle GP legend Valentino Rossi (pictured) will also take to the grid in 2023's Bathurst 12 Hour race His co-drivers will be experienced GT and Endurance specialists Maxime Martin, from Belgium, and Brazilian Augusto Farfus. 'Valentino Rossi is one of the biggest names in the world of motorsport and we're proud that the Liqui Moly Bathurst 12 Hour will be his first experience of Mount Panorama,' said Rudzis. Advertisement Share or comment on this article: Daniel Ricciardo's chances of driving at Bathurst SKYROCKET Red Bull F1 team makes huge announcement via Formula One | Mail Online https://www.dailymail.co.uk?ns_mchannel=rss&ns_campaign=1490&ito=1490

[superautoreviews]

2021 BMW M4 Release Date, Interior, Specs

New Post has been published on https://www.bmwcartrend.com/2021-bmw-m4-release-date-interior-specs/

2021 BMW M4 Release Date, Interior, Specs

2021 BMW M4 Release Date, Interior, Specs – For you personally, those people who are seeking a new BMW auto then waiting around for the brand new 2021 BMW M4 is advisable. This automobile will probably be built with the latest engine which can make it far more effective and also dependable. Not forgetting that this new auto may also have far better body design as well as interior design, creating far better general specification in addition to performance.

Changes manufactured in the safety of the automobile. The newest safety bags method will likely be far better plus will shield the vehicle inhabitant with greater accuracy and precision. In addition to that your safety design just for this vehicle fasten will even maintain away any undesired individuals. In total the actual safety features to the latest 2021 BMW M4 is not really awful, but it may be significantly better with many minimal enhancements.

2021 BMW M4 Redesign

Exterior And Interior Design

Seems are among the most critical and intriguing items that this automobile provides. With new materials used about the vehicle look including lightweight aluminium and also co2 strengthened plastic material around the makes and hood. This unique vehicle will give you far better and light-weight materials. Not forgetting that it must be lighter compared to prior design. This auto may also have a far more desirable model with a varied collection of colours.

2021 BMW M4 Exterior

Together with the exterior development, we could look at it will proceeding correctly in the foreseeable future. But, have you thought about typically the interior design with this vehicle? There are many critical enhancements around the 2021 BMW M4 insides which usually can vary from a new elegant design that offers high-quality design. The latest materials are known as good quality natural leather materials as well as you will see new infotainment process in the cockpit at the same time.

2021 BMW M4 Interior

2021 BMW M4 Engine

The newest engine with this vehicle will be significantly better and will also be employing a driven up variation of your more aged engine. Any engine utilised alone will likely be utilised using twin turbocompresseur inline 6 engine that offers a 425 hp. The engine will probably be guaranteed with twin clutch system transmission method or possibly DCT. Which often throughout all round will make it an excellent rival available.

2021 BMW M4 Engine

2021 BMW M4 Release Date And Price

Price and also release date is usually come to be just about the most necessary information and facts from all the automobile. A similar can be stated to the most recent BMW M4. The data with this automobile release date is definitely however scarce, even so, it is actually anticipated to be on the season of 2021. While the price label on its own is going to be close to $67.000 for that kind of this vehicle.

[your-dietician]

2023 BMW M2 First Look: M3 Power Without the Weird M3 Looks

New Post has been published on https://medianwire.com/2023-bmw-m2-first-look-m3-power-without-the-weird-m3-looks/

2023 BMW M2 First Look: M3 Power Without the Weird M3 Looks

Remember when the current BMW M3 and its flared nostrils was revealed for 2021 and we all began to worry that every new BMW beyond could wear ever more controversial styling? Well the 2023 BMW M2 coupe is here to challenge that assumption, trading the M3’s wild dual snorters for smaller, more traditionally sized kidney grilles. That’s good, even if everything else on the nose carries strangely blocky detailing relative to the regular 2 Series coupe. It might not be hugely attractive, but it lacks a focal point for haters to fixate on.

Anyway, even though the 2023 BMW M2 marks the second generation of the most brutish 2 Series coupe, it isn’t a complete blank-slate job. Just as BMW claims, the rest of the M2 package largely mirrors (and builds on) the “winning formula” of the previous model—taking some of the suspension and engine bits from the BMW M3/M4 and putting them in to the smaller 2 Series package.

M3 Power!

That means the new BMW M2 features the same S58 3.0-liter turbocharged inline-six engine found in various other M models. Here it is tuned for 453 horsepower—about 48 hp more than the previous model and 9 hp more than the 2020 BMW M2 CS, and just 20 hp shy of the base M4 coupe. Max torque is 406 ft-lb and is available between 2,650 and 5,870 rpm.

A six-speed manual gearbox will be standard equipment—yes!—and the M2’s available automatic switches from a dual-clutch unit to a traditional eight-speed torque-converter unit. Like other recent M models, the 2023 M2 comes with a few neat drivetrain tricks. A “Gear Shift Assistant” will automatically match revs for downshifts on the manual, and the Active M differential allows for several selectable driving modes. There are also 10 levels of DSC (dynamic stability control) intervention to choose from.

There also is an M Mode button, which is essentially puts track mode one steering-wheel-button-press away, reducing all the electronic babysitters in the pursuit of track performance. To keep track of said track performance is an M lap timer which is fairly self-explanatory—time yourself! More interesting to us is the return of the M Drift Analyzer which will actually record the duration, distance, and angle when the driver is sending it sideways; we’ve played with this in the new M3 and M4, and it’s an addictive way to up your spending on replacement rear tires.

Unfortunately, all of these new features and the tech-y new interior features like curved displays and eSIM capability (new to the regular 2 Series Coupes for 2023), all add weight. Therefore the new M2 coupe tips the scales at 3,814 pounds for the six-speed manual and 3,867 pounds when equipped with the eight-speed automatic; at least comparing the manual transmission versions, that represents a weight increase of about 300 pounds relative to the 2016 model. A carbon fiber roof can be optioned to shave a few pounds.

So, About that Design

OK, we’ve stalled long enough—it’s time to talk in greater depth about the 2023 BMW M2’s design. It isn’t a complete shock since the camo-wrapped prototype has already made the rounds, but now we can take in the full effect of the M2’s unique, highly three-dimensional façade.

The M2 mercifully does not inherit the current M3 and M4’s massive kidney grilles that dominate those cars’ front fascias, but they are frameless—meaning the body-color surrounds just sort of jarringly end where the grille opening begins. Easily the most noticeable features are the very prominent square intakes that flank the front air dam, quite a departure from the base 2 Series coupes’ triangular pieces. While not the worst of the modern BMW bunch, here’s our rub with the M2: The regular 2 Series Coupes represent a relative high point of styling restraint for the Bavarian brand, which places the fussier M2 in slightly less flattering relief.

Elements of the previous model can still be found in the 2023 M2’s overall appearance. It becomes especially apparent when looking at the 2023 M2 in profile. The short overhangs, wide wheel arches, and defined rear diffuser are all there. Visually, the small sports car looks about the same in all dimensions but at 180.3 inches long, 74.3 inches wide, and 55.2 inches tall, the new M2 is 4.1 inches longer than its predecessor, 1.3 inches wider, and 0.3 inches lower.

The 2023 M2 will offer five hues, with two of them being solid colors and the remaining three metallic finishes. The shade you see in the official release images is Toronto Red metallic. Black Sapphire metallic, Brooklyn Grey metallic, Alpine White, and the new exclusive Zandvoort Blue are among the available color options.

Before you jump to arguing on Reddit over the way this M2 looks, consider that it will have a base price of $63,195 when it launches early next year. That’s not much more than a loaded-out 382-hp M240i coupe, and it’s a few thousand bucks less than an entry-level, non-Competition-level M4, while being smaller and delivering similar power—and, based on our experience behind the wheel of an M2 prototype earlier this year, should provide an absolute riotous driving experience.

Read the full article here

[stevenmichael]

Pre Owned BMW X5 Springfield Ma

The Track Is Calling- Respond With The BMW M4

The newly designed BMW M4 Coupe and the M4 Competition model are built with the peak performance required by professional racing drivers. This reimagined powerhouse will impress you from the moment you lay eyes on its sleek, sculpted design. And when you test drive it, the thrill of the track is evident, even on an everyday drive. Come into the premier BMW dealer — Pre Owned BMW X5 In Springfield Ma —and experience why so many racing enthusiasts are drawn to this trendsetting vehicle.

POWER & PERFORMANCE With An Adrenaline Rush

The M4’s TwinPower Turbo, 3.0L inline 6-cylinder engine delivers 473 lb-ft of horsepower and can blast you from 0–60 in 4.1 seconds. The M4 Competition coupe builds on that and has a hp of 503 and can go from 0–60 in 3.8 seconds. Both pack plenty of punch and torque when quick acceleration is needed.

The 8-speed M STEPTRONIC automatic transmission gives a smooth ride in the Competition model, or for those who enjoy shifting, the coupe offers a 6-speed manual transmission for more personal control of performance and response. The rear-wheel-drive system maneuvers quick turns and corners easily.

Attention Getter

The exterior of the BMW M4 screams for attention, and it’s sure to get it. The space-age aerodynamic design starts with the frameless kidney grill and continues all the way back to the rear diffuser and trunk spoiler. The uniquely shaped LED taillights and the carbon fiber roof with fins exude a bold intensity that will be making heads turn as you turn each corner.

The Future Of Technology Is At BMW

BMW presents a new era of automotive technology to keep you connected, productive and entertained. The Live Cockpit Professional system has a 12.3-inch display so you have instant access to vehicle data, navigation, and rev counters. The iDrive 7.0 Operating system allows you to stay connected via hands-free Bluetooth® and is Apple CarPlay™ and Android Auto™ compatible. You never have to miss a text or call, and you can easily access your favorite apps.

BMW TeleServices allows you to control features with just the sound of your voice so you can focus on the thrill of the drive and keep your eyes on the road. And for the best in surround sound entertainment, the Harman Kardon® Audio System has 16 speakers and a 464-watt amplifier.

Active Driving Assistant Lets You Drive Safely

Keeping you safe on the road is the most important goal of BMW, and the M4 comes standard with innovative high tech safety features. Active Driving Assistant includes Lane Departure Warning and Active Blind Spot Detection to make lane changing safer. Frontal Collision Warning uses sensors and a camera and will warn you if you are too close to another vehicle. And if a collision is imminent, automatic braking will be applied to avoid an accident. If an accident does occur, you can be confident that help will soon be on the way with BMW Assist eCall. The LED headlights with automatic high beams and LED daytime running lights to help other drivers see you easier.

Drive Like A Professional

If blistering speed, advanced agility, and dramatic design are what thrill you, come into your BMW dealership—BMW of West Springfield—to experience the intense capabilities of the 2021 BMW M4. Even if you are considering another BMW model, schedule a test drive and we can assure you that in the M4, your car buying experience will be like none other.

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2021 BMW M3 Competition vs. Alfa Romeo Giulia Quadrifoglio Comparison Test: Four-Door Fire

On paper, the attractive Alfa Romeo Giulia Quadrifoglio and the new, funky-looking 2021 BMW M3 Competition are spun from the same bolt of carbon-weave cloth. Both cars are rear-wheel-drive, front-engine members of the compact luxury sedan segment. Each boasts a twin-turbo six-cylinder engine displacing about 3.0 liters. The Alfa and BWM share the same ZF-sourced eight-speed automatic transmission and nearly identical power outputs just a tick beyond the 500-hp mark.

Pricing—both starting and as tested—parallel each other, as well. BMW requires $73,795 for the basest of the base M3 Comp, while Alfa demands $76,095 to get things started with its arrabbiata Quad. Our test-car examples sit at a hefty $93,945 for the Italian and $97,645 for the bright yellow German, so ignite your checkbook if you want to re-create our pairing.

This comparison test is a meeting of technical equals with only a few minor exceptions, at least if you limit your afternoon reading exclusively to our spec charts that follow in this piece. In practice and on the charge, the 2021 BMW M3 Competition and 2020 Alfa Romeo Giulia Quadrifoglio couldn’t be more dramatically different in terms of their ethos.

The Same, Only Quicker

A portion of this perceived imbalance is objective. Before we even have a chance to weigh the sensory and tactile differences between the M3 and the Quadrifoglio, the BMW gaps the Alfa on our test track with tires ablaze and ass akimbo. In Competition form, the M3’s 502-hp engine—and the M4’s by extension—is just short of the 505-hp Alfa. But it spreads an extra 36 lb-ft of torque on its rear Michelin Pilot Sport 4S tires like cold butter on toast.

The two supersedans were dead even off the line, right up to the 50-mph mark where the BMW pulled ahead by 0.1 second, and then by 0.2 second at 60 mph. The Alfa took 3.7 seconds to cross that magic 60-mph mark, while the M3 nudged ahead at 3.5 seconds. The Giulia continued to wilt under the M3 Comp’s torque-tastic hammer, with the BMW claiming a 0–100-mph scramble in just 7.5 seconds, bettering the Alfa’s quick-but-not-quick-enough 8.3-second run. The 2021 BMW M3 Competition needs 11.6 seconds to conquer the quarter mile at 125.6 mph, a 0.3-second and 5.5-mph advantage over the red Alfa.

Big Performance Needs Big Space

Big power and big performance meet big rock country: Tired of our usual vehicular stomping grounds, we put the full extent of these sedans’ trans-county capabilities to good use escaping the gravitational tug of the greater Los Angeles metroplex. For two days, the slash of jagged land bordering Death Valley and the Inyo National Forest was our playpen. The locales offered secluded mountain passes that wiggled past campgrounds, and grit-washed desert highways that speared unbroken into the horizon.

Between L.A. and this delicious wasteland is a stretch of semi-populated California highway that’s best endured rather than enjoyed, no matter how quick the car or daring the driver. A perfect opportunity to futz and fiddle with the interior accoutrement and baseline road manners. This was one of the most important parts of the test, considering these are supposed to be the do-it-all multi-tools of the performance-car pie.

Game of Carbon-Fiber Thrones

Just a few miles from our office in El Segundo, the M3 Competition already proved itself a bit of a bummer. Test co-driver and features editor Scott Evans quickly found the new 2021 M3’s hyper-aggressive seats sadistic, its user interface frustrating, and its infotainment Kafkaesque.

“These might be the least comfortable seats I’ve ever experienced in a production car, and I include every track seat and carbon-fiber bucket I’ve ever sat in,” he snipped. “If you plan to do a lot of track time with this car, maybe go ahead and get these seats, but only if you plan to make it a permanent track car or you are willing to buy a second set of normal seats for all the other times you might want to drive it.”

Fire Up a Better Grille

Your ass won’t be the only thing stunned numb by the 2021 BMW M3 Competition. When viewed directly from the front—an inadvisable activity for which we recommend wearing solar-eclipse glasses—the new M3 Competition is an astoundingly ugly car. Do you like its dorky buck teeth? Those gawping nostrils locked in a perma-sniff posture? You’re weird. Don’t even write to tell us you think we’re wrong; we’ll just laugh and tape your letter to the grille of the next G80-series M3 we find so we don’t have to look at it in its totality.

This car looks very much like someone styled a normal BMW 3 from 10,000 feet down in the ocean, then shot it to the surface where it rapidly decompressed like some sort of automotive blobfish. In our 14.7-psi sea-level world, that type of weird just doesn’t work, and no, it hasn’t improved with time since we first saw it. This styling is not growing on us so much as it is haunting our night terrors.

In contrast, the pretty-ish 2020 Alfa Romeo Giulia Quadrifoglio is a veritable master class in design when lined up against the German.

“I briefly considered running the M3 into the Alfa in hopes that some of the Giulia’s beauty would rub off on it, only to dismiss the idea under the rightful fear of achieving the exact opposite,” Evans said after his highway stint in the BMW.

Forgiving Past Sins

Much of our BMW complaining subsided after we slipped off the highway and planned our charge up the side of Mt. Whitney. In many ways, the new G80-generation—G80? Gee, ugly—M3 Competition feels like a tight-lipped half-apology for the rather brutish F80 M3/F82 M4 cars it replaced. Our complaints with the prior car were numerous: steering that was both cinder-block heavy and alarmingly vague, a dual-clutch transmission with chalky operation, a bind-prone rear-axle, the S55 3.0-liter engine that sounded like a brass can of rich, schnitzel-fed farts. And crucially, it delivered too much power down low, with a greasy rear end that hopped, skipped, and smoked even with careful inputs once you got beyond moderate throttle.

Naturally, the Munich Maniacs figured more power was the solution, so the 2021 BMW M3 still vapes the rear rubbers like flash paper with an absolute ripper of an engine. The new S58 twin-turbo inline-six proves that while BMW pivots toward electrification, it still has the internal combustion know-how. The 503-hp rating is merely a suggestion; it must make that much at the wheels, because this 3.0-liter pulls like something closer to 550 hp. It both feels and sounds extraordinarily power-dense, like a leaf blower hoovering up a pile of honed titanium wind chimes.

The Alfa’s 2.9-liter Ferrari/Maserati-sourced twin-turbo V-6 feels every bit of its 505 hp and 443 lb-ft—no more, no less. The initial syrup-thick charge tapers off soon after you cross the upper end of highway speeds, while returning a muted, fuzzy soundtrack rather unbefitting of its Maranello origins. It’s not an unpleasant sound, but it’s a one-dimensional blat that is drowned completely by the M3’s volcanic crackle.

Drive Mode Methods

Happily, the 2021 BMW M3 Competition drives far better than it looks, and the 2020 Alfa Romeo Giulia Quadrifoglio drives more thrilling than it sounds. The main event of this brief desert sojourn was an empty-ish mountain road that does a stunning Yankee impression of Italy’s Stelvio Pass. But before we could splatter the rear panels in molten rubber, we idled at the mountain’s base, twiddling with assist systems and drive modes to put both cars into their max-attack stance.

More frustrated grunts emanated from the M3’s open window while properly locking in the BMW’s drive settings for the first time. Navigating the wildly complex and counterintuitive menus, sub-menus, and sub-sub-menus was a total pain: The morphine only kicked in once our preferences were mapped to the bright red “M1” and “M2” antennae buttons jutting from the upper sides of the steering-wheel center. After that, you just toggle between the two for your desired preset mode profile.

The Alfa continued to be the Bizzarro-world alternative to the M3. It’s dead simple—too simple, really. The rotary drive-mode selector on the center console offers four choices, only two of which are noteworthy for fast driving. Like the M3 Competition, the Giulia Quadrifoglio rides on adaptive suspension. Unlike the BMW, you cannot toggle between suspension stiffness outside of their tethered drive settings.

Alfa’s Wacky Suspension Settings: Why?

The 2020 Alfa Romeo Giulia Quadrifoglio’s suspension is set to medium stiffness while in Dynamic mode, with the driver given the option to soften things by poking the suspension button located in the center of the drive-mode selector. We found Dynamic mode too soft, so we skipped straight to Race mode where the suspension is at its hardest, and where it can be toggled down to Dynamic mode’s middle setting for extra comfort.

Frustratingly, engaging Race mode also forces the stability control and traction-control off, so you can’t access the stiffest suspension without also running your 505-hp monster without driver aids. Fine on the track, but it’s initially frustrating and nerve-wracking on a mountain pass with unprotected drop-offs.

After just a few corners, our concerned scowls flipped into open-mouthed grins. It’s simply beautiful to drive. The steering is wonderfully delicate, giving you intimate control of the sweetest modern rear-wheel-drive sedan chassis on the market. Even with all assist systems off and a dangerously heavy right foot, the Giulia is unshakably neutral with just a smidge of understeer until you act like an absolute moron. Then, the rear swings out fluidly with all the predictability of finding a burger wrapper in a McDonalds trash can. Catch, correct, and charge hard down that straight. Too fast? Dance on the cheek-rippling carbon-ceramic brakes that gave us only the slightest bit of fade during hard back-to-back sprints. The brake-by-wire system is too touchy for smooth commuting, but the instant bite and neck-wrenching stopping power is almost worth the binarity.

This Alfa Romeo feels much like an M3 by way of Ferrari. A corny sentiment, perhaps, but it’s the best way to describe just how sweet this car slips around.

“This is a company that gets it,” Evans said. “It’s incredibly engaging to drive and draws you in with its personality. You really feel like you’re driving fast and having the time of your life.”

BMW’s Beautiful Brutality

If the Alfa is a careful caress, the new 2021 BMW M3 Competition is a dark-alley sucker-punch to the skull. If you covet outright capability, stop reading here and mark down the M3 as the winner. The G80 M3’s pace, limits, and brutal capability are fantastic; even the quicksilver Giulia fell a step behind when the BMW’s wick burned at full flame. The M3 absolutely rips up a mountain when it’s driven correctly; it’s enormously capable, more so than the Alfa.

Capable doesn’t always mean better. In sharp contrast to the prior M3’s/M4’s concrete-thick steering weight, the 2021 M3 Competition’s inputs are light as soap foam. Steering is quick and very predictable, but not great in terms of feel. In fact, the Alfa is a great example of how to do light steering without giving up too much grain. The BMW’s ceramic brakes—while potent—suffered the familiar pedal mushiness we’ve experienced in recent BMW M products. Whether the culprit is a set of slag-prone street-focused brake pads or low-temp brake fluid, modern M cars’ brakes go soggy quicker than those of its competitors’ do, particularly on those with ceramic brakes.

The M3 Competition was violence in motion through the gravel-strewn hairpins. Compared to the floor-it-anywhere Alfa, the BMW required a much, much gentler touch on the loud pedal—that is, if you followed the path of max efficiency. Unlike the Giulia, we left all of the M3’s assist systems on. If we fed more than half throttle at the corner exit, the rear-end teeter-tottered ever so slightly under the restraint of driver aids.

Even with that spooky rear torsion, the M3’s explosive forward motion remained entirely unaffected—just make sure everything is set up correctly. Driven fast in lesser modes, the BMW feels like it transfers way too much power across the rear axle, and it makes the car feel overpowered and unstable. On the other hand, set the car in the correct modes, and it puts down power incredibly well, with driver-inspiring confidence, to boot.

A Tale of Two, Er, One Transmission

Both cars provided a case study of just how far traditional automatic transmissions have come in the past decade. Again, the venerable ZF eight-speed auto is shared between the Giulia and M3, giving us a rare opportunity to experience marque-specific differences between what is essentially a shared crate of gears. We had no complaints about the BMW; shifts were snappy when we wanted them and subtle when we didn’t, and BMW’s shift logic is one of the better examples on the market. Not once did we miss the clattery old dual-clutch from the previous car, as the ZF provided all of the quick-shifting upsides with none of the loud, balky downsides.

The Alfa’s eight-speed was similarly quick-shifting, but its shift logic while in max-aggro mode was best avoided by manually shifting via the paddles or console shifter. The transmission guffawed occasionally in some of the sharper, slow corners, cutting power and limiting revs to a couple thousand below redline. No warnings flashed, so we assumed it was a bug and carried on.

BMW M3 Competition vs. Alfa Romeo Giulia Quadrifoglio: The Verdict

Two cars, two personalities, one winner. In terms of raw speed, the trophy goes without doubt to the 2021 BMW M3 Competition. But if this was just a spec-panel showdown, what’s the point of all these accumulated miles? The BMW is barbarically quick by every parameter, but there’s nothing particularly joyful about the way it scours a path. It’s clinical and cold, and it spat us out at the end of the mountain road not with a “Wow!” but with a “Yeah, that’s about right” kind of reaction.

Still, if you seek a reasonably comfortable, well-appointed four-door that could moonlight as a terrestrial Mach 3 reconnaissance craft, the 2021 BMW M3 Competition is a good place to start. This assumes you can stomach its ugly mug and you leave the unforgiving seats on the shelf. A great car, a good experience.

As capable as the M3 Competition is, the 2020 Alfa Romeo Giulia Quadrifoglio is driving ambrosia. There wasn’t a stretch of paved road the Alfa didn’t flow down like melted garlic butter. And as the gap between the BMW and Alfa grew on the straights, so did our grin: The Alfa just gave us more room to poke and prod the Quad’s limits on our own time. The car is rewarding to drive fast, easy to drive slow, nice to look at, simple to operate, and it positively crackles with personality. A great car, a great experience.

Second Place: 2021 BMW M3 Competition

Pros: 

Spectacular engine with brutal power

Reasonably comfortable when not in most aggressive setting

Extraordinarily easy to drive extremely quickly

One of the most capable sedans you can buy

Cons: 

Ultra-light steering

Mushy brakes at times

Comes off as a bit joyless

Look at it

First Place: 2020 Alfa Romeo Giulia Quadrifoglio

Pros: 

Delectable steering

Excellent chassis

Delightful day-to-day ride comfort

Dazzling brakes

Cons: 

Silly suspension settings

Rudimentary drive modes

Brake-by-wire system too aggressive for daily use

Engine sound could be more exciting

POWERTRAIN/CHASSIS 2020 Alfa Romeo Giulia Quadrifoglio Specifications 2021 BMW M3 Competition Specifications DRIVETRAIN LAYOUT Front-engine, RWD Front-engine, RWD ENGINE TYPE Twin-turbo 90-deg V-6, alum block/heads Turbocharged I-6, alum block/head VALVETRAIN Direct-injected DOHC, 4 valves/cyl Direct-injected DOHC, 4 valves/cyl DISPLACEMENT 176.4 cu in/2,891cc 182.6 cu in/2,993cc COMPRESSION RATIO 9.3:1 9.3:1 POWER (SAE NET) 505 hp @ 6,500 rpm 503 hp @ 6,250 rpm TORQUE (SAE NET) 443 lb-ft @ 2,500 rpm 479 lb-ft @ 2,750 rpm REDLINE 6,700 rpm 7,200 rpm WEIGHT TO POWER 7.6 lb/hp 7.4 lb/hp TRANSMISSION 8-speed automatic 8-speed automatic AXLE/FINAL-DRIVE RATIO 3.09:1/1.98:1 3.15:1/2.02:1 SUSPENSION, FRONT; REAR Multilink, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar Struts, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar STEERING RATIO 11.8:1 15.0:1 TURNS LOCK-TO-LOCK 2.2 2.0 BRAKES, F; R 15.4-in vented, drilled, carbon-ceramic disc; 14.2-in vented, drilled, carbon-ceramic disc 15.7-in vented, drilled, carbon-ceramic disc; 15.0-in vented, drilled, carbon-ceramic disc WHEELS, F;R 8.5 x 19-in; 10.0 x 19-in forged aluminum 9.5 x 19-in; 10.5 x 19-in, forged aluminum TIRES, F;R 245/35R19 93Y; 285/30R19 98Y Pirelli P Zero Corsa AR Asimmetrico 275/35R19 100Y; 285/30R20 99Y Michelin Pilot Sport 4S DIMENSIONS WHEELBASE 111.0 in 112.5 in TRACK, F/R 61.2/63.3 in 63.7/63.2 in LENGTH x WIDTH x HEIGHT 182.6 x 73.7 x 56.1 in 189.1 x 74.3 x 56.4 in TURNING CIRCLE 37.0 ft 40.0 ft CURB WEIGHT 3,818 lb 3,745 lb WEIGHT DIST, F/R 53/47% 53/47% SEATING CAPACITY 5 5 HEADROOM, F/R 38.6/37.6 in 40.6/37.8 in LEGROOM, F/R 42.4/35.1 in 41.6/35.6 in SHOULDER ROOM, F/R 56.1/53.6 in 56.0/54.6 in CARGO VOLUME 13.4 cu ft 13.0 cu ft TEST DATA ACCELERATION TO MPH 0-30 1.6 sec 1.6 sec 0-40 2.2 2.2 0-50 2.9 2.8 0-60 3.7 3.5 0-70 4.6 4.4 0-80 5.7 5.3 0-90 6.9 6.4 0-100 8.3 7.5 0-100-0 12.1 11.3 PASSING, 45-65 MPH 1.6 1.4 QUARTER MILE 11.9 sec @ 120.1 mph 11.6 sec @ 125.6 mph BRAKING, 60-0 MPH 99 ft 102 ft LATERAL ACCELERATION 0.97 g (avg) 1.03 g (avg) MT FIGURE EIGHT 24.0 sec @ 0.82 g (avg) 23.8 sec @ 0.85 g (avg) TOP-GEAR REVS @ 60 MPH 1,700 rpm 1,500 rpm CONSUMER INFO BASE PRICE $76,095 $73,795 PRICE AS TESTED $93,945 $97,645 ON SALE Now Now AIRBAGS 8: Dual front, front side, f/r curtain, front knee 8: Dual front, front side, f/r curtain, front knee BASIC WARRANTY 4 yrs/50,000 miles 4 yrs/50,000 miles POWERTRAIN WARRANTY 4 yrs/50,000 miles 4 yrs/50,000 miles ROADSIDE ASSISTANCE 4 yrs/Unlimited miles 4 yrs/Unlimited miles FUEL CAPACITY 15.3 gal 15.6 gal EPA CITY/HWY/COMB ECON 17/25/20 mpg 16/23/19 mpg RECOMMENDED FUEL Unleaded premium Unleaded premium

The post 2021 BMW M3 Competition vs. Alfa Romeo Giulia Quadrifoglio Comparison Test: Four-Door Fire appeared first on MotorTrend.

https://www.motortrend.com/cars/bmw/m3/2021/2021-bmw-m3-competition-vs-alfa-romeo-giulia-quadrifoglio-comparison-test-review/ visto antes em https://www.motortrend.com

[vividracing]

New Post has been published on https://www.vividracing.com/blog/new-kw-height-adjustable-spring-kits-now-available-for-2021-bmw-m3-and-m4/

New KW Height Adjustable Spring Kits Now Available for 2021 BMW M3 and M4

KW Suspensions has just released new Height Adjustable Spring Kits for the high-power and performance-driven 2021+ BMW G80 M3 and G82 M4 models. Made exclusively for these M vehicles, the KW Height Adjustable Spring Kit is designed to deliver a high-quality customized lowering system to take your suspension to the ultimate level, no pun intended. If you are looking for the best way to give your BMW a more aggressive look and get rid of the pesky factory wheel gap without compromising ride quality, consult the suspension experts at KW. After all, KW Suspensions is widely recognized for having achieved a solid reputation for offering ideal lowering solutions with varying degrees of adjustments to give you the best possible driving experience while looking your very best. 

View KW Suspensions Inventory Here

This system works with the BMW M3 (G80) and M4 (G82) Coupe, Competition, 2WD, and xDrive models. Used in combination with the standard dampers, customized suspension height adjustments are now possible for both the M3 and M4. The BMW M3 can be lowered anywhere between 10 and 25 mm at the front and from 5 to 20 mm at the rear. The BMW M4 can be lowered 15 to 30 mm at the front and 5 to 20 mm at the rear. Providing more driving dynamics with OEM quality, the KW chrome-silicon steel lowering springs, matching elastomers, and dust protection systems are used in this vehicle-specific solution, so you can experience full control of your BMW’s sleek style and advanced performance.

Features: 

Lowers your M4 between 15-30mm in the front and 5-20mm in the rear.

Lowers your M3 between 10-25mm in the front and 5-20mm in the rear.

Includes vehicle-specific bump stops for with a dust protection system. 

HAS springs offer continuous ride height adjustment.

High-quality springs made of chrome-silicon steel.

Spring rates designed specifically for each respective OE suspension damper and wheel load.

Fitments: 

2021+ BMW M3 G80

2021+ BMW M4 G82

*Includes Coupe, Competition, 2WD, & xDrive models

Part Number: 253200EB MSRP: $1,149.00

If you have any questions about KW Spring Kits, please do not hesitate to contact us. You can reach us by phone at 1-480-966-3040 or via email at sales@vividracing.com.

[dipulb3]

2021 BMW M440i Convertible is all about smiles per gallon

New Post has been published on https://appradab.com/2021-bmw-m440i-convertible-is-all-about-smiles-per-gallon-4/

2021 BMW M440i Convertible is all about smiles per gallon

This car’s front-end styling is slightly softer than BMW M3 and M4’s. Do you like it any better?

Craig Cole/Roadshow

Unless it’s something grand like a Rolls-Royce Dawn, I’m not much of a convertible fan. The added glare of top-down driving hurts my eyes; I don’t like getting sunburned or having wind tussle my wispy hair; plus these cars are often noticeably shakier than their fixed-roof counterparts. But the 2021 BMW M440i Convertible is compelling enough to make even a droptop hater like me think twice.

Like

Impressive refinement

Strong acceleration

Silky inline-six

Don’t Like

Uneven low-speed braking

iDrive 7 could be simpler.

Brash front end

Naturally, this car’s main attraction, and the feature that most clearly separates it from the 4 Series coupe, is its folding cloth roof. This is a new addition that replaces the previous convertible’s hardtop. The redesigned assembly is about 40% lighter than before, which helps lower the center of gravity, though it also provides a tiny bit more headroom inside. Transitioning the M440i from enclosed car to open-air cruiser (or vice versa) happens in a curt 18 seconds, something you can do at speeds up to 31 mph.

Keeping the M440i’s interior study-hall quiet, even at highway speeds, its folding soft top features a flush-mounted rear window and multiple layers of insulation. Additionally, the intake system, engine cover and underbody are tweaked to help minimize ruckus. The exterior fabric top is offered in two colors, basic black and Moonlight Black, the latter of which has a metallic shimmer.

2021 BMW M440i Convertible: Droptop fun plus driving refinement

See all photos

Two engines are offered in the 4 Series convertible and each is available with rear- or all-wheel drive. A 2.0-liter turbo-four motivates 430i models, though M440i variants like my tester feature a spicy 3.0-liter turbo I6. Truth be told, the base engine’s 255 horsepower is probably more than enough, but it’s impossible to argue with the optional six’s 382 hp and 369 pound-feet of torque, which is routed to the pavement through an astute eight-speed automatic transmission. This combination can propel the M440i to 60 mph in 5 seconds flat, an impressive sprint time, though it feels even quicker than that. Depending on the wheel and tire combination, terminal velocity is either 130 mph or 155 mph, though with the top down both are probably fast enough to rip your hair plugs out. I already have enough exposed scalp to ever give this a try.

Making that up-level engine even more intoxicating is its silver-tongued exhaust note and incredible refinement. From idle to redline, the thing is smoother than hand lotion, transmitting basically zero vibration to the cabin. Aiding performance and fuel economy, this straight-six is augmented by a 48-volt electrical system, which also helps iron out stop-start events, making them nearly imperceptible. At lower speeds, the engine also shuts off and the M440i glides along, which is great, but without any load on the drivetrain it changes the brake-pedal feel, making it a bit of a challenge to stop smoothly at times. The M440i features M Sport Brakes including four-piston front calipers and single-pot rears, and this setup provides incredible stopping performance for everyday street use.

This 3.0-liter turbo-I6 is an absolute sweetheart, strong, sonorous and practically as smooth as an electric motor. 

Craig Cole/Roadshow

I’m almost ashamed to admit this, but I actually prefer the M440i convertible to the 2021 BMW M4. The car is still extremely quick and engaging without the manic, boiling-over feel of its overcaffeinated sibling. This droptop’s front end, while still plenty — let’s just say distinctive — is less in-your-face than what’s fitted to the M3 sedan and M4 coupe. The front fascia is smoother and less pronounced around the top of kidney grilles and the titanium-colored accents (Cerium Gray in BMW parlance) look great, especially next to this example’s deep Tanzanite Blue II Metallic paint, which is a $1,950 option.

The M440i’s steering is quick and precise, and for better handling, the 4 Series convertible can be fitted with an Adaptive M Suspension system, which includes continuous damping adjustment at each wheel. But even with the stock suspenders this car is entertaining to drive, striking a great balance between sport and smooth. M440i examples also come with an M Sport Differential, which equalizes torque between the left and right rear wheels for better traction. This feature is optional on the less-potent 430i.

Whether the top is up or down, this Bimmer feels impressively sturdy. Structural shakes and jiggles are barely noticeable, even when driving over moon-cratered pavement, which is one of my primary complaints about convertibles. Fold the roof away to bask in Mother Nature’s glory and the M440i provides a serene driving experience and a purring exhaust note that’s pleasantly pronounced without being intrusive. Wind noise and buffeting are also well attenuated.

The 2021 BMW M440i Convertible’s interior is bright and airy, suitably (if not overwhelmingly) luxurious, too.

Craig Cole/Roadshow

Even though it drives with a sharp edge, the M440i carries itself with dignity and restraint. This impressive refinement makes the car a bit deceptive, as you’re always going faster than you think. Fortunately, all this speed does little to impact fuel economy. The M440i stickers at 23 mpg city and 31 mpg highway. Combined, it’s rated at 26 mpg, though in mixed use I’ve been averaging 28 and change, damn impressive performance for such a potent and porky car (it is, after all, 4,171 pounds of Bavarian goodness).

Settle in behind the wheel and this BMW coddles you with an appropriately luxurious interior. This cabin doesn’t blow my mind, but everything is sensibly laid out, the leather is of good quality and there are plenty of soft materials. The front bucket chairs are comfortable enough and the backseat, while it doesn’t provide sprawl-out legroom, is still plenty spacious for adult passengers.

The 4 Series convertible comes standard with an 8.8-inch center touchscreen and a 5.1-inch instrument-cluster display. Live Cockpit Professional, which is offered as a standalone extra or bundled in several options packages, upgrades the main screen to a 10.3-incher and the gauge cluster to a 12.3-inch panel. The former is home to iDrive 7, an infotainment system that is blazingly fast but a little clunky. It’s definitely not one of the easier systems to grasp, but once you do familiarize yourself it works well enough. If you don’t feel like learning a new system, Apple CarPlay and Android Auto are both standard and, for added convenience, each smartphone-mirroring system can connect to the car wirelessly.

This M440i Convertible is ready for some fun in the sun.

Craig Cole/Roadshow

Other standard tech includes lane-departure warning with steering correction, forward collision warning, blind-spot monitoring and rear cross-traffic alert. Excellent automatic high beams are also included at no extra charge. Unfortunately, adaptive cruise control with stop-and-go capability and traffic jam assist as well as a 360-degree camera system and self-parking capability cost extra.

When it comes to dollars and cents, the 2021 BMW M440i Convertible starts around $65,000 including $995 in destination fees, which is about 11 grand richer than an entry-level 430i ragtop. With the $3,700 Executive Package, the $1,300 Dynamic Handling Package, an $875 Harman Kardon sound system and a few other ancillaries, this example checks out for $74,870.

With its silky six-cylinder engine, solid feel and crisp-yet-refined dynamics, the M440i is a good luxury car and an excellent convertible. Even though I still prefer enclosed vehicles, this droptop BMW puts a smile on my face nearly every time I drive it, a monumental achievement.

[dipulb3]

2021 BMW M440i Convertible is all about smiles per gallon

New Post has been published on https://appradab.com/2021-bmw-m440i-convertible-is-all-about-smiles-per-gallon-2/

2021 BMW M440i Convertible is all about smiles per gallon

This car’s front-end styling is slightly softer than BMW M3 and M4’s. Do you like it any better?

Craig Cole/Roadshow

Unless it’s something grand like a Rolls-Royce Dawn, I’m not much of a convertible fan. The added glare of top-down driving hurts my eyes; I don’t like getting sunburned or having wind tussle my wispy hair; plus these cars are often noticeably shakier than their fixed-roof counterparts. But the 2021 BMW M440i Convertible is compelling enough to make even a droptop hater like me think twice.

Like

Impressive refinement

Strong acceleration

Silky inline-six

Don’t Like

Uneven low-speed braking

iDrive 7 could be simpler.

Brash front end

Naturally, this car’s main attraction, and the feature that most clearly separates it from the 4 Series coupe, is its folding cloth roof. This is a new addition that replaces the previous convertible’s hardtop. The redesigned assembly is about 40% lighter than before, which helps lower the center of gravity, though it also provides a tiny bit more headroom inside. Transitioning the M440i from enclosed car to open-air cruiser (or vice versa) happens in a curt 18 seconds, something you can do at speeds up to 31 mph.

Keeping the M440i’s interior study-hall quiet, even at highway speeds, its folding soft top features a flush-mounted rear window and multiple layers of insulation. Additionally, the intake system, engine cover and underbody are tweaked to help minimize ruckus. The exterior fabric top is offered in two colors, basic black and Moonlight Black, the latter of which has a metallic shimmer.

2021 BMW M440i Convertible: Droptop fun plus driving refinement

See all photos

Two engines are offered in the 4 Series convertible and each is available with rear- or all-wheel drive. A 2.0-liter turbo-four motivates 430i models, though M440i variants like my tester feature a spicy 3.0-liter turbo I6. Truth be told, the base engine’s 255 horsepower is probably more than enough, but it’s impossible to argue with the optional six’s 382 hp and 369 pound-feet of torque, which is routed to the pavement through an astute eight-speed automatic transmission. This combination can propel the M440i to 60 mph in 5 seconds flat, an impressive sprint time, though it feels even quicker than that. Depending on the wheel and tire combination, terminal velocity is either 130 mph or 155 mph, though with the top down both are probably fast enough to rip your hair plugs out. I already have enough exposed scalp to ever give this a try.

Making that up-level engine even more intoxicating is its silver-tongued exhaust note and incredible refinement. From idle to redline, the thing is smoother than hand lotion, transmitting basically zero vibration to the cabin. Aiding performance and fuel economy, this straight-six is augmented by a 48-volt electrical system, which also helps iron out stop-start events, making them nearly imperceptible. At lower speeds, the engine also shuts off and the M440i glides along, which is great, but without any load on the drivetrain it changes the brake-pedal feel, making it a bit of a challenge to stop smoothly at times. The M440i features M Sport Brakes including four-piston front calipers and single-pot rears, and this setup provides incredible stopping performance for everyday street use.

This 3.0-liter turbo-I6 is an absolute sweetheart, strong, sonorous and practically as smooth as an electric motor. 

Craig Cole/Roadshow

I’m almost ashamed to admit this, but I actually prefer the M440i convertible to the 2021 BMW M4. The car is still extremely quick and engaging without the manic, boiling-over feel of its overcaffeinated sibling. This droptop’s front end, while still plenty — let’s just say distinctive — is less in-your-face than what’s fitted to the M3 sedan and M4 coupe. The front fascia is smoother and less pronounced around the top of kidney grilles and the titanium-colored accents (Cerium Gray in BMW parlance) look great, especially next to this example’s deep Tanzanite Blue II Metallic paint, which is a $1,950 option.

The M440i’s steering is quick and precise, and for better handling, the 4 Series convertible can be fitted with an Adaptive M Suspension system, which includes continuous damping adjustment at each wheel. But even with the stock suspenders this car is entertaining to drive, striking a great balance between sport and smooth. M440i examples also come with an M Sport Differential, which equalizes torque between the left and right rear wheels for better traction. This feature is optional on the less-potent 430i.

Whether the top is up or down, this Bimmer feels impressively sturdy. Structural shakes and jiggles are barely noticeable, even when driving over moon-cratered pavement, which is one of my primary complaints about convertibles. Fold the roof away to bask in Mother Nature’s glory and the M440i provides a serene driving experience and a purring exhaust note that’s pleasantly pronounced without being intrusive. Wind noise and buffeting are also well attenuated.

The 2021 BMW M440i Convertible’s interior is bright and airy, suitably (if not overwhelmingly) luxurious, too.

Craig Cole/Roadshow

Even though it drives with a sharp edge, the M440i carries itself with dignity and restraint. This impressive refinement makes the car a bit deceptive, as you’re always going faster than you think. Fortunately, all this speed does little to impact fuel economy. The M440i stickers at 23 mpg city and 31 mpg highway. Combined, it’s rated at 26 mpg, though in mixed use I’ve been averaging 28 and change, damn impressive performance for such a potent and porky car (it is, after all, 4,171 pounds of Bavarian goodness).

Settle in behind the wheel and this BMW coddles you with an appropriately luxurious interior. This cabin doesn’t blow my mind, but everything is sensibly laid out, the leather is of good quality and there are plenty of soft materials. The front bucket chairs are comfortable enough and the backseat, while it doesn’t provide sprawl-out legroom, is still plenty spacious for adult passengers.

The 4 Series convertible comes standard with an 8.8-inch center touchscreen and a 5.1-inch instrument-cluster display. Live Cockpit Professional, which is offered as a standalone extra or bundled in several options packages, upgrades the main screen to a 10.3-incher and the gauge cluster to a 12.3-inch panel. The former is home to iDrive 7, an infotainment system that is blazingly fast but a little clunky. It’s definitely not one of the easier systems to grasp, but once you do familiarize yourself it works well enough. If you don’t feel like learning a new system, Apple CarPlay and Android Auto are both standard and, for added convenience, each smartphone-mirroring system can connect to the car wirelessly.

This M440i Convertible is ready for some fun in the sun.

Craig Cole/Roadshow

Other standard tech includes lane-departure warning with steering correction, forward collision warning, blind-spot monitoring and rear cross-traffic alert. Excellent automatic high beams are also included at no extra charge. Unfortunately, adaptive cruise control with stop-and-go capability and traffic jam assist as well as a 360-degree camera system and self-parking capability cost extra.

When it comes to dollars and cents, the 2021 BMW M440i Convertible starts around $65,000 including $995 in destination fees, which is about 11 grand richer than an entry-level 430i ragtop. With the $3,700 Executive Package, the $1,300 Dynamic Handling Package, an $875 Harman Kardon sound system and a few other ancillaries, this example checks out for $74,870.

With its silky six-cylinder engine, solid feel and crisp-yet-refined dynamics, the M440i is a good luxury car and an excellent convertible. Even though I still prefer enclosed vehicles, this droptop BMW puts a smile on my face nearly every time I drive it, a monumental achievement.

[automobilesz]

BMW M3, M4 Competition with xDrive debuts

[ad_1] When the all-new BMW M3 sedan and M4 coupe were unveiled last fall, BMW acknowledged that the duo would offer all-wheel drive for the first time. Now the AWD M3 and M4 are here, and as expected, xDrive makes the already blisteringly quick coupe and sedan even quicker. On the M3 and M4, xDrive is available only on the ne-plus-ultra Competition variants. Like the 2021 coupe and sedan, the…

[perksofwifi]

2021 BMW 430i Coupe First Drive: The Nose Isn’t the Problem

Let’s get the barf emojis, raised eyebrows, and pointing and snickering aimed at the redesigned-for-2021 BMW 4 Series’ new flared nostrils out of the way now. The huge dual grille openings resemble many things—buck teeth, the nasal passages on a bare skull, etc.—but few will recognize that they mark a return to the original tall, skinny kidney grilles applied to early BMW models a century ago. Historical footnotes aside, the weird face tragically distracts from the rest of the 4 Series design, which is svelte and attractive, like a three-quarter-scale 8 Series coupe.

The controversial front end at least gives the new 4 Series a talking point, because behind that schnoz there isn’t a whole lot to write home about. And that’s sort of an issue for a coupe—luxury buyers are looking for flash and dash for their cash. Having swung and missed on the 430i’s flash, how does BMW deliver on that dash?

A Great Engine in Search of a Great Coupe

Just behind the 430i’s standout grilles sits its only other standout: a 255-hp turbocharged 2.0-liter four-cylinder engine. Smooth and punchy, the entry-level turbo-four moves the coupe well. Compared to the previous 4 Series’ version of this engine, it makes an extra 7 hp and an additional 36 lb-ft of torque (for a total of 294 lb-ft). Paired with a slick-shifting eight-speed automatic transmission, the responsive engine feels as if it’s making more power than BMW’s letting on. Still more power is available in the M440i xDrive, which comes with a 382-hp turbocharged inline-six, but that will cost you $12,900 more.

The 430i is quick enough for most buyers, particularly in lighter-weight rear-drive form. (For another $2,000, buyers can opt for BMW’s xDrive all-wheel drive.) There isn’t enough power on tap to overwhelm the BMW’s attitude in corners. Put another way, the 430i defaults to safe, predictable understeer at its grip limit, and punching the gas fails to do much more than tighten the line slightly. This could have as much to do with the engine as the M Sport torque-vectoring rear differential included in our test vehicle’s $2,450 Dynamic Handling package.

If it’s tire-smoking drifts you’re after in your compact BMW coupe, plan on skipping even the M440i (which only is available with xDrive all-wheel drive) and go straight to the new 473–503-hp M4. Or lateral into the smaller (and excellent) M2 Competition coupe.

… Sub-Ultimate Driving Machine

Ignore the gaggle of drive mode options that exist for sporting up the suspension, accelerator response, transmission behavior, and steering weight, controlled via buttons on the center console (and for deeper fiddling, in on-screen menus). Going full Sport in any of the settings merely subtracts comfort for the show of athleticism, starching up the $700 Adaptive M electronically adjustable suspension and making the steering heavier, with no discernable handling benefit.

It’s telling how much old-school BMW handling magic is missing from the 430i that it puts its best foot forward when simply left in Comfort mode. The ride is well damped, body motions are controlled, and the lower-effort steering is better matched to the coupe’s light-on-its-feet dynamic feel. As in the also-new 3 Series that shares this platform, the 430i feels more solid and cohesively tuned than before, but it never reaches out and grabs the driver and goads them to drive harder.

If It’s Not Sporty, Then Surely It’s Comfortable …

[Game-show buzzer!] The 430i isn’t all that comfortable. On the freeway, a substantial level of tire noise and slap makes its way into the cabin. There is also a buzzy din that emanates from the front end, a sort of guitar-string tinnitus sensation of a too-direct connection between suspension components and the body structure. It’s a curious trade-off for the decidedly uninvolving handling.

Neither is the 430i particularly luxurious. The cabin is classic BMW: businesslike, with a minimum of fussy detailing or extravagance. From a usability standpoint, that’s great. The latest iteration of iDrive, BMW’s knob-controlled infotainment setup, is simple and easy to use. On-screen menus are streamlined, and in each one, more detailed sub-menus are accessed via a simple tap to the right. The digital gauge cluster’s configurability is controlled by a pair of buttons on the turn signal stalk and a scroll wheel on the left-hand steering wheel spoke. A row of HVAC controls sits above another row of audio presets and a volume knob to lend the cabin a whiff of familiarity and approachability.

As a bonus, the 430i’s interior is roomy and brimming with practical elements. The trunk, for example, is big, and the rear seats can be folded nearly flat, opening up a huge pass-through to the interior. With the two rear seats up, there is a surprising amount of legroom for passengers back there. Headroom in back is tight but not as much as in other similarly sized coupes, and there’s even a fold-down center armrest with two cupholders and rear-seat temperature and fan controls.

How About Them Coupe Dreams?

The thing is, ease of use and practicality aren’t sexy. In a world where bells and whistles have been democratized to non-luxury cars, the BMW 430i’s relatively plain cabin design isn’t compelling enough. Mercedes-Benz’s C-Class delivers wow-inducing cross-pollination between old-school luxury materials and modern design, while the Audi A5 pulls off the minimalist-German-car interior thing with more panache. Both of those coupes are quieter and more comfortable without giving up much, if any, sportiness to the 4 Series.

So as much as you’d think the heinous front-end styling would do the 4 Series in, it’s the preponderance of asterisks that offer reason to pass it up. Just as the 430i’s great coupe body is ruined by those grilles, its spacious interior is let down by a boring design, and the competent driving experience lacks sizzle or comfort. And then there’s the cost. Our 430i’s $46,595 MSRP was inflated to $59,220 by the $3,800 M Sport package (variable steering and a stitched-vinyl dashboard), $2,450 Dynamic Handling package (M Sport brakes and a sport rear differential), $2,300 Premium package, $500 wireless phone charging, $550 Mineral White paint, $1,450 brown leather interior, and $875 Harman Kardon sound system. That’s a whole lotta cash for not enough flash or dash.

SPECIFICATIONS 2021 BMW 430i Coupe PRICE $46,595 LAYOUT Front-engine, RWD, 4-pass, 2-door coupe ENGINE 2.0L/255-hp/294-lb-ft turbo DOHC 16-valve I-4 TRANSMISSION 8-speed auto CURB WEIGHT 3,600 lb (mfr) WHEELBASE 112.2 in L x W x H 187.9 x 72.9 x 54.6 in 0-60 MPH 5.4 sec (MT est) EPA FUEL ECON 26/34/29  mpg ENERGY CONSUMPTION, CITY/HWY 130/99 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.67 lb/mile ON SALE Now

The post 2021 BMW 430i Coupe First Drive: The Nose Isn’t the Problem appeared first on MotorTrend.

https://www.motortrend.com/cars/bmw/4-series/2021/2021-bmw-430i-coupe-first-drive-review/ visto antes em https://www.motortrend.com

[dipulb3]

2021 BMW M440i Convertible is all about smiles per gallon

New Post has been published on https://appradab.com/2021-bmw-m440i-convertible-is-all-about-smiles-per-gallon-3/

2021 BMW M440i Convertible is all about smiles per gallon

This car’s front-end styling is slightly softer than BMW M3 and M4’s. Do you like it any better?

Craig Cole/Roadshow

Unless it’s something grand like a Rolls-Royce Dawn, I’m not much of a convertible fan. The added glare of top-down driving hurts my eyes; I don’t like getting sunburned or having wind tussle my wispy hair; plus these cars are often noticeably shakier than their fixed-roof counterparts. But the 2021 BMW M440i Convertible is compelling enough to make even a droptop hater like me think twice.

Like

Impressive refinement

Strong acceleration

Silky inline-six

Don’t Like

Uneven low-speed braking

iDrive 7 could be simpler.

Brash front end

Naturally, this car’s main attraction, and the feature that most clearly separates it from the 4 Series coupe, is its folding cloth roof. This is a new addition that replaces the previous convertible’s hardtop. The redesigned assembly is about 40% lighter than before, which helps lower the center of gravity, though it also provides a tiny bit more headroom inside. Transitioning the M440i from enclosed car to open-air cruiser (or vice versa) happens in a curt 18 seconds, something you can do at speeds up to 31 mph.

Keeping the M440i’s interior study-hall quiet, even at highway speeds, its folding soft top features a flush-mounted rear window and multiple layers of insulation. Additionally, the intake system, engine cover and underbody are tweaked to help minimize ruckus. The exterior fabric top is offered in two colors, basic black and Moonlight Black, the latter of which has a metallic shimmer.

2021 BMW M440i Convertible: Droptop fun plus driving refinement

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Two engines are offered in the 4 Series convertible and each is available with rear- or all-wheel drive. A 2.0-liter turbo-four motivates 430i models, though M440i variants like my tester feature a spicy 3.0-liter turbo I6. Truth be told, the base engine’s 255 horsepower is probably more than enough, but it’s impossible to argue with the optional six’s 382 hp and 369 pound-feet of torque, which is routed to the pavement through an astute eight-speed automatic transmission. This combination can propel the M440i to 60 mph in 5 seconds flat, an impressive sprint time, though it feels even quicker than that. Depending on the wheel and tire combination, terminal velocity is either 130 mph or 155 mph, though with the top down both are probably fast enough to rip your hair plugs out. I already have enough exposed scalp to ever give this a try.

Making that up-level engine even more intoxicating is its silver-tongued exhaust note and incredible refinement. From idle to redline, the thing is smoother than hand lotion, transmitting basically zero vibration to the cabin. Aiding performance and fuel economy, this straight-six is augmented by a 48-volt electrical system, which also helps iron out stop-start events, making them nearly imperceptible. At lower speeds, the engine also shuts off and the M440i glides along, which is great, but without any load on the drivetrain it changes the brake-pedal feel, making it a bit of a challenge to stop smoothly at times. The M440i features M Sport Brakes including four-piston front calipers and single-pot rears, and this setup provides incredible stopping performance for everyday street use.

This 3.0-liter turbo-I6 is an absolute sweetheart, strong, sonorous and practically as smooth as an electric motor. 

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I’m almost ashamed to admit this, but I actually prefer the M440i convertible to the 2021 BMW M4. The car is still extremely quick and engaging without the manic, boiling-over feel of its overcaffeinated sibling. This droptop’s front end, while still plenty — let’s just say distinctive — is less in-your-face than what’s fitted to the M3 sedan and M4 coupe. The front fascia is smoother and less pronounced around the top of kidney grilles and the titanium-colored accents (Cerium Gray in BMW parlance) look great, especially next to this example’s deep Tanzanite Blue II Metallic paint, which is a $1,950 option.

The M440i’s steering is quick and precise, and for better handling, the 4 Series convertible can be fitted with an Adaptive M Suspension system, which includes continuous damping adjustment at each wheel. But even with the stock suspenders this car is entertaining to drive, striking a great balance between sport and smooth. M440i examples also come with an M Sport Differential, which equalizes torque between the left and right rear wheels for better traction. This feature is optional on the less-potent 430i.

Whether the top is up or down, this Bimmer feels impressively sturdy. Structural shakes and jiggles are barely noticeable, even when driving over moon-cratered pavement, which is one of my primary complaints about convertibles. Fold the roof away to bask in Mother Nature’s glory and the M440i provides a serene driving experience and a purring exhaust note that’s pleasantly pronounced without being intrusive. Wind noise and buffeting are also well attenuated.

The 2021 BMW M440i Convertible’s interior is bright and airy, suitably (if not overwhelmingly) luxurious, too.

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Even though it drives with a sharp edge, the M440i carries itself with dignity and restraint. This impressive refinement makes the car a bit deceptive, as you’re always going faster than you think. Fortunately, all this speed does little to impact fuel economy. The M440i stickers at 23 mpg city and 31 mpg highway. Combined, it’s rated at 26 mpg, though in mixed use I’ve been averaging 28 and change, damn impressive performance for such a potent and porky car (it is, after all, 4,171 pounds of Bavarian goodness).

Settle in behind the wheel and this BMW coddles you with an appropriately luxurious interior. This cabin doesn’t blow my mind, but everything is sensibly laid out, the leather is of good quality and there are plenty of soft materials. The front bucket chairs are comfortable enough and the backseat, while it doesn’t provide sprawl-out legroom, is still plenty spacious for adult passengers.

The 4 Series convertible comes standard with an 8.8-inch center touchscreen and a 5.1-inch instrument-cluster display. Live Cockpit Professional, which is offered as a standalone extra or bundled in several options packages, upgrades the main screen to a 10.3-incher and the gauge cluster to a 12.3-inch panel. The former is home to iDrive 7, an infotainment system that is blazingly fast but a little clunky. It’s definitely not one of the easier systems to grasp, but once you do familiarize yourself it works well enough. If you don’t feel like learning a new system, Apple CarPlay and Android Auto are both standard and, for added convenience, each smartphone-mirroring system can connect to the car wirelessly.

This M440i Convertible is ready for some fun in the sun.

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Other standard tech includes lane-departure warning with steering correction, forward collision warning, blind-spot monitoring and rear cross-traffic alert. Excellent automatic high beams are also included at no extra charge. Unfortunately, adaptive cruise control with stop-and-go capability and traffic jam assist as well as a 360-degree camera system and self-parking capability cost extra.

When it comes to dollars and cents, the 2021 BMW M440i Convertible starts around $65,000 including $995 in destination fees, which is about 11 grand richer than an entry-level 430i ragtop. With the $3,700 Executive Package, the $1,300 Dynamic Handling Package, an $875 Harman Kardon sound system and a few other ancillaries, this example checks out for $74,870.

With its silky six-cylinder engine, solid feel and crisp-yet-refined dynamics, the M440i is a good luxury car and an excellent convertible. Even though I still prefer enclosed vehicles, this droptop BMW puts a smile on my face nearly every time I drive it, a monumental achievement.