The best M4 you can't buy

Let me start with a confession, one that will most likely be met with disdain and probably result in me being stabbed in a dark alleyway – I have never REALLY liked M-cars.

In fact, the brand as a whole has never held the same appeal to me as the rest of the country and as that of its hoards of fans. Sure there’s a BMW in my ‘Dream Garage’ but that’s merely for its heritage and its rarity on local soil – the E30 M3.

I’m not saying that they make bad cars, not at all, I’m merely of the opinion that they hold little appeal to me. They are extremely well-engineered cars, I’ll admit that much. But I’ve never seen what all the hype is about nor felt the thrill and exhilaration that has fan-boys across the globe salivating.

M cars in particular have generally left me feeling cold. I could never get a good seating position, I didn’t like the interior design and ergonomics and the drive always seemed to come across muted. Oh yes, the power was there, but the engagement was lacking. It was something that I felt was going to be the gradual downfall of the M3, especially after I climbed out of the E92 M3… I walked away disappointed. It made the right sounds but felt nothing like the E46 and was light years away from the E36 – it felt confused, as if it couldn’t decide whether it wanted to be a sports car or a luxury saloon.

I will admit that the current F80 M3 and its coupe sibling, the F82 M4, certainly feel better in the dynamic sense and while I’m OK with the switch to a turbocharged powerplant, many purists scoff the idea. Let’s not even talk about the electronic power steering.

Still, it’s not where I would spend my money if I were in the said market. I wouldn’t spend it on one of its European competitors either.

This is because it’s not a BMW-only problem; it’s a European thing. I feel the same disconnect from Mercedes-Benz and Audi (admittedly less so though). I attribute this to my preference for Japanese creations, vehicles that have always felt lighter, more nimble, more communicative and more engaging to me. Horses, courses and whatnot.

The BMW M2 was the one model that I genuinely enjoyed driving hard. It was a considerably better package in my opinion, offering more direct steering feedback, a more neutral setup and balance while plumbing sufficient power to the rear wheels to make it quite dangerous in the wrong hands – but so exciting in the right ones.
That was until I drove the limited edition BMW M4 GTS.

Much has already been written about the GTS but let’s summarize things quickly:

• 3.0-litre straight six twin turbo engine
• Water injection system to help it produce 368kW and 600Nm torque.
• 0 – 100km/h in 3.8-seconds
• Limited top speed of 305km/h
• 7-speed M DCT gearbox
• Acid Orange 666 M Styling light alloy wheels shod with Michelin Pilot Sport Cup tyres.
• 3-way M coilover suspension
• Carbon Ceramic brake discs

This is the nuts and bolts of the GTS, but it’s the hardware that has been excluded from the GTS that makes it all come together. Lightweight materials feature extensively throughout the M4 GTS and are most evident in the cabin.

The seats are lightweight carbon fibre bucket seats, trimmed in Merino leather and Alcantara, as is the steering wheel. The rear seats have been replaced with a CFRP (Carbon Reinforced Plastic) although in the version I was fortunate enough to sample, the rear seats were replaced with an Acid Orange roll cage – a great family car then; two seats for the adults and a Jungle Gym in the back for the kids.

The door cards are a lightweight composite, devoid of a door handle but with a pull strap instead. The center console is a lightweight item as is the instrument panel bracing tube.

The weight saving extends to the vented CFRP bonnet, roof and adjustable front splitter. The rear wing is also a CFRP item and rests on lightweight CNC machined aluminium struts. All of this, and the additional weight saving in other areas too, means that the M4 GTS only tips the scales at 1510kg (DIN Kerb).

And it works.

Ignoring the sights and sounds, the M4 GTS accelerates like a demon possessed. The gearshifts are firm and purposeful with a raspy bark announcing the next gears arrival.

The tacho needle sweeps across the gauge with alarming speed, diving into the red without any sign of slowing down – and this is at part throttle. I’m tearing down the pit straight and onto the main circuit of Kyalami. I don’t know the brakes, and the tyres are cold – I’m not taking chances just yet. Plus, I don’t know the new circuit; I have no idea where to brake.

I hit the brakes at the end of the straight and the GTS checks up prematurely. I have to let off the pedal and float it into the first corner. I make a mental note to brake later next time as the carbon ceramic discs really do have some serious stopping power and a great feel.

Pitching it into the first left-hander my eyes go wide. I’ve carried some speed, but nowhere near race pace. Despite this, the sensation is immediately different. This does NOT feel like a BMW, at least not one that I’m accustomed to.

I miss the apex by a good few feet but get a visual on the next bend and I floor the throttle. The rear squats down and the traction control light flickers. The Pilot Cups are sticky, but not sticky enough just yet.

The revelation for me was the balance. Anyone even slightly in tune with what a chassis is doing will immediately feel how balanced this car is. If it’s not a perfect 50/50 then it’s damn close. While virtually all M cars will favour the nose, this one is neutral – a sensation that I have never felt in a road-going M-car before. The center of gravity feels low and very central. One can imagine it being just left of your hip, in the middle of the car and quite low down.

A few turns later and I’m getting braver. I’m braking later and turning in harder. I’m on the throttle earlier and running the exits wider. Through all of this the GTS just sits there, responding to the slightest input of steering or pedal. It darts around with ferocity, the weight saving immediately apparent.

Through all of this the car never seems to struggle. It’s obedient to the point of clinical. Not the boring kind of clinical, but rather the focused, determined and precise sort. This is a race car for the road – where road comfort and convenience takes a back seat to performance and dynamic ability. A trait that was sorely lacking in previous M models.

I know I was nowhere near the limits of the cars capabilities and I believe that it will take either a serious brave or ignorant individual to surpass them. I venture into the dark unknown of its capabilities and wring its neck coming out of the last turn onto the main straight.

My foot is flat and I have no intention of changing before the red line. I want to see what’s up top. It creeps to 6000 RPM and then the strangest thing happens. Much like a VTEC system, or an overly large turbocharger system, the acceleration hikes. The engine note changes to a purposeful scream and the needle rockets the last few thousand RPM into the red. It’s the water injection system coming into effect. It’s clearly felt and opens up a brand new dimension of increased boost and ferocity. I was oblivious to it before, tippy-toeing my way around without realizing the potential that lay on the high end of the rev range, at the edge of mechanical sympathy.

The laps are over all too soon. A frenzy of noise, tactile engagement and adrenaline. The mark had been made though and my perception of the M badge changed. I can no longer sit and pass judgment on how they fail to produce a focused, balanced car with the ability to surprise. From now on I have to admit that there is a BMW I like, one that I enjoy driving and one that I would spend my money on. Granted, there’s a ‘terms and conditions’ attached to that statement, but the fact remains.

The other fact is that you will probably never get to experience this car. Only 700 units will be made and of the 23 examples coming to South Africa, all have been sold. I’m sorry. I really am, because I would love every petrol head to get a chance to drive this car at least once in their life.

I now count myself extremely lucky.