BMW 4 Series vs BMW M440I

What's the difference?

The BMW M440i xDrive Gran Coupe manages to combine sleek design with a fun-to-drive personality and surprising practicality. It’s a rapid premium, four-door, five-seater offering extra flair, and in this part of the market, good value. But more than anything else it’s got a cracking in-line six under the bonnet.

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.

So, how does this four-door 4 Series differ from a four-door 3 Series? The answer is as plain as the nose on this car’s face.

BMW’s head of design, Adrian van Hooydonk, has been expanding the brand’s signature ‘kidney grille’ in every conceivable direction, and this is the much talked about interpretation adorning all 4 Series models (petrol, hybrid and electric) as well as the M3 sedan.

The new Gran Coupe is longer, wider, and taller than the outgoing model, and the track is broader, front and rear. The wheelbase has also been extended, now a whole 5.0mm longer than the 3 Series.

The DRLs and headlight main beams are LED with laser high beams, immense gills square up the edges of the front clip, while a vent and the strake attached to it stand the car apart. Plus, of course, the doors are frameless. 

One niggle, though. I’m not in love with the slender door handles. It’s hard to get a good grip on them, especially in the wet. 

Standard 19-inch alloy rims are shod with Pirelli P Zero rubber 245/40 fr / 255/40 rr), the roofline slopes distinctly towards the rear, a lip spoiler on the trailing edge of the tailgate is classic BMW, darkened LED tail-lights wrap around the rear corner, and a diffuser-type panel is flanked by large exhaust apertures.

Our car’s ‘Aventurine Red’ finish is a $3850 option, but to my eyes anyway it looks superb.

Exterior trim including the grille frame, front air intake inserts, mirror upper housing, model designation badges, and tailpipe are finished in ‘Cerium Grey’, which I reckon 99.9 per cent of people will see as black. 

The interior will be familiar territory for any current BMW owner, the 12.3-inch digital instrument screen sitting in a compact, hooded binnacle, and partnering with a 10.25-inch multimedia display standing proud of the dash above the broad centre stack. 

The seats are trimmed in top-shelf leather with blue contrast stitching, plus the grippy sports wheel is also wrapped in genuine hide.

BMW calls the finish on the main buttons and controls ‘Galvanic’ which translates to a slick silver metallic look and feel. Configurable ambient interior lighting is a nice touch, and the broad console enhances the driver-focused feel, with a sprinkling of carbon-fibre around the centre console and dash lifting the sense of occasion.

Overall, the interior feels clean and classy with an obvious attention to detail.  

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.

At close to 4.8m long the 4 Series Gran Coupe is a sizeable machine. Up front, the feeling is airy and comfortable, and the rear is surprisingly spacious, especially in light of the car's sloping roofline.

At 183cm I have to fold myself tightly to fit under the low roof, but once inside I have enough room to sit behind the driver’s seat set for my position with more than enough legroom and adequate headroom. Put three full-size adults across the back row, though, and there will be breathing difficulties.

Kids will be fine, however, and individual vents with adjustable temp in the rear was a big plus during a particularly hot test week.

For storage there are generous door bins in the front with room for large bottles, a decent glove box, dual cupholders in the centre console, a reasonable lidded bin (which doubles as a centre armrest), and the wireless device charging bay (forward of the gearshift) makes a handy oddments space when not in use.

In the rear, again the doors feature pockets with room for (medium-size) bottles, there’s a fold down centre armrest with two cupholders, but thanks to the one-piece shells on our test car’s optional M Sport front seats there are no map pockets.

Power and connectivity runs to a USB-A socket and a 12V outlet in the front centre console, as well a USB-C port in the front storage bin, a pair of USB-Cs in the rear, and a 12V outlet in the boot.

Speaking of which, lift the tailgate and with the rear seat upright we were able to fit all three of our suitcases or the beefy CarsGuide pram into the healthy 470-litre (VDA) boot space.

Lower the 40/20/40 split-folding rear seat down and 1290 litres of volume is at your disposal. Plus there are handy bag hooks and tie-down anchors to help secure loose loads.

You can also tow a braked trailer up to 1.8 tonnes (750kg unbraked), but don’t bother looking for a spare of any description, a repair/inflator kit is your only option.

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.

Under the bonnet is BMW’s (B58) all-alloy 3.0-litre twin-scroll turbo intercooled, in-line six-cylinder engine, driving all four wheels via an eight-speed automatic transmission and electronically controlled clutch pack, as well as an electronic limited-slip differential at the rear.

It features high-pressure direct-injection and BMW’s ‘Valvetronic’ system managing air flow to the intake side, to produce 285kW at a relatively high 5800-6500rpm. But the big punch is 500Nm of peak torque from just 1900rpm all the way to 5000rpm.

The M440i is also a mild-hybrid with a 48-volt starter motor-generator and supplementary battery able to give an 8.0kW kick at low engine speeds.

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.

BMW’s official fuel economy figure for the M440i xDrive Gran Coupe, on the ADR 81/02 - urban, extra-urban cycle, is 8.2L/100km, the 3.0-litre turbo six-cylinder emitting 187g/km of C02 in the process.

Stop/start is standard, and we saw an average of 11.1L/100km over city, B-road and freeway running during a week with the car.

With the 59-litre tank brimmed (with minimum 95RON premium unleaded) that real-world test number translates to a range of around 530km.  

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.

BMW says the M440i xDrive Gran Coupe will accelerate from 0-100km/h in 4.7sec, and I reckon the threshold for a properly quick car is sub-five seconds.

The 3.0-litre turbo six develops its peak power of 285kW between a relatively lofty 5800-6500rpm, but the big number is a solid 500Nm punch of pulling power delivered between 1900-5000rpm.

Squeeze the throttle pedal pretty much anywhere in the rev range and the response is glorious. Rapid acceleration accompanied by raucous engine noise and rorty exhaust note (albeit with some synthetic support). Various pops and bangs in the Sport settings add extra entertainment.. 

The eight-speed auto gets some electric support from the mild-hybrid system to fill the torque gap on up shifts, and the result is a conventional torque-converter transmission that behaves like a dual-clutch.

Shifts are seamless in general driving, and satisfyingly quick in a more aggressive mode, the wheel-mounted paddles dialing up the fun in manual changes. 

Suspension is double wishbone front and multi-link rear with the standard ‘Adaptive M Suspension’ built around an adaptive damper set-up.

The change between the ‘Comfort’ setting to the ‘Sport’ or ‘Sport+’ calibration is close to instant and makes a discernible difference, especially in terms of ride comfort.

I found the best ‘Individual Sport’ arrangement to be damping in Comfort, with the steering engine and transmission in Sport. The car flows so beautifully through corners with urgent response from the powertrain.

By all means dial up the suspension if you’re having a real crack, but the car feels superbly balanced, stable and predictable in Comfort (front to rear weight distribution is 50:50).

The electrically-assisted variable-ratio steering is nicely weighted with good road feel, and the grippy sports steering wheel is a nice point of contact.

The xDrive AWD system’s default setting is rear-biased, although it will push most of the drive forward when required. But the RWD feel is unmistakable. 

The M440i weighs in at around 1.9 tonnes but feels lighter and more nimble than that figure would typically indicate.  

A standard electronically-controlled M Sport limited-slip differential puts the power down confidently. I have a favourite LSD test corner on my regular evaluation drive, a sharply twisting and rising left-hander.

Rolling into it in a low gear before planting the throttle mid-corner, the car simply hunkers down without a hint of fuss (or traction loss) as it rockets out the other side.

Optional M Sport front seats ($2000) provide comfort and firm location in equal measure and in terms of ergonomics BMW knows how to focus on the driver and set-up an efficient environment. Key controls are perfectly positioned and simple to operate.

I have an issue with the ‘Lane Departure Warning’ function, however, which is too quick to intervene and overly intrusive when it does so. I turned the ‘Steering Intervention’ function off. You can dial down steering wheel vibration warnings, too.

The standard M Sport brakes feature big vented rotors front and rear, with fixed four-piston front calipers doing the bulk of the work. They’re strong but don’t bite or release too aggressively. It’s easy to grease in a smooth application. 

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 M440i Gran Coupe is covered by BMW’s three-year/unlimited km warranty (including paintwork), as well as 12-year/unlimited km anti-corrosion (perforation) cover. 

That’s off the premium market pace now with Genesis, Jaguar, and Mercedes-Benz at five years/unlimited km and Lexus set to join them from January 1st, 2022. 

That said, roadside assistance is provided for the duration of the main warranty, but it’s worth noting “rattles and squeaks” are only covered for one year.

Service is condition-based, the car telling you when maintenance is required, and a range of service packages are available. The basic plan covering a 4 Series for five years/80,000km comes in at $1750. 

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.