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What's the difference?
Without a whole lot of fanfare BMW has slipped yet another model into its Australian line-up.
Sitting alongside existing coupe and convertible variants, the new 4 Series Gran Coupe follows the template established by the previous gen version.
A sports luxury four-door with a sleek, fastback twist, it provides a more adventurous alternative to its close 3 Series cousin.
Offered in three grades, this is the M440i xDrive, the 3.0-litre, six-cylinder, all-wheel drive 4 Series Gran Coupe flagship.
It competes with premium all-wheel drive four-doors like Audi’s S5 Sportback, the Jaguar XF P300 R-Dynamic HSE, and the Mercedes-AMG C 43.
Audi would probably prefer you not to realise this, but the five distinct versions of S4 and S5 on the market all pertain to a single performance and equipment formula spread across five different bodystyles.
Yes five, and this has been the case for more than a decade, with the S4 sedan and Avant wagon, A5 two-door Coupe, convertible Cabriolet and five door liftback Sportback all representing vastly different shapes for you to choose from, with the same underpinnings. This simply echoes the A4 and A5 ranges they’re based on of course, and BMW clearly thought it was a good idea too, given the 3 and 4 Series ranges were split into individual lines at the start of last generation.
Mercedes-Benz offers a similar array, minus the liftback, but is happy to wrap the whole lot under the C-Class label.
So, given that the A4 and A5 range scored a mid-life update a few months ago, it’s only logical that the changes flow on to the performance S4 and S5s, with the top-tier RS4 Avant following suit.
We’ve covered the latter in October, and now it’s the turn for the former, and CarsGuide was among the first to drive the updated S4 and S5 ranges at their Australian media launch last week.
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.
The S4 and S5 range continues to represent a great formula for performance you can live with every day. They're arguably the sweetest balance Audi produces, actually. All come fantastically equipped, with cabins that feel truly special, and we’re lucky they can be had in a choice of five bodystyles.
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.
The S4 sedan and Avant have scored the bulk of design updates, with all new and recontoured side panels including the sedan’s C-pillar matching what was applied to the A4 earlier this year.
This is paired with new front and rear facias and lighting for a subtle but extensive rework of the fifth-generation S4’s conservative look.
The S5 Sportback, Coupe and Cabriolet get S5-specific new lighting and facias, but no sheetmetal changes. As before, the Coupe and Cabriolet ride on a 60mm shorter wheelbase than the Sportback, sedan and Avant.
The S5s also get Matrix LED headlights as standard which do a neat animated sequence when you unlock the car.
Other visual hallmarks include new S4-specific 19-inch wheels, with S5 stepping up to its own unique 20-inch wheel. The six-piston front brake calipers are appropriately painted red, and there’s S-specific adaptive dampers under there too. All variants aside from the Cabriolet get a lip spoiler on the rear.
On the inside, there’s a new centre console and bigger 10.1-inch multimedia screen, while the Audi Virtual Cockpit driver instrument display now offers a hockey stick-style rev counter in additional to traditional dial layouts.
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.
The biggest practicality change among the five S4 and S5 variants is their upgrade to the latest version of Audi’s MMI multimedia system, which steps up to a 10.1-inch touchscreen and drops the scroll wheel from the centre console.
It also boasts ten times the computing power of the version it replaces and uses this and an on-board sim card to access Google Earth maps for navigation and Audi Connect Plus that offers driver information such as fuel prices and parking information as well as point of interest search and weather information, plus the ability to make emergency calls and seek roadside assistance.
There’s also a wireless phone charger, but using Apple CarPlay will still require a cord as per Android Auto.
I only drove the S4 Avant and S5 Sportback at their media launch, which are clearly the most practical of the five, but from our experience with the previous versions, each looks after its occupants well in terms of space and storage. Back seat accommodation is clearly not a priority in the Coupe and Cabriolet, but there’s three other variants if that’s what you’re looking for.
The Cabriolet can open its automatic folding soft top within 15 seconds, at speeds of up to 50 km/h.
We’re in a zone some way North of $100K here with cost-of-entry running to $115,900, before on-road costs. So, as well as the included powertrain, suspension, and safety tech you should rightfully be expecting a lengthy standard features list.
And the M440i Gran Coupe goes toe-to-toe with its heavyweight Euro competition, featuring three-zone climate control air, adaptive cruise control, ‘Laserlight’ headlights, that 12.3-inch ‘BMW Live cockpit Professional’ instrument display and 10.25-inch ‘Control Display’ multimedia touchscreen managing navigation, the 16-speaker/464W harmon/kardon Surround Sound audio system (with Apple CarPlay and Android Auto integration) and a host of other on-board functions.
There’s also the ‘Vernasca’ Black leather trim, an electric glass sunroof, the leather-trimmed sports steering wheel, the electric sports front seats are heated and there’s wireless charging for compatible devices.
As I mentioned above, the S4 and S5 line-up are in many ways the same, but also different, and these differences result in a price span of $20,500 between the S4 sedan and the S5 Cabriolet.
The former is now $400 cheaper with a list price of $99,500, with the also-$400 cheaper S4 Avant not far beyond at $102,000.
The S5 Sportback and Coupe are now $600 more expensive at an equal list price of $106,500, while the swish folding soft top of the S5 Cabriolet pushes it up to $120,000 (+$1060).
Equipment levels are consistent across all five variants aside from the S5s getting Matrix LED headlights as standard and one inch larger 20-inch wheels.
Key details include Nappa leather trim with front sport seats with seat heaters and massage function, a Bang & Olufsen sound system which spreads 755W across a total of 19 speakers, brushed aluminium inlays, head-up display, coloured ambient lighting, tinted windows and metallic paint.
Over the past 12 months, the S5 Sportback has proven to be the most popular of the five variants by far, accounting for 53 per cent of sales, with the S4 Avant next in line at 20 per cent, the S4 sedan making up 10 per cent, and the S5 Coupe and Cabriolet combining to make up the remaining 17 per cent.
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.
Audi has taken an ‘if it ain’t broke’ approach with the mechanicals, with all S4 and S5 models unchanged with this update. So the centrepiece continues to be the single-turbocharged 3.0-litre V6 that produces 260kW and 500Nm, with the latter available from a broad 1370-4500rpm.
The rest of the drivetrain is also unchanged, with the venerable but excellent ZF eight-speed torque converter auto paired with the Quattro all-wheel drive system that can send up to 85 per cent of drive to the rear wheels.
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.
Official combined fuel figures range from 8.6L1/00km for the S4 sedan to 8.8L/100km for the Avant, Coupe and Sportback, while the heavier Cabriolet steps up to 9.1L/100km.
All are pretty good considering their performance potential and the size of these cars, plus the fact that they only require 95 RON Premium Unleaded fuel.
All have a 58-litre fuel tank, which should enable a range of at least 637km between fills based on the Cabriolet’s figure.
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.
The S4 and S5 range were already an excellent balance between everyday comfort and a genuine sporting edge, and nothing has changed with this update.
I spent time behind the wheel of the S4 Avant and S5 Sportback at their media launch, and both managed to deliver the proper Audi luxury experience over some pretty rough rural roads, while always feeling a bit more sporting than a regular A4 or A5. That’s with the Drive Select left in the default mode, but you can shift that sporting personality up a few notches (while scaling back the comfort), by selecting Dynamic mode.
My preferred means of adjusting their personality is by simply tugging the transmission selector back to activate S mode, which livens up the engine and transmission without stiffening up the suspension.
Across the five S4 and S5 bodystyles, there is some variance in performance potential, with the S4 sedan and S5 Coupe topping the performance chart with 0-100km/h boasts of 4.7s, with the S5 Sportback trailing them by 0.1s, the S4 Avant by a further 0.1s and the Cabriolet managing a still-fast 5.1s claim.
Another area I consider the S4 and S5s to get just right is their exhaust note. It is adaptive, but there’s nothing synthetic about it, and the generally muted and distinctly V6 burble is always there to remind you that you’re aboard a proper performance model, but not in such a way that it will annoy you, or your neighbours. Polite performance, if you will.
Active crash-avoidance tech in the M440i xDrive Grand Coupe is impressive with AEB standard, as well as lots of assistants and warnings, namely: ‘Steering and Lane Control Assistant’, ‘Cross Traffic Warning’ (front and rear), ‘Lane Keeping Assistant’ (with ‘Lane Departure Warning’ and ‘Lane Change Warning’), ‘Crossroads Warning’, ‘Evasion Assistant’, and ‘Parking Assistant Plus’ (including ‘3D Surround View and Reversing Assistant’).
If an impact is unavoidable there are six airbags on-board (driver and front passenger front and side, plus side curtains) as well three top tethers and two ISOFIX positions for child seats in the second row.
Plus an ‘Intelligent Emergency Call’ function automatically dials back-to-base if the car has been involved in a crash, and a comprehensive first aid kit is on-board.
The BMW scored a maximum five-star ANCAP assessment in 2019.
All S4 and S5 variants boast an impressive array of safety features, but there’s some interesting points when it comes to ANCAP ratings. Only four cylinder A4 models (therefore not S4) were given a maximum five star rating when tested according to less stringent 2015 standards, but all A5 variants (therefore S5) aside from the Cabriolet carry a five star rating based on the tests applied to the A4. So officially, the S4 is not rated, but the S5 Coupe and Sportback are, but based on the A4 rating that doesn’t apply to the S4. As with most convertibles, the Cabriolet is simply not rated.
The airbag count totals eight in the sedan, Avant and Sportback, with dual front airbags, plus side and curtain airbags covering front and rear.
The Coupe drops the rear side airbags, while the Cabriolet also drops curtain airbags, meaning there’s no airbags for rear seat occupants. The roof is made of folding fabric, there has to be some safety compromise.
Other safety features include front AEB that works up to 85km/h, adaptive cruise control with traffic jam assist, active lane guidance and collision avoidance assist that can automatically swerve, a 360 degree camera system, rear cross-traffic alerts, exit warning that can prevent you opening a door into an oncoming car or cyclist, and pre sense rear that can detect an impending collision from behind and prepare the seatbelts and windows for maximum protection.
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.
Audi continues to offer a three year, unlimited kilometre warranty, which is in line with BMW but lags behind the five years offered by Mercedes-Benz these days. This also contrasts with the five year norm among mainstream brands, which is punctuated by the seven year warranties of Kia and SsangYong.
Service intervals are a convenient 12 months/15,000km though, and the same five year ‘Audi Genuine Care Service Plan’ offers capped price servicing for the same $2950 total over five years applies to all S4 and S5 variants. This is only marginally more than the plans offered for regular petrol A4 and A5 variants, so you’re not being stung for the thoroughbred versions.