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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.
When BMW’s M2 first landed on Australian shores in 2016, one of the biggest criticisms levelled at it was a lack of grunt, which must have hurt its feelings.
With 272kW and 465Nm from the 3.0-litre single-turbo ‘N55’ six-cylinder engine, it was hardly tame, but the question it raised was whether it was special enough to be christened a full-fat M car? And the answer from enthusiasts was "perhaps not".
Fast forward to 2018 and BMW had rectified that criticism with the M2 Competition, powered by a 3.0-litre twin-turbo ‘S55’ engine from the M3 and M4 to punch out a more exciting and appropriate 302kW/550Nm.
For anyone crazed enough to think that was still not enough, the M2 CS is now available in showrooms, and turns the wick up to 331kW and 550Nm, thanks to some tweaks to the engine. It's now available with a six-speed manual gearbox, too. That sound you hear is purists rejoicing.
So, does this now make the 2021 M2 CS the ultimate BMW for the enthusiast driver?
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.
As the ultimate form of the current M2, the CS distils the best aspects of what everyone loves about BMW into one tidy little package.
The driving experience is nothing short of divine, even if the manual gearbox shifts could be better, while the firecracker engine kicks things up to a whole new level.
If only BMW offered more equipment and safety to round out the $140,000 pricetag, or maybe they should have leaned harder into the lightweight aspect and ditched the rear seats to make the M2 CS even more special.
At the end of the day though, the M2 CS is still an unbelievably appealing driver’s car, and I can’t wait to see what BMW has in store for the next one.
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.
We’re already big fans of the way the M2 looks, it’s just the right size and has the perfect proportions for a sporty coupe, and the CS just takes things to another level.
From the outside, the M2 CS scores a noticeably bigger bonnet bulge, as well as a vented hood to improve airflow.
The front splitter, side mirrors, skirts, bootlid spoiler and rear diffuser are also finished in carbon, and add to the car’s aggressive demeanour.
Filling the wheelarches are 19-inch wheels finished in black, but tucked behind those are massive drilled brake rotors and large calipers painted in red.
To call the M2 CS exterior design sporty would be an understatement, but we do have to point out that the Alpine White of our test car did look a little boring, despite the extra bling.
If we were buying one? We’d option the stunning Misano Blue hero colour with gold-coloured wheels to really turn heads around town and at the racetrack, although they will add another $1700 and $1000 respectively to the already dizzying price.
Inside, the M2 CS is let down a little by a spartan interior, which looks like it’s been lifted from the cheapest 2 Series coupe, due to the lack of climate-control screen.
However, BMW does try its best to spice things up with very tight-fitting bucket seats, an Alcantara steering wheel, CS-branded dashboard and that carbon-fibre transmission tunnel.
It’s definitely a case of function over form , but the lack of interior flare means you focus more on the road ahead than anything else, which is no bad thing when you have 331kW and 550Nm being sent to the rear wheels.
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 4461mm long, 1871mm wide, 1414mm tall and with a 2698mm wheelbase, and just two doors, the M2 CS isn’t exactly the last word in practicality.
Of course, front passengers are afforded plenty of space, and the electronically adjustable bucket seats allow you to get into the right position to row through the gears and eat up the road.
Storage is limited, however, with average-sized door bins, two cupholders, a small wallet/phone tray, and that’s it.
BMW is generous enough to include a single USB port to charge your device, but its location, where the armrest should be, means you’ll have to get creative with cable management to make it really work if you want to keep your phone in the tray under the climate controls.
Predictably, the two rear seats are less than ideal for anyone tall, but there is plenty of leg and shoulder-room.
A small centre-storage tray is fitted back there, as well as Isofix points for the seats, but there isn’t a whole lot to keep rear occupants entertained. They'll probably be too frightened to care.
Opening the boot reveals a small aperture that will swallow 390 litres, and is shaped in such a way that a set of golf clubs or some overnight bags will fit in nicely.
There are some luggage tie-down points and netting to keep your belongings from rolling around, and the rear seats fold down to accommodate longer items.
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.
Pricing for the 2021 BMW M2 CS starts at $139,900 before on-road costs for the six-speed manual, with the seven-speed dual-clutch automatic bumping up to $147,400.
Let’s not mince words here, the BMW M2 CS is not cheap.
Compared to the M2 Competition , the CS adds about $37,000 to the bottom line – the equivalent of a well-specced small SUV – and sits perilously close to the new-generation M3 and M4 ($144,900 and $149,900 respectively).
For the price , buyers are getting exclusivity, with just 86 examples available in Australia out of a total global production run of 2220 units.
The engine is also tuned for a higher power output, but more on that below.
Standard equipment in the M2 CS also eschews luxury for sportiness, with carbon-fibre exterior highlights, a new exhaust, lightweight 19-inch wheels and Alcantara steering wheel.
The front seats are borrowed from the M4 CS, and trimmed in Alcantara and leather, but that’s about all you get for equipment.
The multimedia system shares the same dimensions as the rest of the M2 line-up, measuring 8.8 inches and including satellite navigation, digital radio and Apple CarPlay (no love for Android owners, sorry).
The climate controls do differ slightly, with the slender screen replaced with basic buttons and knobs.
Seat heating? Nope. Rear air vents? Sorry. How about keyless entry? Not here.
Also noticeably absent is a wireless smartphone charger, and centre armrest, as the usual transmission tunnel has been swapped out for a carbon-fibre piece.
To be fair, you do get a premium Harman Kardon sound system, push-button start and single USB port, so at least BMW does offer a way to charge your phone on the go.
Perhaps most egregious of all though – at least to me – were the rubber pedals fitted to our manual test car.
For $140,00 you’d expect a bit more in terms of convenience features, and before you make the argument that ‘it’s all about saving weight’, don’t bother, because the M2 CS and M2 Competition both tip the scales at an identical 1550kg.
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.
Powering the BMW M2 CS is a 3.0-litre twin-turbo ‘S55’ six-cylinder engine, developing 331kW/550Nm.
With drive sent to the rear wheels via a six-speed manual or seven-speed dual-clutch automatic transmission, the M2 CS can accelerate from zero to 100km/h in 4.2 or 4.0 seconds respectively.
Peak power is available at a heady 6250rpm, while maximum torque comes on stream from 2350-5500rpm.
The M2 CS actually put out as much grunt as the outgoing M3/M4 Competition, because it uses the same engine, and to say the amount of performance on tap is explosive would be to talk up explosions. This is a serious amount of bang for your buck.
The M2 CS easily outclasses the likes of the 280kW/460Nm Jaguar F-Type V6, 306kW/410Nm Lotus Evora GT410 and 294kW/420Nm Porsche Cayman GTS 4.0.
I do have to draw attention to the manual gearbox of our test car, though, which was great, but not excellent.
With such engaging shifters fitted to the Honda Civic Type R, Toyota 86 and Mazda MX-5, I expected rowing through the gears would be nirvana, but it was merely OK.
The throws are a little too long for my liking, and it takes just a bit too much effort to slot it into the right ratio. Still, we should all be glad to see a manual offered here, and I'm betting it is still a better option for purists than the auto.
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 fuel-consumption figures for the M2 CS are pegged at 10.3 litres per 100km, while our week with the car yielded a more realistic figure of 11.8L/100km.
Engine start/stop technology is included to keep fuel consumption down, but our week with the car was spent mainly in Melbourne’s inner-city streets, with three trips out of town looking for some winding country roads.
No doubt if we were more restrained with our throttle application, we could have kept that fuel consumption figure down, but a sub-12L/100km result is still great for a performance 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.
Let me be clear; driving the M2 CS is a simply sublime experience.
The M2 was always close to the top of the best modern M cars, and the CS simply cements its position as the king.
Step inside and the bucket seats and Alcantara steering wheel make sure you know you are in something special.
Push the red starter button and the engine comes to life, with a racy growl from the new exhaust system that immediately brings a smile to your face.
Out on the open road, the adaptive dampers fitted to the M2 CS do a good job at soaking up bumps and road imperfections, but don’t expect it to suddenly become a comfortable and cosseting cruiser.
The ride is firm in all settings, but dial it up to ‘Sport Plus’ and comfort really takes a hit, especially on the uneven inner-city roads of Melbourne, with its criss-crossing tram tracks.
Escape the unkempt roads of the city for the smooth blacktop of the country, though, and the M2 CS really flexes its handling prowess.
The Michelin Pilot Sport Cup 2 tyres fitted as standard also help in this regard, and while the rear end will step out with 331kW pushed through them, if you want to stick to the racing line and clip that apex, the M2 CS is a more than willing participant.
The suspension isn’t the only thing that can be changed, however, with steering and engine adjustments also available.
We found the best setting to be maximum-attack mode for the engine and suspension, while keeping the steering in its lightest setting, and even with the steering weight turned way down, the feedback and feel from the road is enough to communicate exactly what the M2 CS wants to do.
BMW has definitely nailed the feel of the M2 CS, which almost eggs you on to go faster and faster.
When things get a bit too furious, it is also comforting to know that the massive 400mm front discs and 380mm rear discs with six- and four-piston callipers respectively are more than up to the task of scrubbing speed.
I only wish I could have explored the capabilities of the M2 CS in the more controlled environment of a racetrack, because out on the open road, the M2 CS definitely still feels like it has so much more to give. And everything about this car just screams Race Track Time. Loudly.
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.
The BMW M2 CS has not been tested by ANCAP or Euro NCAP and as such does not have a crash rating.
The car it is based on, the 2 Series, is also unrated, although the M2 CS differs wildly from the rest of the small coupe range.
Safety systems include front and rear parking sensors, automatic headlights, a reversing camera and cruise control.
Don’t expect autonomous emergency braking (AEB), blind-spot monitoring and lane-keep assist here, let alone rear cross-traffic alert or traffic-sign recognition.
Sure, the M2 CS is a track-focused special, but its also lacking some crucial safety features you’d expect out of any new car, and particularly one at this price point.
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 BMWs, the M2 CS comes with a three-year/unlimited-kilometre warranty, which falls short of Mercedes’ benchmark five-year/unlimited-kilometre offering.
Scheduled service intervals are every 12 months or 16,000 kilometres, whichever comes first.
Buyers can opt for a ‘Basic’ or ‘Plus’ service plan that covers the car’s first five years, priced at $2995 and $8805 respectively.
The ‘Basic’ plan covers oil changes, air filters, brake fluids and spark plugs, while the ‘Plus’ service adds replacement brake pads and discs, wiper blades and clutch.
With an annual cost of $599 or $1761 for maintenance, the M2 CS is actually pretty affordable to service.