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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.
After a long gestation period where a variety of Jaguar corporate overlords toyed with the idea of a successor to the all-time iconic E-Type, the F-Type finally emerged in late 2013 to a global intake of breath.
It managed to capture just the right amount of Jag heritage, folded into a high-tech package, with a simple choice of supercharged V6 and V8 engines, housed in a supremely sleek convertible body.
Over time the formula has become more complex, with the arrival of a coupe version, powerhouse R and full-fat SVR variants, special editions including the exotic Project 7, and more recently, 2.0-litre, turbo four-cylinder models to make this stunning two-seater more accessible.
A late 2019 update added some extra catnip, including a redesigned nose and this is the flagship F-Type R, complete with supercharged V8 power and performance-focused underpinnings. Time to dive into this latest chapter of the Jaguar F-Type story.
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 Jaguar F-Type R is as fast and capable as it is beautiful. Although it's a little thirsty and comes up short on active safety, it's technically outstanding, delivering a stunning mix of performance, dynamics, and comfort.
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.
Although it kicked off as a roadster, a coupe version of the F-Type was always part of the plan. In fact, Jaguar's C-X16 concept, that in 2011 previewed the eventual production car, was a hardtop.
Following the Coupe's public reveal at the 2013 Los Angeles motor show, I asked Jaguar's then head of design, Ian Callum, if the bean counters had vetoed the concept's ultra-cool side-opening hatch door; one of many styling hat tips to the E-Type. His response was a wry smile and slow nod of the head.
It's a shame that door didn't make it to the showroom floor, but the E-Type is still a strong design influence on its successor.
At close to 4.5m long, around 1.9m wide, and a fraction over 1.3m tall, the F-Type R looks more compact in the metal than it does in photographs, arguably the hallmark of a successful sports car design.
A long, flowing (front-hinged) bonnet (Jaguar calls its shape 'liquid metal' sculpture) projects forward from a rear-set cabin, with broad but tightly wrapped haunches behind it. The 20-inch, 10-spoke rims (in 'Gloss Black' with diamond-turned finish) fill the wheel arches perfectly.
I'm a huge fan of the tail-light cluster design, subtly reprofiled in the late 2019 update, which echoes the shape of the Series 1 E-Type and other classic Jags, but found it harder to warm to the outgoing F-Type's squarish headlight treatment.
Always a subjective call, but to my eyes this car's slimmer, more feline (LED) eyes and ever-so-slightly larger grille deliver a better front to rear balance. And slender, flush-fitting pop-out exterior door handles remain sub-zero cool.
Our 'Santorini Black' test car had been optioned with the 'Exterior Black Design Pack' ($1820) for an extra hint of menace. It applies body-colour to the front splitter, side sills, and rear diffuser, at the same time blacking out the grille surround, side vents, side window surrounds, rear valance, Jaguar script, F-Type badge and 'Leaper' emblem.
Jaguar describes this two-seater as a '1+1', confirming the F-Type's focus on the driver, and our test car's tan leather interior emphasises the fact.
Tan dash on the passenger side, complete with flying buttress-style grab handle for extra support when g-force starts to build. Contrasted by all black and all business on the driver's side.
A broad centre stack houses the 10-inch multimedia touchscreen, with easy-to-use dials for the climate control system below. And the 12.3-inch reconfigurable hi-def instrument cluster (with graphics unique to the F-type) is a model of clarity and simplicity.
The latter offers a choice of display themes, including full nav map, but the default mode highlights a large central tachometer. Nice.
An impressive design feature carried over from the previous model is deployable front air vents. The dashtop remains flat until a given climate control temperature setting causes an upper section, housing a pair of adjustable vents, to gently rise. Very cool (no pun intended).
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.
If you're intending to daily drive your F-Type R, make sure your yoga fees are up to date, because entry and egress are for the fleet of foot and flexible of limb.
Once inside, though, within the bounds of its two-door coupe format, the F-Type offers an array of storage options, including a decent glove box, centre storage box/armrest, small door bins, a netted pocket on the top of the bulkhead between the seats, and a pair of console cupholders.
Power and connectivity runs to a 12V socket in the dash, with another in the central storage bin, alongside two USB-A ports, and a micro SIM slot.
Notwithstanding the (alloy) space saver plonked on the boot floor, the F-Type Coupe delivers worthwhile cargo space, with 310 litres on offer, rising to 408 with the load cover removed.
That's enough to swallow small (36-litre) and large (95-litre) suitcases together, and there are two (nicely chromed) tie-down anchor, as well as elasticised retaining straps at either end of a small ledge on the bulkhead.
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.
It's hard to pin down direct competitors for the $262,936 F-Type R, except one; Porsche's 911 Carrera S, a clear price and performance rival at $274,000.
With a 3.0-litre, twin-turbo 'flat' six producing 331kW/530Nm the 911 is capable of accelerating from 0-100km/h in just 3.7sec, which (surprise, surprise) exactly matches the Jag's claimed performance number.
Cast the net a little wider and you'll snag the likes of Nissan's GT-R Track Edition on the low side ($235,000), and the Mercedes-Benz S 560 Coupe ($326,635) for around $50K above the F-Type's asking price. So, the standard features list needs to be impressive, and long story short, it is.
Drilling down to the depths of detail on this car's equipment spec would need a review of its own, so here's the highlights package.
The 10-inch 'Touch Pro' multimedia screen manages a 380-watt Meridian audio system featuring 10 speakers (including subwoofer), digital radio, dynamic volume control and a 10-channel amp, as well as Apple CarPlay, Android Auto, and Bluetooth connectivity.
It's also the gateway to the car's configurable dynamic set-up, 'Navigation Pro', phone connection, ambient lighting, reversing camera, and a lot more.
Full-grain 'Windsor' leather is applied to the 12-way, electrically-adjustable (plus memory) performance seats. There's also a 12.3-inch customisable digital instrument cluster, cruise control (and speed limiter), keyless entry and start, auto rain-sensing wipers, auto-dimming and power folding heated door mirrors (with memory), a switchable active exhaust, LED headlights, DRLs and tail-lights, as well as an electrically adjustable steering column (with memory), climate control, powered boot lid, 20-inch alloy wheels, racy red brake calipers, and specific 'R' branding on the leather-trimmed sports steering wheel, door tread plates, and centre console.
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.
The F-Type R is powered by Jaguar's all-alloy (AJ133) 5.0-litre supercharged V8 engine, featuring direct-injection, variable (intake) cam timing, and an Eaton (Roots-type) blower to produce 423kW (567hp) at 6500rpm, and 700Nm from 3500-5000rpm.
Drive goes to all four wheels via an eight-speed 'Quickshift' automatic transmission and Jaguar's own adaptive AWD system with 'Intelligent Driveline Dynamics' (IDD).
The AWD system is based on an electro-hydraulic multi-plate (wet) clutch, controlled by a centrifugal electro-hydraulic actuator. Default front/rear drive balance is 10/90, although Jaguar claims even a full shift of power from 100 per cent rear to 100 per cent front takes just 165 milliseconds.
The IDD system continuously monitors each wheel's speed and traction, suspension compression, steering angle and braking force, as well as the car's rotational state.
It then uses an algorithm to determine which wheel(s) are likely to lose traction, and before grip is lost, transfer drive to the wheels that can make best use of it.
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.
Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 11.3L/100km, the F-Type R emitting 269g/km of CO2 in the process.
Despite the standard auto stop/start function, over close to 350km of city, suburban, and freeway running we recorded a (dash-indicated) average of 16.1L/100km.
That's a solid drinking habit, but it kind of goes with this performance territory, and we did lean into the throttle on a regular basis.
Recommended fuel is 95 RON premium unleaded, and you'll need 70 litres of it to fill the tank. That equates to a range of 619km in line with the factory claim, and 434km using our real-world number as a guide.
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.
Yep, no surprise, the 2021 Jaguar F-Type R is a proper, rip-snorting, beast of a machine. Weighing in at just over 1.7 tonnes, with 423kW/700Nm to propel it forward, in terms of straight line acceleration, it's every bit the scalded cat.
Bury the right foot and it will storm from 0-100km/h in just 3.7 seconds, with furious aural accompaniment courtesy of the 4.0-litre supercharged V8 and sports exhaust system. Electrically-actuated bypass valves in the latter's rear silencer remain closed until they automatically open under load, and boy, do they open up.
Prospective F-Type R owners wishing to remain on good terms with their neighbours will be pleased to know there's a 'Quiet Start function', but once you're a few blocks clear the engine is capable of alerting the entire suburb to you presence, complete with raucous crackles and pops on the overrun.
All 700Nm of maximum torque is available from 3500rpm through to 5000rpm, and mid-range thrust is ferocious. If you have access to a long enough private road Jaguar claims this car will storm on to a (electronically-limited!) maximum velocity of 300km/h.
The eight-speed auto transmission has picked up several tweaks courtesy of the XE-based SV Project 8, and it's brilliant. A conventional torque-converter based unit, rather than a dual-clutch, it's dubbed 'Quickshift', and that it does. Manual flicks between ratios, using the wheel-mounted paddles, are rapid and positive.
Head for your favourite B-road, and it's the F-Type R's ability to put every bit of its power down, without fuss, that impresses next. Push into a series of tight corners and the car grips, settles, and simply surges from one bend to the next, the tricky AWD system seamlessly shuffling torque between the axles and individual wheels.
The standard electronic active diff, and torque vectoring (by braking) also help keep everything under control, turning backroad tryhards into apex hunting virtuosos.
Suspension is by (aluminium) double wishbones front and rear, with revised springs and anti-roll bars added in the 2019 upgrade. Continuously-variable dampers underpin the 'Adaptive Dynamics' system, learning your style and adjusting accordingly.
The electrically-assisted power steering combines great road feel with satisfying accuracy, and the car feels balanced yet agile and responsive in enthusiastic driving.
In a more relaxed mode the adaptive set-up detects rough road conditions and adjusts the suspension settings for greater ride comfort. According to Jaguar, the damper valves and control algorithms have been recalibrated to improve low-speed comfort and high-speed control, and I can vouch for their effectiveness.
Not long after steering this F-Type R I spent some time in the supercharged V6 F-Type P380 R-Dynamic, and this R is far more compliant.
Rubber is a specially-developed Pirelli P Zero (265/35 fr - 305/30 rr), and the supremely efficient brakes are ventilated 380mm at the front, and 376mm rear.
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 F-Type hasn't been assessed by ANCAP, but as well as the usual active safety suspects like ABS, EBD, traction and dynamic stability controls, the R features an AEB system operating at speeds above five km/h, Vehicle detection is in place at speeds of up to 80km/h, and pedestrian detection up to 60km/h.
The AWD system facilitates specific 'Rain', 'Ice', and 'Snow' modes, plus there's active high-beam, lane keep assist, a reversing camera, as well as front and rear parking sensors, and a 'Driver Condition Monitor.'
But cross-traffic alert (front or rear) is missing-in-action, blind spot assist is an option ($900), as is park assist ($700), and tyre pressure monitoring ($700). Any car that's crested the $250K barrier should have all of these as standard.
If an impact's unavoidable there are six airbags (front, side, and curtain). But remember, the front passenger seat is a no-go zone for a rear-facing child restraint. And Jaguar says, "A child should only travel in the front passenger seat if it is essential and national or state legislation permits it."
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.
Jaguar covers its Australian new car range with a three-year/100,000km warranty, which looks particularly stingy next to the mainstream market norm of five years/unlimited km, and lags other premium players like Mercedes-Benz and Genesis, both sitting at five years/unlimited km.
On the plus side, paint and corrosion (perforation) are warranted for three years, and roadside assistance is complimentary for 12 months.
And on the big plus side, scheduled servicing for the F-Type (determined by an on-board service interval indicator) is free-of-charge for five years/130,000km.