BMW M4 VS Ferrari 488
- Adaptive suspension
- Ripping dual-clutch auto
- No AEB
- Awkward access to tight rear seats
- So-so warranty
- Monstrous torque
- Incredible dynamics
- Quality (in every sense of the word)
- Breathtaking option prices
- Some shake on rough surfaces
- Atmo engine noise MIA
When it comes to cars, the letters B, M, and W carry huge credibility. But the extra letters and numbers that follow make all the difference.
A second M for example, means the hot rodders in the Munich maker's performance and racing skunkworks have played with everything from the drivetrain, aero and suspension, to the rims, rubber and interior design.
The number sitting next to it then determines whether you're looking at a compact firecracker (M2), fast-lane monster (M5), or bruising family truckster (X6 M). But every now and then some additional letters find their way onto even a BMW M car's bootlid.
In this case, a C and an S are significant additions to the already impressive M4 badge. They stand for Coupe Sport and were famously applied to BMW's achingly beautiful (E9) coupes of the late 1960s and early '70s.
So, with the howling echo of that all-time classic's in-line six ringing in its ears, the new M4 CS stands up as a proper high-performance coupe, pitched against the likes of Audi's recently reborn RS 5, the Lexus RC F, and Merc-AMG's soon-to-arrive C 63 S Coupe.
Does the CS legend live? Read on to find out.
|Engine Type||3.0L turbo|
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James Cleary road tests and reviews the new Ferrari 488 Spider with specs, fuel consumption and verdict.
It’s almost inevitable. Tell someone you’re a motoring journo and the first question will be, ‘So, what’s the best car you’ve ever driven?’
Without getting into an esoteric analysis of what the word 'best' actually means in this context, it’s clear people want you to nominate your favourite. The fastest, the fanciest, the car you’ve enjoyed the most; the one that’s delivered a clearly superior experience.
And if I enter the room of mirrors (where you can always take a good hard look at yourself) the answer is clear. From the thousands of cars I’ve had the privilege of sliding my backside into, the best so far is Ferrari’s 458 Italia, an impossibly pure combination of dynamic brilliance, fierce acceleration, howling soundtrack and flawless beauty.
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The BMW M4 CS is every bit as fast and engaging as you'd expect it to be. But be prepared for the day-to-day compromises that go with its pared back interior layout. It's beautifully engineered and dynamically excellent, but will have its hands full when Merc-AMG's similarly sized and priced (updated) C 63 S Coupe arrives shortly to rattle its cage.
Is the BMW M4 CS your kind of four-seat sledgehammer? Tell us what you think in the comments section below.
BMW offers the 'Service Inclusive' program, a one-off advance payment to cover scheduled costs at the 'Basic' or 'Plus' level.
The Ferrari 488 Spider is a brilliant machine. It's properly supercar fast, in a straight line and around corners. It looks stunning, and attention to design detail, engineering refinement and overall quality oozes from its every pore.
Is it the best car I’ve ever driven? Close, but not quite. Others may disagree, but for what it’s worth, I think the Ferrari 458 Italia, in all its high-revving, naturally aspirated glory is still the sweetest ride of all.
Is this open-top Italian stallion your dream machine? Tell us what you think in the comments below.
The M4 in either entry-level Pure, or next-step-up Competition spec already looks like John Cena in a 10-year-old's t-shirt, with muscular bumps, curves and cuts extending aggressively in all directions. From its bulbous 'power dome' bonnet, to the pumped-up guards and gaping vents, the M4 screams 'don't argue'.
But this CS version borrows heavily from the track-focused M4 GTS (phased out earlier this year) and dials the aggro up a few notches.
A Matterhorn-sized bulge in the centre of the lightweight CFRP (Carbon-Fibre Reinforced Plastic) bonnet descends towards a broad air extraction vent that could double as a stormwater drain in bad weather.
The front, exposed carbon splitter is a slightly less accentuated version of the GTS's race-ready set-up, and the signature kidney grille is finished in menacing gloss black.
That black finish, part of the standard BMW Individual 'Shadow Line' package, also extends to the side-window trim, window recess covers, and vents on the front wings.
CFRP (unpainted this time) reappears on the roof, and an exposed carbon Gurney flap-style spoiler adds a touch of flash and aero efficiency to the bootlid. A nice match for the carbon diffuser below.
Suitably wide black alloy rims (19-inch front, 20-inch rear) further enhance the intimidating look, with twin LED headlights and an 'Organic rear lighting system', the latter another lift from the GTS, delivering an impressively vivid display.
The interior is familiar BMW territory, but it does feel like you've had a nasty break-up and your significant other has filled the moving van with all the luxury bits.
The leather and Alcantara trimmed sports seats are classy and racy enough, but the door cards are made from a natural-fibre composite BMW calls 'Nawaro'. There are no storage pockets, and you get a webbing strap to help pull the door closed.
Super lo-fi, and bafflingly, the 'armrest' slopes downward at an angle that, despite an Alcantara-trimmed pad, makes it just about impossible to actually rest your arm on it. Perhaps it adds some wheel-twirling elbow room, but for the other 99 per cent of the time it's just annoying.
Although trimmed in contrast-stitched Alcantara, the centre console is also a rudimentary affair, with no storage box between the front seats or adjustable air vents for rear-seat passengers. It might be good for weight saving, but it's not so great in terms of day-to-day practicality (which we'll get to shortly).
There's more Alcantara on the M Sport steering wheel (a leather wheel is a no-cost option) and dash-panel insert, with the CS designation neatly called out in mosaic-style lettering near the centre stack.
Launched in 2015, the 488 is the fourth mid-engine V8 Ferrari based on the aluminium space-frame architecture unveiled with the 360 Modena back in 1999, and unlike its Pininfarina-penned predecessors, was designed in-house at the Ferrari Styling Centre, under the direction of Flavio Manzoni.
The key focus this time around was aero performance, including the additional breathing and cooling needs of the 488’s 3.9-litre twin-turbo V8 (relative to the 458’s 4.5-litre naturally aspirated unit); hence the car’s most obvious visual identifiers - substantial air intakes in each flank.
Measuring 4568mm nose-to-tail, and 1952mm across, the 488 Spider is marginally longer (+41mm) and wider (+15mm) than its 458 equivalent. That said, it’s exactly the same height at just 1211mm tall, and the 2650mm wheelbase is unchanged.
Ferrari is a past master when it comes to sneaky concealment of spectacular aero trickery, and the 488 Spider is no exception.
Upper elements of its F1-inspired double front spoiler direct air to the two radiators, while the larger lower section subtly pulls flow under the car where carefully tuned ‘vortex generators’ and a yawning rear diffuser (incorporating computer-controlled, variable flaps) dial up downforce without a significant drag penalty.
The ‘blown’ rear spoiler manages air from intakes at the base of the rear screen, its specific geometry allowing a more pronounced (concave) profile for the main surface to increase upward deflection and maximise downforce without the need for an oversize or raised wing.
Those side intakes are divided by a central, horizontal flap, with air from the upper section directed to exits over the tail, pushing the low-pressure wake directly behind the car further back to again reduce drag. Air flowing into the lower section is sent to the turbo engine’s air-to-air intercoolers to optimise intake charge. All brilliantly efficient and tastefully incognito.
Putting the engine in the centre of the car and fitting only two seats doesn’t just pay off dynamically, it delivers the perfect platform for visual balance, and Ferrari has done a superb job of evolving its ‘junior supercar’ with a nod to the line’s heritage and an eye on extending its reach.
The tension across its multiple curved and contoured surfaces is beautifully managed, and the Spider’s crouching stance screams power and single-minded purpose.
Inside, while the passenger might be enjoying the ride, the design is all about simplicity and focus for the person with the steering wheel in their hands.
To that end, the slightly angular wheel houses a host of controls and displays including a very red start button, driving mode ‘Manettino’ dial, within-thumb’s-reach buttons for indicators, lights, wipers and ‘bumpy road’ (more on that later), as well as sequential max rpm warning lights across the top of the rim.
The steering wheel, dash, doors and console are (optionally) carbon-rich, with the familiar buttons for Auto, Reverse and Launch Control, now housed in a dramatic arching structure between the seats.
The compact instrument binnacle is dominated by a central rev-counter with digital speedo inside it. Readout screens for on-board info across audio, nav, vehicle settings, and other functions sit either side. The seats are grippy, lightweight, hand-crafted works of art, and the overall feeling inside the cockpit is an amazing mix of cool functionality and special event anticipation.
When it comes to cars, practicality is a subjective area. The M4 CS offers plenty of space for the driver and front-seat passenger, with room for two more in the back, as well as a decent boot. Practical, right?
But day-to-day details make all the difference and the drive to simplify the CS's cabin and reduce the car's overall weight has seen many common interior-storage options deleted.
The price CS owners pay for racy minimalism is a complete absence of door bins, no lidded box between the front seats, and no oddments tray in the middle of the centre console. Just a pair of cupholders ahead of the gearshift, and a shallow tray beyond that.
If you and a friend get into the car each carrying a standard load of personal junk like a phone, keys, wallet, and a beverage of some description, capacity is immediately exceeded.
Yes, you can shove all that 'stuff' into the (medium-sized) glove box, and that's probably the safer option anyway. But it's not as convenient as slipping things into strategically placed bins and boxes.
In terms of charging/connectivity there's a 12-volt outlet between the cupholders, and a single USB port oddly placed towards the rear of the centre console.
And while there are two seats in the back, getting to them requires the flexibility of a side-show contortionist, and the patience of a Tesla Model 3 reservation holder (the electric system that slides the front seat forward is glacially slow).
Even once you've managed to thread the needle through to the back, headroom is tight, so it's fine for kids and an occasional-only option for grown-ups. There are no cupholders or even a fold-down centre armrest back there, but there is a small, open oddments tray between the seats.
A cargo net is standard, there are four tie-down anchors, a small netted storage section behind the passenger side wheel tub, a cubby on the opposite side, shopping-bag hooks and conveniently placed handles, which release the 60/40 split-folding rear seat backs to liberate more room.
Don't bother looking for a spare wheel of any description. A repair/inflator kit is your only option.
Okay, so how do you approach practicality in a car that’s so obviously not engaged with the concept?
Best to say there’s cursory consideration in terms of cabin storage, with a modest glovebox, small pockets in the doors, and a pair of piccolo-sized cupholders in the console. There’s also a net and some general oddments space along the bulkhead behind the seats.
But the saving grace is a generous, rectangular boot in the nose, offering 230 litres of easy-to-access load space.
Another attribute fitting broadly under the heading of practicality is the retractable hardtop which smoothly unfolds/retracts in just 14 seconds and operates at speeds up to 40km/h.
Price and features
In a classic less-is-more (money) scenario, the $189,529 BMW M4 CS cops a decent serving of standard features, but misses out on some of the luxury trimmings included on the next-rung-down M4 Competition ($156,710).
Standard inclusions run to adaptive LED headlights (including 'BMW Selective Beam' anti-dazzle tech), adaptive M suspension, combination 'Merino' leather/Alcantara seat trim, Alcantara-wrapped 'M' sports steering wheel (with blue/red stitching), a configurable head-up display, a 'BMW Individual' Anthracite roofliner, 'Comfort Access' (keyless entry and start), plus the 'iDrive6' multimedia system (managed via controller, touch or voice) running through an 8.8-inch, high-definition screen.
There are also big 10-spoke forged alloy rims, front-seat heating, sat nav, automatic headlights, rain-sensing wipers, front and rear park distance control, 'Surround View' parking assist, and the 'BMW ConnectedDrive' suite ('BMW Connected+' smartphone app, real-time traffic info, concierge services, and more).
That's a heavyweight equipment list for a car that's all about lightness. Inside, besides the basic door and centre console arrangement, the other significant concessions to kilo stripping are a 'specially adapted' 12-speaker version of Harman/Kardon's 'Surround Sound' audio system with DAB+ digital radio (16-speaker in the Competition), and a simplified, single-zone climate control set-up (dual-zone in the Competition).
Kind of like the CEO wearing a Swatch watch; they're wealthy and powerful, but 'all about performance', so they wear a functional, conspicuously un-flashy timepiece. They still live in a $10m penthouse apartment, though.
Let’s get the big number out of the way. The Ferrari 488 Spider costs $526,888 before on-road costs.
Included in that not inconsequential figure is the ‘E-Diff3’ electronically-controlled differential, ‘F1-Trac’ traction control, ASR & CST, ABS, an anti-theft system, carbon-ceramic brakes, Magnaride shock absorbers, dual-zone climate control, racy leather seats, bi-xenon headlights with LED running lights and indicators, keyless start, Harman multimedia (including 12-speaker, 1280-watt JBL audio), 20-inch alloy rims, tyre pressure and temperature monitoring, and… a car cover.
But that’s just the starting point. Any self-respecting Ferrari owner will need to put a personal stamp on their new toy and the prancing horse is happy to oblige.
If you want an exterior colour to match your favourite polo pony’s eyes, no problem, the Ferrari Tailor-Made program will do whatever it takes. But even the standard options list (if that makes sense) offers more than enough scope to make an already spectacular four-wheel statement even more distinctive.
Our test car featured six new Mazda3’s worth of extras. That’s just under $130k, with the highlights being more than 25 grand in exterior carbon-fibre, $22k for the special, two layer, iridescent effect ‘Blue Corsa’ paint, over $10k for chrome painted forged rims, and $6790 for Apple CarPlay (standard on the Hyundai Accent).
But you’ve got to remember an inverse logic applies here. While some may see $3000 for cavallino rampante shields on the front wings as somewhat pricey, to a proud Ferrari owner they’re badges of honour. In the yacht club carpark, showing off their latest acquisition, you can script the satisfied boast - ‘That’s right. Two grand. Just for the floor mats!’
Engine & trans
Like its E9 coupe forbear, the M4 CS is powered by an in-line six-cylinder engine, but things have moved on over the last 50 years, and the current (S55) engine offers a mechanical case study in the marriage of high-performance and efficiency.
The all-alloy unit features direct injection and twin turbos, the key drivers behind a stonking 600Nm of maximum torque (50kW up on the M4 Competition), available from 4000-5380rpm, and peak power of 338kW (+7kW), arriving at 6250 rpm.
It also features a 'charge air' (air-to-air) intercooler, 'Double Vanos' variable cam timing, and 'Valvetronic' variable valve lift (inlet and exhaust side).
The sleeveless cylinders use 'Electric Arc Wire Spray' technology to form a thin coating of iron on the cylinder walls, to save weight (no cast-iron liners) and reduce manufacturing complexity. And the engine's closed-deck design increases the block's torsional rigidity, enabling a substantial 10.2:1 compression ratio and use of a lightweight, forged crankshaft.
Transmission is a seven-speed 'M Double-Clutch' (M DCT) dual-clutch auto, complete with dedicated oil cooler, and drive is distributed across the rear axle via an electronically controlled, multi-plate 'Active M Differential'.
The 488 Spider is powered by an all-alloy, mid-mounted 3.9-litre, twin-turbo V8, featuring variable valve timing and dry sump lubrication. Claimed outputs are 492kW at 80000rpm and 760Nm at a usefully low 3000rpm. Transmission is a seven-speed 'F1' dual clutch driving the rear wheels only.
Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 8.3L/100km, the twin-turbo six emitting 194g/km of CO2 in the process.
Over roughly 350km of city, suburban and freeway driving (much of it 'enthusiastic') we recorded 10.9L/100km (at the bowser) An impressive number for such a strongly performance-focused machine.
Minimum fuel requirement is 98 RON premium unleaded, and you'll need 60 litres of it to fill the tank.
Let's get it out of the way. The M4 CS is fast. Anything running 0-100km/h in less than four seconds gains admission to a seriously rapid club, and BMW claims 3.9sec for this car (an exact match for the soon-to-arrive Merc-AMG C63 S Coupe).
We might have given the standard launch-control system a go, and may be able to confirm straight-line acceleration from step-off will compress your chest like an over-zealous lifesaver at CPR practice.
But just as impressive is the in-gear thrust, with 80km/h to licence loss (120km/h) covered in only 3.4sec. Which plays to the twin-turbo six's strength, with maximum torque arriving at a relatively high 4000rpm, and remaining on tap until 5380rpm.
Power doesn't reach its peak until 6250rpm, with the rev ceiling sitting at 7600rpm; impressively high for a twin-turbo engine.
Everything from the DSC, ABS, and active suspension to the active diff, electrically assisted steering and seven-speed, dual-clutch transmission has been tuned specifically for the M4 CS.
The 'M DCT' auto is agreeably civilised at parking speeds, yet shifts positively and rapidly, especially in manual mode, under pressure at higher pace.
An M Sport exhaust system features electronically controlled flaps sitting directly in front of the rear mufflers, and varies the intensity of the accompanying soundtrack according to drive mode and level of aggression. It sounds suitably angry, but those hoping for the soaring purity of say the (S54) naturally aspirated in-line six found under the bonnet of the E46 M3 will be left hankering for the good old days.
Front suspension is a modified MacPherson strut design, with a five-link set-up at the rear, and data from wheel-acceleration sensors on each corner is used to recalibrate each damper's setting every 2.5 milliseconds.
The drivetrain, suspension and steering can each be dialled into 'Comfort', 'Sport' or 'Sport+' modes, and the CS's ride changes markedly in the switch from Comfort to Sport; the former proving compliant and smooth rolling over rough city surfaces, and the latter keeping things reassuringly buttoned down on a B-road blast.
Although BMW says that, unlike the M4 GTS, it has deliberately steered the M4 CS away from a focus on the circuit (no roll cage, no adjustable splitters or spoilers) we'd suggest it's best to keep the Sport+ suspension setting for track days unless you're already planning on replacing some of your older fillings.
Speaking of track days, BMW says the M4 CS's dynamics were “honed on the Nurburgring Nordschleife” where it's recorded a best lap time of 7:38, which is as fast as a Ferrari 458 Italia and Lexus LFA. That's very, very impressive.
At 1580kg the M4 CS is 35kg lighter than the M4 Competition (1615kg), and just five kegs under the Pure (1585kg), so despite all the light-weighting hype it's worth remembering we're still looking at a car tipping the scales at just under 1.6 tonnes.
The electromechanical steering can also be tuned through the three performance modes, and Sport delivers the best combination of quick turn-in, agreeably linear assistance and decent road feel.
But putting the CS's power down out of even moderately quick, tight corners is less convincing. The big forged-alloy rims (19-inch front, 20-inch rear) are shod with ultra-high-performance Michelin Pilot Sport Cup 2 rubber (265/35 front – 285/30 rear).
Squeezing the power in smoothly but quickly, the semi-slick tyres feel like they need more heat in them. Without going anywhere near the DSC's more taily 'M Dynamic' modes, and despite the active diff, the rear of the car will squirm when fed full throttle acceleration on corner exit, unsettling overall balance. Less edgy Michelin Pilot Super Sport tyres are a no-cost option.
The standard M sport front seats look the part (the M4 logos in the backrest illuminate!) and grip firmly without any discomfort for this 183cm tester.
And when it comes to slowing everything down, the standard brakes run to big ventilated discs front and rear, clamped by four-piston calipers at the front, and two-piston at the rear.
Our test example was optioned with the $15,000 'M carbon ceramic' package featuring humungous carbon rotors, thumping six-piston calipers up front, and four-piston rear. For that money you'd expect Le Mans-style braking performance, and while we didn't exactly put them to a 24-hour high-speed test, firm application of the left-hand pedal will consistently stand the car on its nose.
We had the rare opportunity of driving the 488 Spider on road and track with Ferrari Australasia handing us the keys for a rural run from Sydney to Bathurst, followed by some private bonding time on the roads around town, then a batch of unrestricted hot laps on the Mount Panorama circuit in the lead up to this year’s 12 Hour race (which the scuderia won in emphatic style with the 488 GT3).
On the freeway, cruising at 110km/h with roof open, the 488 Spider is civilised and comfortable. In fact, Ferrari claims normal conversation at speeds over 200km/h isn’t a problem. Top tip (no pun intended) is to keep the side glass and small electric rear window raised to minimise turbulence. With the roof up, the 488 Spider is every bit as quiet and refined at the fixed roof GTB.
Even with the multi-mode Manettino in its regular ‘Sport’ setting and the seven-speed ‘F1’ dual-clutch gearbox in auto, all it takes is a gentle crank of the right ankle to despatch pesky road users with the temerity to impede the 488’s progress.
On the quiet, open and twisting roads around the outskirts of Bathurst we may have flicked the switch to ‘Race’, slipped the gearbox into manual and given the 488 Spider a nudge. In some sweeping corners on Mount Panorama we might have even tested Einstein’s theory that matter bends the fabric of space and time. In short, we were able to get a good feel for the car’s dynamic abilities, and they are monumental.
Relative to the 458, power is up a lazy 17 per cent (492 v 418kW), and turbo-fed torque leaps a staggering 41 per cent (760 v 540Nm), while kerb weight is trimmed by 10kg (1525 v 1535kg).
The result is 0-100km/h in 3.0 seconds (-0.4sec), 0-400m in 10.5 (-0.9sec), and a maximum velocity of 325km/h (+5km/h).
If you must know, given fuel efficiency and emissions performance was the key driver behind Ferrari’s move to a turbo powerplant, all this is balanced by claimed 11.4L/100km combined economy (down from 11.8 for the 458).
A full blown launch in this car is like lighting the wick on an Atlas rocket, with a seemingly never-ending surge of thrust pinning your back to the seat, and each pull of the column-mounted carbon gear paddle delivering a seamless and near instantaneous shift. Ferrari claims the 488’seven-speed ‘box shifts up 30 per cent quicker, and down 40 per cent faster than the 458’s.
The lofty summit of the twin turbo’s torque mountain arrives at just 3000rpm, and once you’re up there it’s a table top rather than a peak, with more than 700Nm still on call at close to 7000rpm.
Maximum power arrives at 8000 (perilously close to the V8’s 8200rpm rev ceiling), and the delivery of all this brute force is impressively refined and linear. To improve throttle response, the compact turbos incorporate ball-bearing-mounted shafts (rather than the more common sleeve bearing type), while the compressor wheels are made from TiAl, a low-density titanium-aluminium alloy. As a result, turbo lag simply isn’t in the 488’s vocabulary.
And what about the sound? On its way to 9000rpm the 458 Italia atmo V8’s rising fortissimo howl is one of the world’s greatest mechanical symphonies.
Maranello’s exhaust engineers allegedly spent years fine-tuning the 488’s aural output, developing equal length tubes in the manifold to optimise harmonics before gas flow reaches the turbos, to get as close as possible to the high-pitch wail of a naturally aspirated Ferrari V8.
All we can say is the 488’s sound is amazing, immediately turning heads on contact... but it ain’t no 458.
Using the 488 Spider’s incredible dynamic ability to translate forward momentum into lateral g’s is one of life great pleasures.
Supporting the double wishbone front and multi-link rear suspension set-up is a host of high-tech widgets including the tricky E-Diff3, F1-Trac (stability control), High-Performance ABS with Ferrari Pre-Fill, FrS SCM-E (magnetorheological shock absorbers), and SSC (side-slip control).
Combine that with the active aero quietly turning the car into a four-wheel suction cup, plus ultra-high performance Pirelli P Zero rubber, and you have amazing grip (the front end especially, is incredible), perfect balance and stunning corner speed.
Our Mount Panorama blat confirmed the 488 Spider remains poised and throttle steerable through corners and curves at ludicrous speeds.
Chasing gears into the top of the ‘box up mountain straight made the lights on the upper rim of the steering wheel look like a fireworks display. The Spider transmitted its every move across the top of the circuit through the lightweight seat, and the very fast blast into The Chase at the bottom of Conrod Straight was other-worldly. Set the car up on entry, keep squeezing the throttle, grease in just a fraction of steering lock, and it just blazes through like a high-speed hovercraft, at 250km/h-plus.
More time back outside Bathurst confirms feel from the electro-hydraulic rack and pinion steering is brilliant in the real world, although we did notice the column and wheel shaking in our hands over bumpy backroads.
The quick fix there is a flick of the ‘bumpy road’ button on the steering wheel. First seen on the 430 Scuderia (after then Ferrari F1 hero Michael Schumacher pushed for its development), the system de-links the shock absorbers from the Manettino setting, providing extra suspension compliance without sacrificing engine and transmission response. Brilliant.
Stopping power comes courtesy of a ‘Brembo Extreme Design’ system derived from the LaFerrari hypercar, which means standard carbon-ceramic rotors (398mm front, 360mm rear) clamped by massive calipers - six piston front, four piston rear (our car’s were black, for $2700, thank you). After multiple stops from warp speed to walking pace on the circuit they remained firm, progressive, and hugely effective.
The BMW 4 Series (and by extension the M4 CS) hasn't been assessed for crash safety by ANCAP or EuroNCAP, but boasts a solid array of active and passive safety tech, with several notable omissions.
To help you avoid a crash the M4 CS features ABS, brake assist, EBA, EBD, 'Cornering Brake Control' (CBC), Dynamic Stability Control (DSC), Dynamic Traction Control (DTC) and dry braking, 'Emergency stop signal', lane-departure warning and a tyre-pressure-monitoring system.
M4 owners also receive a complimentary BMW Intensive Driving Experience course (one person per vehicle purchase), which is arguably the best crash prevention measure of all.
But significantly, there's no AEB (Auto Emergency Braking) or other, more recent safety bits and pieces (found on other current BMW models) like blind-spot monitoring, forward-collision warning, fatigue detection, reverse collision avoidance, or speed-sign recognition and warning.
If all else fails and a collision is unavoidable passive safety tech runs to head and side airbags for the driver and front passenger, as well as curtain airbags covering front and rear. But again, things like an active bonnet and active front head restraints, fitted elsewhere in the BMW world, are MIA.
There are ISOFIX child-restraint anchors with top tether points in each of the rear seat positions.
Warranty cover is three years/unlimited km, with 24/7 roadside assistance included for three years, and additional support from BMW 'Servicemobiles' (07:00 – 23:00 every day) staffed by trained techs and stocked with key service parts.
Maintenance on all BMW 4 Series models is controlled by a 'Condition Based Servicing' system which piles real-time data (mileage, time since last service, fuel consumption, and how the car has been driven) into a specific algorithm to determine whether an annual vehicle inspection or (oil) service is due.
The Ferrari 488 Spider is covered by a three year/unlimited km warranty, and purchase of any new Ferrari via the authorized Australian dealer network includes complimentary scheduled maintenance, through the ‘Ferrari Genuine Maintenance’ program for the first seven years of the vehicle’s life.
Recommended maintenance intervals are 20,000km or 12 months (the latter with no km restrictions).
Genuine Maintenance attaches to the individual vehicle, and extends to any subsequent owner within the seven years. It covers labour, original parts, engine oil and brake fluid.