BMW M8 vs BMW M440I

What's the difference?

With dramatic looks, a luxurious spec, and impeccable quality, the BMW M8 Competition Gran Coupe remains supremely well controlled as it delivers eye-widening performance and amazing dynamics. But there’s an ‘edge’ to the experience you need to be ready for. If I was determined to head for the Aussie ‘fast lane’ in a BMW 8 Series Gran Coupe I’d opt for the M850i and pocket a lazy $71K (enough for a cheeky M235i Gran Coupe to add to your collection).

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.

Want to start a vigorous car enthusiast discussion (more a verbal punch-up)? Simply ask whether a four-door car can be a coupe.

Traditionally, the answer is no, but over time numerous automotive brands have applied that description to cars with more than two doors, including SUVs!

So, here we are. A four-door ‘Gran Coupe’, and the M8 Competition version retains the smoothly tapering turret and frameless side glass that help give selected BMW four-door models the same swoopy, coupe look.

At close to 4.9m long, a fraction over 1.9m wide, and under 1.4m high, the BMW 8 Series Gran Coupe has a firmly planted, low-slung, wide-track stance. Always a subjective call, but I for one, think it looks stunning, especially in our test car’s ‘Frozen Brilliant White’ matt paint finish.

In an era of comically oversized BMW grilles, things are relatively under control here, with a bright black finish applied to that ‘kidney grille’, as well as the huge front bumper air intakes, front splitter, front fender vents, exterior mirrors, window surrounds, 20-inch rims, lip spoiler on the boot, rear valance panel (incorporating a functional diffuser), and quad exhaust tips. The roof’s black, too, but that’s because it’s made of carbon-fibre.

Overall the M8 Competition Gran Coupe is a compelling combination of strong, confident character lines along the bonnet and lower flanks, with tightly wrapped curves following the high hip line, and more organically irregular, yet distinctly BMW shapes in the head- and tail-lights. 

The interior is a beautifully balanced design with a broad centre console sweeping up to the middle of the dash and wrapping around to focus on the driver, in typical BMW fashion.

 The multi-adjustable sports front seats are immaculate, with high-end quilting in the centre section matching a similar treatment in the doors. The dark grey (full) leather trim is offset by carbon and brushed metal trim elements for a cool, calm and focused feel.

Crack the bonnet open and a spectacular ‘BMW M Power’ carbon cover dressing the top of the engine is guaranteed to impress friends and family.

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.  

Of the M8 Competition Gran Coupe’s 4867mm overall length, 2827 of it sits between the front and rear axles, which is a pretty healthy wheelbase for a car this size (and 200mm more than the 8 Series two-door coupe).

Space up front is generous, and one upside of a four-door, rather than two-door coupe, is you’re not struggling quite so much for space to get in and out when parked next to other cars.

Once inside, there’s plenty of storage up front, with a large lidded box/armrest between the front seats, twin cupholders in the centre console, as well as another covered area for wireless phone charging and extra bits and pieces in front of that. Long door pockets provide space for bottles, and the glove box is a decent size. There’s 12V power as well as USB sockets for media connection, with charging outlets in support.

At first glance you’d swear the rear seat was designed as a two-seater only, but when push (literally) comes to shove a centre passenger can squeeze in, legs straddling the rear console.

In terms of legroom, at 183cm (6’0”) I could sit behind the driver’s seat set for my position with knee room to spare, but headroom is another matter, with my noggin making solid contact with the soft Alcantara headlining. It’s the price you pay for this car’s racy profile.

There’s a neatly trimmed storage box and two cupholders in the fold-down centre armrest, plus door pockets with enough room for small bottles. The rear console houses dual climate controls, twin USB power sockets, and a small oddments tray, as well as buttons for the optional rear seat heating fitted to our test car ($900).

The 440-litre boot is a bit like the car itself - long and wide, but not very high. The rear seat split-folds 40/20/40 if you need more space, and the boot lid is automatic with a hands free function. But don’t bother looking for a spare of any description, a tyre repair kit is your only option.

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.

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.

The M8 Competition is powered by an all-alloy, 4.4-litre twin-turbo V8 engine, featuring direct-injection, as well as the latest version of BMW’s ‘Valvetronic’ variable valve timing and ‘Double-VANOS’ variable camshaft control, to produce 460kW (625hp) at 6000rpm, and 750Nm from 1800-5800rpm.

Designated ‘S63’, the engine’s two twin-scroll turbos are located, along with a cross-bank exhaust manifold, in the engine’s (90-degree) ‘hot vee.’ 

The idea is consistent transmission of exhaust energy to the turbos for improved response, with the reversal of usual practice completed by inlet manifolds positioned on the engine’s outer edges.

Drive goes to all four wheels via an eight-speed ‘M Steptronic’ (torque converter) auto transmission with ‘Drivelogic’, and dedicated oil cooling, as well as BMW’s ‘xDrive’ all-wheel drive system.

The xDrive set-up is built around a central transfer case housing an electronically-controlled, variable multi-plate clutch, with front to rear drive distribution set to a default 40:60 split.

The system monitors multiple inputs including, wheel speed (and slip), acceleration and steering angle, and is able to vary the ratio up to 100 per cent rear thanks to the ‘Active M Differential.’ 

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.

Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 10.4L/100km, the M8 Competition emitting 239g/km of CO2 in the process.

Despite the standard auto stop/start function, over a week-long combination of city, suburban, and freeway running we recorded a (dash-indicated) average of 15.6L/100km.

Pretty thirsty, but not outrageous when you consider this car’s performance potential, and the fact that (purely for research purposes) we exploited it regularly.

Recommended fuel is 98 RON premium unleaded, and you’ll need 68 litres of it to fill the tank. That equates to a range of 654km in line with the factory claim, and 436km using our real-world number as a guide.

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.  

There’s something teutonically symmetrical about the way the M8 Competition Gran Coupe delivers its prodigious thrust.

Peak torque of no less than 750Nm is available from just 1800rpm, remaining on full song across a broad plateau all the way to 5800rpm. Just 200revs later (6000rpm) peak power of 460kW (625hp!) takes over to finish the job, with the rev ceiling sitting just over 7000rpm.

That’s enough to slingshot this 1885kg bruiser from 0-100km/h in 3.2 seconds, which is supercar fast. And the engine and exhaust noise produced by the 4.4-litre twin-turbo V8 during such rapid acceleration is suitably brutal, courtesy of electronically-controlled flaps in the system opening up. 

On a more civilised drive you can reduce the exhaust noise via an ‘M Sound Control’ button on the centre console.

The eight-speed auto is fast and positive, especially in manual mode, which dials up the fun via wheel-mounted paddles. And when it’s time to direct this car’s forward momentum into lateral movement BMW has brought in the engineering heavy artillery.

Despite its frameless door body structure the M8 Competition Gran Coupe feels solid as a rock thanks in no small part to its ‘Carbon Core’ construction, using four primary components - carbon-fibre-reinforced plastic (CFRP), aluminum, high-strength steel, and magnesium.

Then the ‘Adaptive M Suspension Professional’ (with active anti-roll stabilisation), the tricky xDrive continuously variable AWD system, and active M Sport diff combine to keep everything under control.

Suspension is a double wishbone front, five-link rear arrangement, with all key components in alloy to minimise unsprung weight. In concert with the electronic wizardry on-board, it helps keep the M8 buttoned down with only modest body roll in enthusiastic cornering, as the rear-biased AWD system seamlessly distributes drive to the axle and wheels that can make best use of it.

The price you’ll pay for the track-ready tune is in compromised ride comfort. Even in the ‘Comfort’ setting, the M8 Competition is firm, and feels corrugations and imperfections to a surprising degree.

An alignment of the BMW 8 Series planets left me with the keys to this car and the M850i Gran Coupe (also using the Carbon Core body) at the same time, and the difference between their softest settings is appreciable.

Also be aware that at 12.2m the M8 Gran Coupe’s turning circle is substantial, and it’s just as well all that camera, sensor and self-parking tech is available to help you guide this ship into port.

The M8’s electrically-assisted, variable-ratio steering features an ‘M’ specific calibration to deliver satisfying precision and good road feel. But in similar fashion to the ride a noticeable amount of unwelcome feedback comes through to the wheel.

The fat Pirelli P Zero rubber (275/35 fr / 285/35 rr) grips hard, and the monster brakes (ventilated all around, with 395mm rotors and six-piston calipers up front) wash off speed without fuss or fade.

But overall, you’ll have to live with a less refined drive when you sign on for the M8 Competition. Straight away it feels faster but lacks the M850i’s lighter touch. No matter which drive or suspension mode you select, responses are more aggressive and physical.

To fully explore and enjoy the M8 Competition’s abilities it feels like the race circuit is its most appropriate habitat. On the open road, the M850i is all the Gran Coupe you’re going to need.

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. 

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.

BMW offers a three year/unlimited km warranty, which is at least a couple of years off the mainstream market pace, and lagging other premium players like Mercedes-Benz and Genesis, both sitting at five years/unlimited km.

Roadside assistance is included for the duration of the warranty period, and the standard ‘Concierge Service’ provides everything from flight information, to global weather updates, and restaurant recommendations, from a real human.

Technically, service is ‘condition based’ with the car telling you when it’s time to hit the workshop, but you can use every 12 months/15,000km as a guide.

BMW Australia offers ‘Service Inclusive’ packages that require customers to pre-pay for servicing, allowing the cost to be covered off in finance or leasing packages and reducing the need for concern about paying for maintenance further down the track.

BMW says there are different packages available, from three to 10 years, or between 40,000 and 200,000km.

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.