Lamborghini Huracan VS BMW M4
- Soaring V10
- Seven-speed gearbox
- Even more fun than all-wheel-drive Huracan
- Lack of second screen makes dash a bit crowded
- Not much storage
- Can't see the engine
- Adaptive suspension
- Ripping dual-clutch auto
- No AEB
- Awkward access to tight rear seats
- So-so warranty
Lamborghini's Huracan is the howling and fiery follow-up to Sant' Agata's best-selling model ever, the vicious, V10-powered Gallardo.
The first clean-sheet design since Audi's takeover of Lambo in the late 1990s, the new car has picked up where the Gallardo left off, selling like crazy. Since its launch a couple of years back, the new variants have come thick and fast, with the rear-wheel-drive 580-2 joining the LP610-4 as well as Spyder variants of both. Last month Lambo dropped the madcap and much waffled over Performante (or "totally bonkers" version).
Lamborghini's local arm made a canny decision to ensure we could kill two birds with one stone, letting us loose in a Huracan Spyder 580-2. Less power, less roof, fewer driven wheels, more weight. Does it mean less fun, though?
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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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The rear-wheel-drive Spyder couldn't be more fun if it put on a silly wig or sprouted a jet engine and wings.
Yes, it's heavier and slower than the Coupe but the Huracan loses almost none of its feel with the roof whipped off, plus you get all the fun and fresh air of a Spyder. The extra weight doesn't mean much on the road and the added bonus of the rear-wheel drive's more responsive steering and even sharper turn-in evens things out.
The V10 is the last of its type, with Ferrari and McLaren both employing forced induction V8s for their smaller sports cars - in McLaren's case, all of them. The Huracan Spyder is everything that's good about Lamborghini - nutty looks, crackpot engine, head-turning theatrics - with all of the bad stuff booted out by parent company Audi. The 580-2 loses none of the fun of the circus and with the roof off it's even louder music to your ears.
Are you roofless in intent or do your sports cars need a lid?
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 roof is a fabric job and folds away in a tidy 15 seconds, more than quick enough to save you from a drenching in all but the most sudden of rain showers. It looks pretty good when up, doing a decent impression of the coupe's roofline, but roof down with the cool speedster-style humps, the Huracan looks epic.
It's not a shy and retiring car (no Lambo is), not by a long shot and if you enjoy the attention of the local constabulary, the bright yellow (Giallo Tenerife) is the colour for you. One particularly nice touch is the Huracan Spyder script engraved on the windscreen header rail.
Frustratingly, there's only a small cover to gain access to the oil filler - unlike the coupe you can't see the engine through the cover. The rear section of the Spyder is quite different, with a huge composite clamshell that lifts out of the way to allow the roof to stow itself. It's a necessary compromise but a shame as well.
The cabin is standard Huracan, with switchgear handed down from Audi and that brilliant red starter button cover that looks like it should have 'Bombs Away' written on it. There are a lot of fighter-jet influences, and it's a more convincing space than the more expensive Aventador.
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.
Yes, well, the usual mumbling explanation about how you have to take into account what this car is for and that there isn't the room for everyday luxuries will have to suffice. You do get a cupholder that pops out of the passenger-side dash garnish and the front boot will hold 70 litres. There's not a lot else you can squeeze in, although you can probably slip slim items behind the front seat backs. You'll be golfing on your own.
It's a more comfortable interior than the Aventador, with more head and shoulder room and a better overall position for driver and passenger.
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.
Price and features
As always, value for money isn't one of your top priorities if you're looking for a high-end sports car dripping with standard features. The stereo has just four speakers but really, who's going to be listening to Kyle when you ears can reap the Huracan?
You also score dual-zone climate control, remote central locking (the flush fitted handles pop out endearingly as you draw closer), LED headlights, running lights and taillights, (very cool) digital dashboard, electric seats, sat nav, leather trim and a hydraulic lifter to help keep the front splitter pristine over kerbs.
Naturally the option list is long. Our car was specced by a restrained hand, with 20-inch black Giamo alloys ($9110), front and rear parking sensors with reversing camera ($5700 - ahem), black painted brake calipers ($1800) and $2400 worth of Lamborghini logos and stitching. Very nice stitching, obviously.
You can go completely mad if you want to, spending up to $20,000 on matte paint colours, $10,000 on bucket seats, carbon fibre bits can mount up and then of course you can commission stuff to suit your personal taste for even more cash. If you're prepared to drop well north of $400,000 on a car, what's a few more thousand, I guess.
As far as value goes, the Spyder is about right for its segment, coming in around the same price as an admittedly less focused Ferrari California and a bit more than the less-powerful R8 Spyder range.
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.
Engine & trans
As the name suggests, the 580-2 is 30 metric horsepower down on the 610-4. In our language, that means Automobili Lamborghini's 5.2-litre naturally-aspirated V10 (yes, like many parts, shared with the Audi R8) developing 426kW/540Nm. Those figures are down 23kW and 20Nm on the AWD car.
The official 0-100km/h figure is 3.6 seconds, although it's unlikely it's that slow(!), Lambo's figures are regularly bettered by other publications with little effort.
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 amazing thing about this car is that despite being handed a regular thrashing, its fuel consumption is little worse than a large Toyota SUV's. When cruising along it will sip fuel, with cylinder deactivation helping further ease its thirst. The claimed combined cycle figure is a reasonable (and almost achievable) 11.9L/100km. I got a calculated 15.2L/100km and did not spare the rod, Nosirreebob. And nothing like the terrifying, guzzling consumption of the Aventador's V12.
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.
The Huracan's V10 is a glorious thing. It revs to the redline like a demon and does it all day every day. It feels utterly unburstable and delivers its power with such joy and abandon it gets under your skin.
With the roof off and Sport mode engaged on the Anime switch, the mix of induction and exhaust noise is utterly addictive. It's a theatrical machine, popping and banging and the metallic scream under power all combine to blow away the cobwebs in double quick time. Its sound is symphonic and pulling the gearshift instantly changes the note. It's breathtaking.
A big part of this particular car's charm is the switch to rear-wheel drive. The engineers didn't just forget to bolt in the propshafts and front-wheel-drive gear, but the steering had a going-over to compensate for the changes and to improve feel and responsiveness. It worked.
Where the all-wheel drive is prone to mild understeer, the front end of the dash-two is a little more planted. The Spyder might be heavier than the Coupe, but the rear-wheel-drive car feels that tiny bit more agile, with a lightning change of direction and a livelier rear-end. It's more delicate than -4 and doesn't feel appreciably slower.
One side note about the -4's understeer: it simply isn't a big deal. The internet will tell you it "understeers like a pig". The internet is completely wrong, but you already knew that; the internet loves cat videos. Nobody accuses the Ferrari California of the same vice, and yet it, too, understeers mildly in standard spec (as opposed to HS) - it's deliberate, safer and user-friendly. It is not, however, a pig.
Anyway. On with the show.
In an effort to lower the cost of the 580-2, it also comes with steel brakes - the expensive carbon ceramics are an option. On the road, you're not really going to notice too much difference apart from slightly different pedal feel. It probably renders the Huracan a less effective track car, but the reality is, not that many owners are going to care, particularly Spyder buyers.
I spent most of my time in Sport mode - it's where the most fun is to be found, with the electronics taking a more relaxed approach to the car's attitude. The drive-by-wire throttle is lovely and sharp, the steering a bit weightier and the seven-speed twin-clutch (or, as I prefer to say at every opportunity, doppio frizione). Corsa is certainly fast but it's far more interested in getting the car straight and slinging it out of the exit of a corner. Don't bother with Strada mode - it's far too soft, and deeply unappealing.
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.
The Huracan has four airbags, ABS, stability and traction controls and brake force distribution. A super strong carbon fibre and aluminium spaceframe does the heavy lifting in a crash.
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.
The Huracan is supplied with a three-year, unlimited-kilometre warranty. Given the usual mileage of a car like this, that's ample. There's three-year roadside assist into the bargain and the option to extend the warranty - $6900 for one year and $13,400 for two, which seems okay given what can go wrong in such a sophisticated car.
Servicing intervals are an absurdly reasonable 15,000km although you're expected to visit the dealer once a year (mainly so you can order your next Lambo).
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.