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Cars that have had this many birthdays don’t really deserve to look this good, but the GranTurismo's first impression is a good one – it's so pretty and that Birdcage-inspired nose, if anything, is getting better looking.
They don't really deserve to be this engaging, either. Maserati's range continues to expand with the Ghibli finally coming on line but the real attention-grabber remains the GranTurismo. And in this Sport Line guise, you get a bit of Stradale visual aggro without the chiro-inducing ride.
Few cars carry the burden of expectation more than the BMW M3 – and, by association – the two-door versions latterly rebadged M4. Porsche 911 definitely. Mazda MX-5 probably. Ford Mustang maybe. Icons all.
Since the arrival of the left-hand-drive-only – thus it never officially came to Australia – E30 3 Series two-door original in 1986, it’s become the benchmark for which all others follow, and regular finalist in any given ‘greatest sports car of all time' listings.
Except… it hasn’t always turned out that way.
After the visceral E30 M3, it’s been a rollercoaster ride of disappointment and elation: by 1992’s patchy E36 arch enemies Audi and Mercedes-Benz were chiming in, only to be swept aside by the exquisite E46 M3 from 2000. But then its 2007 E90 and 2014 F80 successors both missed their marks for reasons we’ll go into later, leaving us with 2021’s G82/3 generation.
Does the latest two-door M-car return to form? We take a look at the M4 convertible, which simultaneously rediscovers the fabric roof and adopts all-wheel drive (AWD) for the first time.
Glorified blow dryer or glorious mind blower? Let’s see.
From the most compelling engine sound this side of … well, anything … to a timeless, shapely body the GranTurismo is a surprising car. While its age is catching up to it in a few areas (fuel consumption, in-car entertainment) what matters most is that this Maserati still lights the fire in the belly.
We cannot think of a faster or more invigorating four-seater luxury convertible for the money than the new M4 Competition.
Finally, after years of devastatingly fast droptops with remote steering and an unforgiving ride, the G83 generation discovers refinement and sophistication to go with its supersonic speed.
There’s terrific talent on tap here that no rival can even come close to right now. BMW is on a roll and this is the first M4 convertible that can sit proudly alongside the best of its classic M3 ancestors.
As has already been (indelicately) mentioned, this is a design that is not only ageing well, it still looks pretty fresh from most angles. The only let down are the over-sized tail-lights that look more at home on something less exotic. Those aside, it's a deeply pretty car, with lovely surfacing, the highlight being those beautiful rising guards that funnel your vision down the bonnet.
Interior packaging isn't the GT’s strong point. Inside is pretty cosy with a fat transmission tunnel that makes for a narrow footwell.
With the Sport you get carbon-backed seats that are thinner in the backrest allowing for more room in the tight rear bucket. Snug they may be, but head and leg room is surprisingly good. The white leather interior of this one may not have been to everyone’s taste, but it was certainly beautifully put together.
The boot is fairly small but will fit more than, say, the similarly sized (but double the price) Ferrari FF.
Hallelujah! The unloved folding hardtop is history and fabric is back in fashion in a BMW 3/4 Series-based convertible for the first time since the demise of the E46 convertible in 2006.
It improves the proportions and aesthetics out of sight while remaining superbly insulated. It’s also 40 per cent lighter to boot while liberating 80 litres of extra luggage space.
The roof requires just 18 seconds to drop away or erect again, and can be done so at speeds of up to 50km/h. And it looks great, with a taut fit that suits the BMW’s lithe lines to a tee. With all four windows dropped, it also does a fab impression of an American-style pillarless hardtop.
Roof up or down, the M4’s muscular styling has a tense sparseness to it that means business, reinforced by that oversized, M-specific kidney grille treatment that, admittedly, isn’t as divisive in real life. The smiley LED light wave out back also brings a friendlier tone, harmonising handsomely with the rest of the car.
This is probably the best-looking BMW convertible since the beautiful E46 era.
The GranTurismo MC Sport comes in two versions. Both have six-speed gearboxes, but one has the rear-mounted robotised manual while our version was the six-speed ZF automatic, which is mated directly to the engine.
The auto weighs in at $295,000, $23,000 cheaper than the Stradale. Both cars come standard with Poltrona Frau leather, carbon fibre trim inside and out, alloy pedals, bi-xenon headlights, foglights, parking sensors front and rear, 20-inch MSC alloys, keyless entry, electric seats, Alcantara headlining, cruise control, dual-zone climate control and electric adjustment for the steering wheel.
Sadly, time has marched on from when the GranTurismo's entertainment system was first presented to the world. It's a weird, unwieldy system that takes a lot of getting used to, with buttons that don't always seem to do what their label says. Pairing the phone was arduous and while most owners do that once, it does speak to the overall usability.
Having said that, the 11-speaker Bose stereo pumped out some pretty good sound and once the satnav's input method is deciphered, it worked surprisingly well given its fairly basic presentation on the seven-inch screen.
There’s only one M4 Convertible available, in Competition M xDrive guise, and it’s not lacking for much.
We’re looking at a 375kW/650Nm 3.0-litre twin-turbo in-line petrol six-powered four-seater AWD ragtop capable of 0-100km/ in 3.7 seconds, on the way to either a 250km/h or optional 280km/h top speed, if your wallet allows. All from $176,900 before on-road costs. BMW’s serious here.
Standard features include an active M differential, adaptive suspension with auto levelling, an M Compound Brake package and selectable driving modes, underlining the M4's driver focus.
You'll also find leather upholstery, head-up display, adaptive cruise control with full stop/go functionality, automatic parking assist, a surround-view camera, a lap timer and “drift analyser”, paddle shifters, wireless smartphone integration including Apple CarPlay/Android Auto connectivity, emergency services access, three-zone climate control, electric front seats with memory, front seat heaters, ‘air collar’ neck warmer, keyless entry/start with BMW Digital Key, key fob control for windows, roof and boot opening, split-fold rear backrest, M carbon fibre trim, leather steering wheel, a 12.3-inch instrument display, a 10.2-inch control display, 16-speaker Harman/Kardon surround-sound audio system, digital radio, MP3 player, cloud-based satellite navigation, trip computer, wireless charging, ‘Hey, BMW’ assistant, outside connected services assistance, ambient lighting, BMW LED Laserlight auto high beams with active cornering and light sensitivity, rain-sensing wipers, electric heated/folding exterior mirrors, tyre pressure monitors, 19-inch front/20-inch rear wheels/tyres and a tyre repair kit.
Taking care of safety are six airbags, forward collision warning, Autonomous Emergency Braking (AEB) front and rear, with front/rear cross traffic alert, lane departure warning with passive steer assist, lane keep with active assist, blind spot monitor, 360-degree view cameras, parking assist, parking sensors, anti-lock brakes with electronic brake-force distribution and brake assist, stability control, traction control and corner braking, among other features. More details in the safety section below.
Our BMW also included three options that detracted from the M4’s comfort and/or taste: $5000 Frozen Portimao Blue paintwork, $7500 M carbon bucket seats and $8500 M Carbon exterior package, upping the total unnecessarily to $197,900 before ORC.
Rivals in the 2+2-seater ragtop arena are few and far between. With no Audi RS5 Cabriolet in existence, Audi only has the S5 Cabriolet from $126,200, but that’s up against BMW’s M440i Convertible from $135,900. There’s more parity with the ageing Mercedes-AMG C 63S Cabrio from $202,177 and softer Lexus LC 500 Convertible from $213,877, while the cheapest Porsche 911 Carrera Cabrio will set you back a cool $262,900.
Seen in that light, it’s fair to say the standard M4 Competition xDrive is in a league of its own – particularly when you factor in the BMW’s ability to more-or-less equal and even exceed the others at their own game. And that’s something the previous version could not achieve.
So, that’s a surprising yes for value.
Maserati's 4.7L V8, inherited from the then-parent Ferrari, is a cracker. Based on the V8 found in the F430, it has a gloriously silly redline of 8000rpm. Peak power is 338kW at 7000rpm and 520Nm at 4750rpm.
The 0-100km/h is dispatched in 4.8 seconds and top speed is 298km/h.
The transmission is a six-speed ZF automatic and fuel economy is a sobering 14.3L/100km on the combined cycle.
Here is a summary of Australian-market outputs and prices for the M3 and M4 convertible autos, with the prices in brackets being approximate inflation-adjusted figures for today.
1999 E36: 236kW/350Nm 3.2L in-line six-cylinder engine (I6), $152,000 ($266,000 in 2022); 2003 E46: 252kW/365Nm 3.2L I6, $158,000 ($240,000); 2008 E93: 309kW/400Nm 4.0L V8, $183,442 ($240,000); 2014 F83: 317kW/550Nm 3.0L twin-turbo I6, $178,430 ($202,000).
In 2022, the G83 M4 Competition lives up to its name in more ways than one, with a 2993cc 3.0-litre double overhead cam direct-injection twin-turbo I6 known as the S58 series, which is itself derived from BMW’s B58 modular family of engines. Its 375kW is delivered at a lofty 6250rpm, while there’s a 650Nm plateau of torque between 2750rpm and 5500rpm.
A kerb weight of 1920kg means the M4’s power to weight ratio is an impressive 195.3kW/tonne, helping its published 0-100km/h time of 3.7s. For a few grand extra, the company will up the top speed by 30km/h, to 280km/h.
BMW says the engine includes cooling and oil supply systems designed for extreme lateral forces at high speeds, while the exhaust uses electrically controlled flaps for a more raucous noise.
Power is channelled to all four wheels continuously via an eight-speed M Steptronic transmission with a trio of shift programs. The AWD system features an active differential to better transmit torque to all four wheels, while drivers can choose one of three, progressively more rear-wheel drive (RWD) biased modes: 4WD, 4WD Sport and 2WD – the latter being a pure RWD set-up.
Other related changes the M4 boasts over regular 4 Series models include special stability and traction control tuning, a double-joint spring strut front axle with unique axle geometry and variable-ratio steering, a five-link rear axle featuring its own kinematics and elastokinematics, M-specific adaptive dampers, a configurable braking set-up according to feel and response, and forged M light-alloy 19-inch alloys up front and 20-inch items out back.
Choosing the AWD-only convertible over the equivalent AWD coupe adds 145kg (and 195kg compared to the RWD coupe), though this is partly offset in two ways over the preceding, folding-hardtop M4 Convertible: firstly, using the soft top drops weight by 80kg; and secondly, while the AWD system does add 50kg, it’s at a lower centre of gravity, thus naturally improving vehicle dynamics.
Which are electrifying, by the way.
There are few more impressive sounds in the automotive world than a Maserati-tuned V8. Even on start-up, the smooth V8 gives you a little bellow to wake the neighbours and when in non-Sport mode it quickly settles into a quiet idle. The exhaust has the now-familiar valving that opens up when you switch it into Sport and if you don’t default to that when driving the GT, you're probably dead inside.
The V8 makes a tremendously addictive racket, getting better with every rev as the tacho needle swipes right to the redline.
When compared with the lightweight sportster from which the engine is lifted, you won't be moving quite as quickly, but the noise and the sharp-shifting transmission will keep you happy. Tunnels are worth the price of entry as you crank the windows down and flip the paddles to find second or even first.
It's hard to pick that the transmission is a traditional automatic. The shifts are fast and positive but never violent – that would be out of character – responding properly to the paddles. In automatic, it's smooth and gentle.
The steering is mighty impressive too. There's enough feel to keep you interested and entertained but not so much you’ll be overwhelmed in the daily drive. The nose changes direction with a flick of the wrists and the moderately-firm Skyhook suspension does a good job of making the rest of the car follow without undue body roll.
Despite rolling on 20-inch alloys shod with sticky 245s up front and 285 at the rear, cruising in the GT is surprisingly quiet and comfortable. WithSport mode off, it's a very agreeable place to be. The seats are hugely comfortable, even in the rear, which seems impossible.
Marvellously.
Earlier, we said that the previous M4 (and some earlier M3 generations) never hit the dizzy heights the best like the E46 managed.
The reason why is bandwidth. Not WiFi bandwidth, but rather the newfound breadth of capability that the G83 model has acquired.
Yes, while even the slowest examples of previous M3s and M4s remained thrilling, with blisteringly potent acceleration accompanied by a soaring exhaust soundtrack, the post-E46 models seemed to become almost too obsessed with the pursuit of performance. Thunderous V8s and twin-turbo V6s are all good and well, especially when they provide explosive responses, but there’s more to sports cars than sheer bloody-minded speed.
More specifically, though the handling and roadholding were outstanding, the previous M4’s steering didn’t feel as connected or one with the driver, instead seeming a little remote and detached. Conversely, even with adaptive dampers on offer, the suspension (on Australian roads) lacked sufficient isolation from bumps and thumps, and so was never settled or calm. It was all too nervous and edgy, like a drug-addled athlete who’s indulged in too much partying.
Thankfully, the curse is broken with the latest iteration, even in the heaviest and slowest version like our M4 Convertible as tested, pushing out boundaries to thrilling effect once more.
With the newly-simplified and logically presented M performance modes only a push of a button away, the driver now no-longer has to concentrate on what setting they’re in, and instead just immerse themselves in the experience of accelerating, steering, cornering, braking and controlling this incredible sports convertible.
Tremendously strong in regular Road mode, the M4’s performance certainly lives up to the legend, stepping up into the supercar realm when Sport or Track are chosen, hunkering down as it thrusts towards the horizon with relentless speed and determination, accompanied by the gorgeous twin-turbo six’s revs as they soar towards the red line. The ultra-alert eight-speed auto’s operation is equally seamless, displaying uncanny intuition in its selection of the right ratio at exactly the right time.
These are all incremental improvements over what has come before. But what’s really changed is how rock-solid the BMW feels as it belts along at speed, magnetised to the motorway regardless of weather, its new AWD engineering keeping everything steady and planted. No more tetchiness to unnerve the driver.
Which makes the feel and fluency of the chassis even more remarkable, given that now all four wheels are driven. The very opposite of leaden or inert, the superbly weighted steering is instead light and alive in your palms, as you carve through corners with pin-point precision. Some might find it a bit too eager to change direction at first, but we reckon BMW has judged the balance just right. Its sheer agility is as life-affirming for driving enthusiasts as it is immersive. Bravo, BMW.
With so much grip and control, this is not to say that the driver can’t hang the M4’s tail out every-which-way, since the chassis set-up allows for progressive oversteer, even in Road mode, along with as much drifting as your courage allows where safe. As with the best sports cars, the M4 is as steerable from the seat of your pants as it is using the throttle.
Finally, there’s the M Adaptive chassis tune, that at long last broadens the M4’s repertoire from motorway grand tourer and rural-road blaster to city slicker and urban warrior, thanks to the suspension’s ability to better-absorb a much wider array of terrible road surfaces. Comfort now lives up to its name, with the ride – though still firm – no longer hard or crashy around town, ushering in a new level of civility that won’t fatigue or aggravate you or your occupants. We're so happy to report this progress.
One area where BMW might want to keep improving, though, is the abundance of road noise intrusion over certain coarse chip bitumen. While easily muffled by the sweet sounds of the twin-turbo six, banging audio system or dropping the roof, it now seems more obvious that the rest of the car has smartened up so much.
A small fly in an otherwise hugely satisfying ointment.
The MC comes standard with six airbags, ABS, stability and traction controls, pre-tensioned and load-limited seatbelts front and rear.
There is no ANCAP safety rating for the GranTurismo.
There is no specific crash-test data for the BMW G83 M4 Convertible.
However, tested in 2021, the G23 4 Series Convertible it’s based on (and tested in European-spec 320d guise) managed to score a five-star ANCAP rating, and performed strongly across each of the main disciplines – adult protection, child protection, vulnerable road-user and safety assist categories, achieving 96 per cent, 86%, 93% and 73% respectively.
Standard safety features includes six airbags (a driver’s knee airbag, dual frontal, side chest and head-protecting airbags for the first row and side chest protecting airbags for the second row), forward collision warning, Autonomous Emergency Braking (AEB) front and rear, with front/rear cross traffic alert, lane departure warning with passive steer assist, lane keep with active assist, blind spot monitor, 360-degree view cameras, parking assist, parking sensors, anti-lock brakes with electronic brake-force distribution and brake assist, stability control, traction control, corner braking and tyre-pressure monitors, BMW LED Laserlight auto high beams with active cornering and light sensitivity and rain-sensing wipers.
The AEB technology is rated for City, Interurban and Vulnerable Road User, according to ANCAP, and works between 5km/h and 210km/h in daytime and nighttime conditions.
There are also two ISOFIX points as well as two top tethers for straps in the rear seats.