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The argument for all-wheel-drive in cars of a puristic performance disposition is a never-ending one. Some argue that having all four paws pull a car forwards is a dilution of a high-performance machine's essence, with less driver involvement required to keep two tonnes of steel barrelling down towards a corner in check. I say, get with the times.
At last year's Speed Week, 90% of the cars that left an indelible mark on the judges of speed and antics were, you guessed it, of an all-wheel-drive nature. In particular, the cousin of this article's subject, the BMW M5 Competition, left many speechless within the confines of Phakisa with just how blisteringly quick and sharp it was — outperforming some thoroughbred supercars on the lap board. The same car that was unceasingly criticised upon its launch for BMW's audacity to gift it with more capability.
The subject in question here, though, the BMW M4 Competition Convertible xDrive is something else entirely. It has considerably less power than the M5 – an 85 kW deficit to be exact — and 100 Nm less torque. And yet, it too has all-wheel-drive capability and a fold-away roof; both major pain points for the naysaying purist who prefer their fun in a cloud of smoke with eyes looking like they spotted a unicorn. By all accounts then, a drop-top, all-wheel-driven M4 with way less power than a M5 and a usurper to the M3's throne should be drab, and that's that. Wrong.
See, it's all relative. Even within the M4 range, the xDriven Convertible is on the sharp end of the performance spectrum. We can't draw a fair assessment against its 405 kW CSL sibling, but within the confines of the 'M4 Competition' nameplate, it's 0.2 seconds quicker to 100 km/h compared to its rear-wheel-drive coupe stablemate, while carrying 195 kilos more. The xDrive coupe, on the other hand, makes for a better like-for-like comparison since it's a whopping 0.4 seconds quicker than its rear-wheel-only sibling – in performance car terms, that's an eternity.
Compare the M4 Comp xDrive Cab with its direct rivals, the Merc-AMG C63 S cabriolet and Lexus LC 500 convertible, and a picture begins to form as to just how competent BMW's M division is in its quest for speed. Even when throwing a wildcard into the mix with the Porsche 911 Carrera 4S Cabriolet. Compared to the Merc and Lexus, the M4 has the smallest engine of the bunch, by some margin, with its 3.0-litre twin-turbo V6 that's up against Merc's 4.0-litre bi-turbo V8 and the gargantuan naturally aspirated 5.0-litre V8 of the Lexus. The wildcard Porsche 911 Carrera 4S has a similarly-sized powerplant with its rear-mounted 3.0-litre Boxer 6-cyl while also boasting an all-wheel-drive setup. We'll see how it all stacks up in a minute…
Whenever it comes to the styling of a car, it's all very subjective; beauty is in the eye of the beholder kind of stuff. For one, the large nostrils on the M4 have quite grown on me, and the rear lower diffuser apron with the canon-like exhaust tips has kept me enthralled for several minutes on end. That's all I'm willing to say about the styling since I can't possibly say anything unique that hasn't been said before.
What I do want to say, and this is a personal pain point for me, is that the interior architecture that keeps finding its way into the cabins of the performance-oriented Beemers should have been extinct by now. Look, it's of high quality, no doubt, and when you sit behind the wheel, the M insignias are effective as reminders of the under-bonnet nuclear capabilities but it's all seriously detracting from the car's special factor.
The operating system's software looks long overdue for an update, and in 2022, there shouldn't be this many buttons scattered about the cabin of a car costing upwards of R2m. Especially now that we've seen how the cabin-feel of new BMWs is transformed by the curved screen integration. I still don't know if our tester had Android Auto or Apple CarPlay functionality since I couldn't once find this. Not by phone plugin, phone pairing, or endless button and screen pushes… Either I'm getting old, or some important features have been overlooked.
On to what worked well in the M4 cab… For starters, that carbon fibre-accented steering wheel looked brilliant. Even on our list of favourite steering wheels, the similar-looking tiller in the M4 CSL is rated highly. Since carbon fibre is the new suede, we simply cannot help but be drawn to it due to its overall aesthetic and function. Also, the digital instrument cluster worked well and is a welcome reminder that this is in fact a newish BMW in a cabin that otherwise leans on the side of archaic. It's clear, easy to understand and gets a thumbs-up from us.
But it's also the smaller, often overlooked items, that added a touch of usability to the Convertible. The 'Air Collar' which keeps your neck warm during drop-top driving is an invaluable addition, especially considering the low average temperature readings when we had the M4 on test. Also, and again, this is relative to its respective segment, but the rear bench is actually usable by an adult despite the chunky performance bucket seats. Sure, ingress and egress aren't exactly what we'd call natural movements, but still, there are redeemable qualities to the M4 Competition xDrive drop-top. The boot space, for one, that's been increased by 80 litres. It's still small considering the roof folds into a compartment that occupies space here, but it can still swallow a few small to medium-sized bags.
The point of our tester's existence? The drive. Also known as the aspect that makes up for any and all other shortcomings. It couldn't have been easy, but what BMW has done here is create a driving machine that tears up the drop-top rulebook. Weight? Well, BMW says the soft-top and its structural and electronic workings weigh 40% less than that of its predecessor.
The xDrive system and all its mechanical workings probably aren't helping the weight-loss plight of the M4. But if you want the best of both worlds; puristic, sideways-action and burning rubber on one hand and sticky-glue-like adhesion on the other, the M4 is happy to deliver. The M xDrive all-wheel-drive system, which is rear-biased by default, allows drivers to switch between AWD and rear-wheel-drive by bypassing the driving stability control system. Conditions during the test tenure didn't exactly warrant doing this, so I can't speak to its rear-only playfulness but what I did test extensively was the M4's off-the-line ability with all fours digging into the tarmac.
It is, quite simply, sensational in how it goes about its business of speedily moving through space and time. Just near-instantaneous acceleration off the line that's followed by a relentless shuffle through the 8-speed M Steptronic gearbox. In fact, it is quite a margin quicker than its direct competitors with the M4 xDrive clocking a 0-100 km/h sprint time of 3.7 seconds and, as far as we are concerned, validating BMW's move to make it all-wheel-propelled. To give you some context: Merc's C63 S contender completes the sprint in 4.1 secs; the Lexus LC 500 in 4.7 secs, while the wild-card competitor, the Carrera 4S, does so in 3.8 seconds as standard.
On paper then, it's the sharpest tool in the cabriolet segment, if you are shopping for anything less than R2.5m that is. This doesn't mean it's perfect, though. Far from it. The 3.0-litre V6 twin-turbo unit doesn't provoke the same teary-eyed emotion as the naturally-aspirated V8 in the Lexus, nor is it as satisfying to listen to as the AMG-produced thunder. In fact, as far as sound is concerned, it's probably the least exciting car on the list, something your neighbours will thank you for. As mentioned earlier, the cabin architecture needs a 2020s update, and it's considerably less appealing to behold than what the AMG C63 S offers.
In terms of handling, and if I were to base my findings on the M4 Coupe vs the Carrera 4S Coupe derivatives; it's not nearly as charismatic or unmediated as the Porsche. In fact, while the M4 executes directional commands without a moment's hesitation, it feels just a smidgeon overly clinical, and, I daresay, bereft of that grainy, scruff-of-the-neck character that some of its competitors offer. At the end of the day, though, it all comes down to preference, and for many, that is the ideal scenario.
This isn't where I tell you that the BMW M4 Competition Convertible xDrive is a bargain. Heck, the argument exists if you really can afford to buy a convertible in South Africa in the first place… For R2,171,556 you get an M4 Comp on the cheap. If you want the carbon pack, be prepared to fork out another R101,000. Why not budget for another R9,000 if you don't quite like the standard 19" front and 20" rear wheels? The Merino leather from BMW's Individual collection starts at R41,000 and we didn't even get to the optionally-available carbon ceramic brakes…
In all fairness, the M4 does present the best price-per-performance-gain of the bunch and well, out of the box, it is the fastest of all the contenders. It's not even the thirstiest drop-top on the list here with its average consumption during the test period hovering around the 10l/100 km mark – not quite as scary as the V8s that are less kind to petrol cards.
The M4 Comp with a drop-top and all-wheel-drive represents another engineering masterstroke from BMW's M division. It's engaging, it's refined to the point where you'll need to befriend a high-ranking guardian angel to really find the point where it's lacking compared to the coupe, and even quite civilised when you don't want to exploit all it has on offer.
It really is darn quick, and by quite a margin compared to its direct, shape, purpose and engine layout competitors. Is it the most engaging drive? Perhaps not. It's all a bit too easy, and for that reason, I'd probably get a rear-wheel-drive M3 Comp if it was my money at stake. It too is blisteringly quick and nearly R300K cheaper. Did I mention it's one of the scariest cars I've ever driven? That makes the argument for me…
I know, I'm a hypocrite.
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