The 2018 BMW M4 Competition represents a masterclass in precision engineering, blending decades of motorsport heritage with cutting-edge automotive technology. This performance variant of BMW’s iconic mid-sized coupe delivers 510 PS through its sophisticated S55 engine, establishing itself as a benchmark in the high-performance sports car segment. For enthusiasts seeking the ultimate balance between everyday usability and track-focused capability, the M4 Competition offers a compelling proposition that rewards skilled drivers whilst maintaining the civility expected of a premium German automobile.
Since its introduction as a standalone model in 2014, separating from the M3 nameplate for coupe variants, the M4 has consistently demonstrated BMW’s commitment to driver engagement. The Competition package elevates this philosophy further, incorporating refined suspension tuning, enhanced powertrain calibration, and bespoke chassis components that transform an already formidable performer into something genuinely extraordinary. Understanding the technical details behind this transformation reveals why the M4 Competition commands such respect amongst automotive journalists and track-day regulars alike.
S55 Twin-Turbocharged Inline-Six engine architecture and power delivery
The heart of the M4 Competition is the S55 engine, a 2,979 cc inline-six configuration that represents BMW’s answer to the forced induction era whilst preserving the brand’s legendary straight-six character. This powerplant exemplifies modern engine design, incorporating technologies that would have seemed impossible just a generation ago. The architecture employs a closed-deck design with reinforced cylinder walls, providing the structural integrity necessary to withstand boost pressures exceeding 1.7 bar without compromising reliability.
BMW M TwinPower turbo technology with Twin-Scroll configuration
BMW’s TwinPower designation refers to the twin-scroll turbocharger arrangement, where each turbocharger receives exhaust gases from three cylinders via a divided manifold. This configuration minimises interference between exhaust pulses, reducing turbo lag whilst maximising boost response across the rev range. The twin-scroll design ensures that even at lower engine speeds, you experience immediate throttle response that belies the forced induction setup. Engineers positioned the turbochargers centrally within the vee of the engine block, optimising packaging whilst keeping intake and exhaust paths as short as possible.
The compressor wheels spin at speeds exceeding 200,000 rpm, forcing air through an advanced intercooler system before delivery to the combustion chambers. This arrangement generates boost pressure progressively, with maximum boost available from remarkably low in the rev range. The result is an engine that feels spontaneous and responsive rather than exhibiting the characteristic lag associated with older turbocharged designs.
510 PS at 6,250 RPM and 650 nm torque curve analysis
Peak power arrives at 6,250 rpm, representing a carefully chosen balance between maximum output and usable powerband width. More impressively, the Competition variant generates 650 Nm of torque across a plateau spanning from 2,350 to 5,500 rpm. This broad torque curve fundamentally changes how you drive the car compared to naturally aspirated predecessors. Where the V8-powered E92 M3 required revs above 4,000 rpm for meaningful acceleration, the S55 delivers crushing mid-range performance from barely above idle.
The S55 engine develops 580 Nm from just 2,200 rpm in Competition specification, with the full 650 Nm arriving at 4,000 rpm and sustaining through to 5,500 rpm before tapering slightly toward the 7,200 rpm redline.
This torque characteristic makes the M4 Competition devastatingly effective during real-world overtaking scenarios. Third gear pulls from 50 mph generate acceleration that rivals dedicated sports cars costing significantly more. The engine’s willingness to rev remains impressive despite the turbocharging, with power delivery staying strong well into the final 1,500 rpm before the limiter intervenes.
Closed-deck engine block design and forged crankshaft components
The closed-deck block configuration provides superior rigidity compared to open-deck alternatives, crucial when cylinder pressures increase dramatically under boost. BMW’s engineers employed a sophisticated casting process creating an alum
inium-silicon alloy that balances light weight with exceptional strength under sustained thermal load. Reinforced crankshaft bearing tunnels and additional webbing around the main journals further enhance durability, especially during repeated high-load track sessions where oil temperatures and cylinder pressures remain elevated for extended periods.
At the core of the rotating assembly sits a fully forged steel crankshaft, designed to be both lighter and stronger than its predecessor in the S55’s earlier applications. By shaving almost 2 kg from the crank compared with the previous generation, BMW reduced rotational inertia, allowing the engine to rev more freely and respond more sharply to throttle inputs. The crankshaft’s pinions for the oil pump and timing chain are solidly forged into the unit rather than bolted on, minimising the risk of slippage under extreme torsional loads.
Forged connecting rods and lightweight pistons complement the robust crankshaft design, ensuring that each component can withstand the enormous stresses generated by 1.7 bar of boost and combustion pressures far beyond those of naturally aspirated engines. The big-end bearing design uses cracked conrods to create a perfectly matched surface, improving alignment and bearing stability at very high rpm. Combined with slide-type main bearings engineered to last the engine’s lifetime, the S55 bottom end is built with the kind of overengineering you would normally associate with dedicated racing powerplants.
Water-to-air intercooler system and thermal management solutions
Maintaining consistent performance in a turbocharged engine depends heavily on controlling intake air temperatures, and this is an area where the BMW M4 Competition excels. Instead of relying on a traditional air-to-air intercooler mounted in the front bumper, the S55 uses a compact water-to-air intercooler positioned close to the intake plenum. This layout shortens the intake tract, reduces lag and allows more precise temperature control under varying ambient conditions.
An electrically driven coolant pump circulates a dedicated coolant circuit through the intercooler, separate from the main engine cooling system. This separation ensures that rapid spikes in combustion temperature do not immediately impact intake air cooling efficiency. During intense track use, when both engine and charge-air cooling are under maximum stress, this dual-circuit approach delays heat soak and keeps power output more consistent lap after lap.
Complementing the intercooler setup is a multi-stage oil cooling strategy, including an additional external oil cooler and optimised oil galleries within the block. BMW’s engineers also integrated an intelligent electric water pump, controlled by the engine management system, to adapt flow rates based on load, temperature and driving mode. The result is a thermal management package that allows the M4 Competition to sustain repeated full-throttle runs and extended track sessions without the kind of performance fade you might experience in less sophisticated performance coupes.
7-speed M double clutch transmission with drivelogic mapping
While a six-speed manual gearbox remains available on certain markets, the 7-speed M Double Clutch Transmission (M DCT) is the default choice for extracting the full performance envelope from the 2018 BMW M4 Competition. This transmission blends the efficiency of a manual with the speed of a race-derived sequential gearbox, delivering rapid, near-interruption-free shifts that contribute directly to the car’s 4.0-second 0–100 km/h claim. BMW’s Drivelogic software lies at the heart of this system, allowing the driver to tailor shift aggressiveness and shift points to driving conditions and personal preference.
Wet clutch configuration and launch control programming
The M DCT employs a wet multi-plate clutch pack, immersed in transmission fluid to improve cooling and durability under repeated hard launches. Compared with dry-clutch systems found in some competitors, this configuration offers better thermal stability and smoother engagement at low speeds, even if it can occasionally feel a touch abrupt in stop-start traffic. The dual-clutch layout allows one gear to be engaged while the next is pre-selected, eliminating the torque gap typical of conventional automatics.
Launch control is a key element of the M4 Competition’s performance toolkit, allowing you to extract consistent, repeatable acceleration runs with minimal driver input. Once activated via a specific sequence of commands and stability control settings, the system manages clutch slip, engine torque and wheelspin to deliver the optimal getaway. Torque is modulated in milliseconds to maintain traction, particularly during the critical initial metres when rear-wheel drive performance cars are most traction-limited.
For drivers who frequent drag strips or closed-course events, the launch control calibration in the 2018 M4 Competition is notably more refined than early F82 implementations. BMW revised clutch engagement parameters and torque ramp-up characteristics to reduce wheel hop and driveline shock, improving both 0–100 km/h consistency and long-term drivetrain longevity. Used correctly, this system allows even moderately experienced drivers to match or closely approach BMW’s official acceleration figures.
Shift time reduction: 50 millisecond response rates
One of the defining characteristics of the M DCT is its extraordinarily quick shift capability. In the most aggressive Drivelogic setting, BMW claims shift times as low as 50 milliseconds, a figure that places the M4 Competition squarely in supercar territory in terms of transmission performance. This rapid shifting is achieved through a combination of pre-selected gear engagement, hydraulic actuation and finely tuned software coordination between engine and gearbox.
During an upshift at full throttle, the engine management system momentarily reduces torque output just as the clutches swap engagement from one gear to the next. Because the next ratio is already meshed and waiting, the result is a seamless surge of acceleration rather than the noticeable pause you feel with a traditional torque-converter automatic. On downshifts, the system blips the throttle to match revs, delivering smooth transitions that maintain chassis balance even under heavy braking.
Crucially, Drivelogic offers multiple shift intensity levels, so you are not locked into race-car-quick changes when you simply want to cruise. In the gentlest automatic mode, shifts are relaxed and barely perceptible, making the M4 Competition perfectly acceptable for daily commutes. Step up through the modes, and gear changes become progressively sharper, with the most aggressive settings best reserved for spirited driving or track use where that 50 ms response really shines.
M dynamic mode and sport plus transmission calibration settings
The interplay between the transmission and the vehicle’s broader dynamic systems becomes most apparent when you engage M Dynamic Mode (MDM) and Sport Plus settings. In these configurations, the M DCT’s shift strategy prioritises performance, holding gears for longer, downshifting more readily and responding more quickly to throttle inputs. The gearbox anticipates your intentions based on accelerator position, steering angle and longitudinal acceleration, selecting ratios that keep the S55 in its most potent rev band.
In manual mode with Sport Plus engaged, the M DCT will hold a selected gear right up to the rev limiter without intervening, placing full responsibility on you to command upshifts via the paddles. This behaviour is especially beneficial on track, where maintaining a consistent gear through a series of corners helps stabilise the chassis and reduce mid-corner corrections. It also means you can use the M4 Competition’s immense mid-range torque in higher gears without the transmission automatically hunting for a lower ratio.
When paired with M Dynamic Mode for the stability control system, the transmission calibration supports a more playful, rear-biased character. Slight slip angles and controlled oversteer are tolerated rather than immediately suppressed, allowing experienced drivers to explore the limits of rear-wheel drive dynamics. For those who value a car that rewards skill and precision, the synergy between MDM and Sport Plus transmission settings is a major part of what makes the 2018 BMW M4 Competition so engaging.
Active M differential and Rear-Wheel drive dynamics
A crucial contributor to the BMW M4 Competition’s distinctive character is its pure rear-wheel drive layout combined with an intelligent Active M Differential. Rather than simply splitting torque evenly between the rear wheels, this electronically controlled limited-slip unit continuously adjusts lockup based on input from multiple sensors. The result is a car that can put its 650 Nm of torque to the ground with remarkable efficiency, whether you are accelerating out of a tight hairpin or powering down a high-speed straight.
Electronically controlled limited-slip differential lock percentages
The Active M Differential can vary its locking effect between 0 and 100 percent in a matter of milliseconds, depending on factors such as wheel speed, throttle position, yaw rate and steering angle. Under gentle driving with low load, the differential remains largely open, aiding stability and reducing tyre scrub. As you apply more throttle, particularly when exiting corners, the system increases the locking percentage to prevent inside-wheel spin and channel torque to the tyre with the best grip.
Unlike a purely mechanical LSD that responds only to differences in wheel speed, the electronically controlled unit in the M4 Competition works proactively. It anticipates when additional lock will be required based on real-time data from the car’s dynamic control systems. This predictive element allows smoother transitions between open and locked states, which in turn translates into more consistent traction and less abrupt behaviour at the limit.
On track, you can feel this in the way the car digs in and drives itself out of corners, even when you are aggressive with the throttle. Rather than lighting up the inside rear tyre and triggering the stability control, the M4 Competition sends torque to where it can be used most effectively. This capability is particularly noticeable in intermediate grip conditions, such as a damp surface or slightly worn tyres, where lesser systems might oscillate between grip and slip.
Torque vectoring through variable lock distribution
Although the M4 Competition does not use a complex multi-clutch torque-vectoring rear axle like some all-wheel drive rivals, the Active M Differential achieves a similar effect within the constraints of a traditional rear-drive layout. By selectively increasing lock as the car turns in and progressively relaxing it as you unwind the steering, the differential helps rotate the chassis without resorting to heavy-handed brake interventions.
This form of torque vectoring enhances both agility and stability. On corner entry, a gentle phase of lock can improve yaw response, helping the car pivot more eagerly towards the apex. Mid-corner, maintaining an optimal level of lock keeps both rear tyres working evenly, maximising available lateral grip. As you transition to full throttle on exit, the system progressively raises lock to turn that lateral grip into forward thrust.
For the driver, the benefit is a car that feels intuitively adjustable on the throttle. Want a tidier, neutral line? Feed in power smoothly and the differential will bias torque to maintain traction. Want a hint of oversteer to tighten your exit line? A slightly more assertive throttle application will coax the rear axle into a progressive slide, with the Active M Differential working in tandem with M Dynamic Mode to keep the car within an accessible window of control.
Rear axle traction control and DSC integration parameters
The differential does not work in isolation; it is tightly integrated with BMW’s Dynamic Stability Control (DSC) and M Dynamic Mode algorithms. Wheel speed sensors, steering-angle sensors and yaw-rate sensors all feed into a central control unit that coordinates brake interventions, engine torque modulation and differential lock levels. This coordination is vital for ensuring that traction control feels like a safety net rather than an intrusive nanny.
In full DSC mode, the system prioritises stability and will intervene relatively early if it detects wheelspin or excessive slip angles. Engine torque is trimmed, individual wheels may be braked and the differential is commanded to an appropriate lock level to bring the car back into line. In M Dynamic Mode, the thresholds for intervention are raised, allowing meaningful rear-axle movement before the system steps in, which is ideal for enthusiastic road driving or wet-track sessions where some slip is desirable but outright drift mode would be excessive.
Crucially, experienced drivers can switch DSC off entirely and rely on their own skills in combination with the Active M Differential’s fundamental mechanical grip. Even in this setting, the differential continues to optimise lock based on sensor inputs, but without the torque-cutting or brake-based interventions of the stability control. For purists, this mode delivers the most authentic rear-wheel drive experience the BMW M4 Competition can offer.
50:50 weight distribution and chassis balance engineering
Rear-wheel drive dynamics are only as good as the chassis they are built upon, and here the M4 Competition benefits from BMW’s long-standing commitment to near-perfect weight distribution. With its carbon fibre roof, aluminium front body panels and carefully positioned drivetrain components, the M4 achieves an approximate 50:50 front-to-rear balance. This equilibrium forms the foundation for the car’s predictable handling and progressive breakaway characteristics.
The engine is mounted low and as far back as practical within the bay, effectively creating a front-mid-engine layout. This not only lowers the centre of gravity but also reduces the polar moment of inertia, making the car more willing to change direction. Combined with a stiffened rear subframe that is rigidly attached to the body (without rubber isolation), the result is a platform that communicates clearly through the seat and steering wheel, especially when you approach the handling limits.
On a fast, flowing road or circuit, this balanced chassis allows you to place the BMW M4 Competition with surgical precision. Turn-in is crisp, mid-corner stance is adjustable with subtle throttle inputs and, when grip finally gives way, the transition from adhesion to slip is linear rather than sudden. It is this combination of balance and feedback that distinguishes the M4 Competition from many of its rivals, even those that boast higher headline power figures.
Adaptive M suspension with EDC and damper control
To fully exploit the M4 Competition’s powertrain and rear-wheel drive layout, BMW equips the car with Adaptive M Suspension as standard in most markets. This system uses electronically controlled dampers with continuously variable adjustment to reconcile the conflicting demands of comfort, body control and track-ready precision. By reading steering inputs, body movements, throttle position and wheel speeds, the suspension can adapt in real time to the road or track surface beneath you.
Electronic damper control with three-stage valve technology
Electronic Damper Control (EDC) sits at the heart of the Adaptive M Suspension system. Each damper features an internal valve that can alter the flow of hydraulic fluid in milliseconds, effectively changing the damping force on the fly. The driver can choose between three primary settings—Comfort, Sport and Sport Plus—each of which defines a different baseline for damping behaviour while still allowing continuous adjustment within that range.
In Comfort mode, the valves prioritise softer damping characteristics to smooth out expansion joints, potholes and minor surface imperfections. This is the setting that makes the BMW M4 Competition usable as a daily driver, especially on longer motorway journeys. Switch to Sport, and the dampers firm up, reducing body roll and pitch while still retaining enough compliance to handle bumpy secondary roads without becoming overly harsh.
Sport Plus is the most aggressive calibration, best suited to smooth tarmac or circuit use. In this mode, vertical body movements are tightly controlled, ensuring that the M4’s geometry remains as close as possible to its ideal design under heavy braking, sharp turn-in and rapid direction changes. The result is more precise wheel control, better feedback and higher confidence when you are pushing towards the car’s considerable grip limits.
Macpherson strut front and multi-link rear suspension geometry
The Adaptive M Suspension is built upon a hardware foundation that blends familiar BMW architecture with M-specific tuning. Up front, the car uses a MacPherson strut design with lightweight forged aluminium control arms and a bespoke steering knuckle geometry engineered to provide both sharp response and progressive build-up of cornering forces. Additional bracing between the strut towers and the bulkhead increases front-end rigidity, enhancing steering precision.
At the rear, a five-link multi-link setup provides the fine-grained control necessary to manage both traction and ride comfort in a high-performance rear-wheel drive coupe. The rear subframe is bolted directly to the body without the usual rubber bushings, reducing flex and improving the fidelity with which suspension forces are transmitted. While this contributes to a slightly firmer ride compared with a standard 4 Series, it pays dividends in terms of rear axle stability and predictability under load.
Together, this front and rear suspension geometry yields a chassis that feels both agile and planted. On tight, technical sections, the M4 Competition can be hustled with the kind of confidence you would usually associate with lighter, less powerful cars. On faster corners, the multi-link rear end keeps the car stable even under combined braking and turning inputs, allowing you to carry high speeds without unnerving mid-corner adjustments.
M-specific spring rates and anti-roll bar specifications
Beyond the adaptive dampers, BMW M engineers have tuned the M4 Competition with unique spring rates and anti-roll bar thicknesses compared with the standard M4. The springs are stiffer at both ends, reducing squat under acceleration and dive under braking. This firmer rate also minimises body roll in fast direction changes, helping the car feel more alert and responsive, especially in Sport and Sport Plus damper modes.
The anti-roll bars (sway bars) are thicker and use specific pivot bushings to fine-tune roll stiffness distribution between front and rear axles. By carefully balancing this distribution, BMW ensures that the car maintains a neutral handling balance at the limit, with a gentle tendency towards power oversteer rather than sudden understeer. This approach gives the driver greater confidence when leaning on the front end in fast corners, knowing that the rear remains engaged and supportive.
For drivers who intend to use their BMW M4 Competition primarily on track, these M-specific suspension components provide an excellent baseline. The car feels composed straight out of the box, without the need for aftermarket coilovers or roll bars. That said, those who live on particularly poor road surfaces may find Comfort mode the most frequently used setting, as the inherently firmer M4 Competition suspension does transmit more of the road’s texture than a regular 4 Series or non-Competition M4.
Carbon fibre reinforced plastic roof and lightweight construction methods
Weight reduction plays a pivotal role in the BMW M4 Competition’s performance, and nowhere is this more visible than in its Carbon Fibre Reinforced Plastic (CFRP) roof. By replacing a conventional steel roof with a CFRP panel, BMW reduces mass at one of the highest points on the vehicle. This lowers the centre of gravity, improving turn-in response and reducing body roll without resorting solely to stiffer suspension settings.
The CFRP roof is complemented by a suite of other lightweight components, including aluminium front wings, bonnet and suspension arms, as well as a composite driveshaft designed to reduce rotational inertia. Together, these elements contribute to a kerb weight that undercuts many similarly powerful rivals, despite the inclusion of advanced safety systems and luxury features. Every kilogram saved is a kilogram that does not have to be accelerated, braked or turned, translating directly into more agile real-world performance.
From a structural standpoint, the use of CFRP also allows BMW’s engineers to fine-tune stiffness characteristics. The roof panel not only reduces weight but also contributes to torsional rigidity thanks to its integration into the body-in-white. Increased rigidity means the suspension can do its job more effectively, as less energy is lost to body flex. As a result, even small steering inputs are translated more faithfully into changes of direction, particularly noticeable during rapid transitions such as chicanes.
Track performance metrics: 0–100 km/h and nürburgring nordschleife capabilities
While the BMW M4 Competition is entirely capable as a daily driver, its technical specification makes clear that track performance is a core part of its brief. From the punchy S55 engine and ultra-fast M DCT gearbox to the sophisticated suspension and braking systems, every major component has been developed with repeated high-load use in mind. This focus is reflected in the car’s headline performance figures and its behaviour on demanding circuits such as the Nürburgring Nordschleife.
4.0 second sprint time with launch control activation
With the 7-speed M DCT and launch control engaged, the 2018 M4 Competition is officially rated at around 4.0 seconds for the 0–100 km/h sprint. Independent testing has often matched or slightly bettered this figure in optimal conditions, particularly on surfaces offering high traction. For context, this places the M4 Competition firmly in the realm of supercar performance from just a decade earlier, yet it remains a practical four-seat coupe with a usable boot.
Without launch control, the car is still blisteringly quick, although replicating factory figures becomes more dependent on driver skill. Smooth yet assertive throttle application, careful modulation through the initial traction-limited phase and timely upshifts are all crucial to minimising wheelspin and maintaining forward momentum. On dry tarmac with warm Michelin Pilot Super Sport or Cup 2 tyres, the M4 Competition can repeatedly deliver sub-4.2-second runs with a competent driver behind the wheel.
From a rolling start, such as 80–120 km/h overtakes, the combination of strong mid-range torque and rapid gearshifts means performance feels even more immediate than the 0–100 km/h number suggests. In-gear acceleration is where the M4 Competition truly shines in real-world conditions, enabling you to overtake slower traffic decisively and safely, even on short straights between corners.
250 km/h electronic speed limiter and M driver’s package option
As with most modern German performance cars, the BMW M4 Competition is electronically limited to a top speed of 250 km/h (155 mph) in standard form. This limitation is largely a matter of regulation and brand policy rather than a reflection of the car’s aerodynamic or mechanical capabilities. For those who regularly visit unrestricted autobahns or closed circuits with long straights, BMW offers the optional M Driver’s Package.
When equipped with the M Driver’s Package, the top speed limiter is raised to approximately 280 km/h (174 mph), unlocking more of the car’s natural performance envelope. The package often includes an invitation to an official BMW driver training course, an acknowledgement that operating at such speeds demands advanced skills and situational awareness. At these elevated velocities, high-speed stability becomes paramount, and the M4 Competition’s aerodynamic balance and chassis tuning come to the fore.
In practice, very few public roads legally or safely accommodate sustained running beyond 250 km/h, but the extended limiter reflects the M4 Competition’s inherent capability. For track-day enthusiasts who frequent high-speed venues such as Spa-Francorchamps or the Nürburgring’s long Döttinger Höhe straight, the extra top-end headroom can make the difference between hitting the limiter halfway down the straight and fully exploiting the car’s power on the run to the braking zone.
Braking performance: 100–0 km/h stopping distances with M carbon ceramic discs
Braking performance is just as important as outright acceleration, particularly when you are driving a 510 PS rear-wheel drive coupe at track speeds. The standard M compound brakes on the BMW M4 Competition already provide strong, fade-resistant stopping power, with large ventilated discs and multi-piston calipers at the front. In independent tests, 100–0 km/h stopping distances in the mid-30 metre range are typical, placing the car among the more capable performers in its segment.
For those who demand even more, especially for heavy track use, BMW offers optional M Carbon Ceramic brakes. These discs are larger, lighter and far more resistant to heat-induced fade than their steel counterparts. The reduction in unsprung mass also benefits ride and handling, improving the suspension’s ability to follow the road surface accurately. Under repeated high-speed braking, such as during extended Nordschleife lapping, the carbon ceramics maintain a consistent pedal feel and stopping performance long after conventional systems would have started to show signs of fatigue.
There are trade-offs to consider, of course. Carbon ceramic brakes can be more sensitive to temperature when cold, and replacement costs are significantly higher than steel discs. For many owners who primarily use their BMW M4 Competition on the road with occasional track days, the standard steel setup strikes the best balance between performance, cost and everyday usability. However, if you are serious about regular circuit use, the carbon ceramics provide an extra layer of confidence when braking from very high speeds.
Lateral g-force capability and skidpad performance data
Cornering performance is where the integration of engine, chassis, tyres and aero truly reveals itself, and the M4 Competition delivers impressive numbers here as well. On quality high-performance rubber such as Michelin Pilot Super Sport or Cup 2 tyres, the car is capable of generating lateral acceleration figures approaching or exceeding 1.0 g on a skidpad. These numbers translate into high cornering speeds and the ability to carry momentum through complex sequences of bends.
On circuits like the Nürburgring Nordschleife, where elevation changes, camber variations and surface imperfections test a car’s dynamics to the limit, the BMW M4 Competition has recorded lap times that place it firmly in modern super-saloon territory. While exact times vary depending on tyres, conditions and driver, factory and independent tests have shown the M4 Competition lapping the Nordschleife comfortably under eight minutes in skilled hands. That level of performance would have been squarely in supercar territory not long ago.
What makes these metrics meaningful in everyday driving is not just the raw lateral g figures but the way the M4 communicates as it approaches and exceeds those limits. The steering, though electrically assisted, provides enough feedback to sense grip changes, while the chassis’ balanced responses make it clear when you are asking too much of the front or rear axle. For drivers who relish the challenge of improving their lap times or simply enjoy exploring a car’s capabilities on a favourite road, this transparency is every bit as valuable as the headline numbers.