The BMW 4-Series occupies essentially the same space in the market as the 3-Series Coupe used to, only it’s not merely a series of two-door versions of the 3-Series. It starts with the 3-Series’ underpinnings, engines, and equipment, yes, but it’s lower, wider, and longer than its sedan counterparts.
- Interior / Exterior »
The shape of the 2015 BMW 4-Series has the same proportions of the long-ago 8-Series, as well as some of the styling cues of former generations of 3-Series coupes. The so-called Hofmeister kink long ago lost its kinky appeal, once every other automaker started to copy it, and the side sculpting’s steered away from the heaviest Frank Gehry touches, into a safe, simple stamping that could be on a Mustang or an F-Type or a Regal.
The front end remains its most adventurous point. Where BMWs have until very recently, rigidly adhered to a certain size, shape, and manner, this one is a collection of massive negative spaces, more pronounced because of the low roofline. In spite of all that, it has a perfect balance of glass to metal, a decathlete stance (especially from the rear quarters), and some spot-on details, like its sharply creased shoulder line.
Inside, the 4-Series is an aesthetic leap forward from the old 3-Series Coupes, with a traditionally appealing driver setup that’s walled off from the passenger by those arcs of plastic and wood and metal across the center stack. The organic sweep of the cockpit works better in the coupe than in the sedan, even though the same theme is commonplace today on so many vehicles (even Toyotas).
The 4-Series’ cockpit tends to get dominated by the wide, bright screen that rides on the dash permanently–where you expect it might tuck itself away—and by the much larger iDrive control knob—but you can ease that clash by applying certain trim packages. Luxury versions get glossy wood trim, for example, while Sport-package 4-Series cars have red accents and blacked-out details, while Modern coupes get satin trim, grey or black leather, and inlaid wood trim.
- Performance »
The 4-Series lineup is definitely simpler than that of the 3-Series. There’s no diesel, no hybrid, and no base-model 420i. There are two powerplants are on the order sheet, and you have to keep in mind that displacement no longer has anything to do with those numbers on the badge.
The 428i uses a 2.0-liter turbocharged four-cylinder to generate 240 horsepower and 255 pound-feet of torque. That puts it within reach of 60 mph in 5.7 seconds with either the manual or automatic transmission, with grippy summer tires. You also get a 155-mph, electronically limited top speed.
Step up to one of the 435i models and you get the familiar 3.0-liter turbocharged in-line six-cylinder engine, rated at 300 horsepower and 300 lb-ft. It’s just as quick as the last-gen M3, with the 435i sprinting to 60 mph in 5.3 seconds with the manual transmission, or five seconds flat with the auto box.
With either engine, you get lump-free power delivery, and a gravy train of torque from just above idle to about 5000 rpm. It’s quieter and smoother than the turbo four in the Cadillac ATS, and it pulls with a smoothness that builds on the recent past of naturally aspirated straight sixes.
With either engine, you can get rear-wheel drive or all-wheel drive; and yes, you can even get all-wheel drive on the Convertible. A six-speed manual transmission is a no-cost option on rear-drive coupes; it’s an inspiring thing, with clean shifts and lovely clutch uptake. But with its eight gears spaced especially well to handle the six’s torque spread, plus paddle shifters and sport driving modes, the automatic’s technically better than rowing your own. Technically…but still not what we’d pick.
The path to that highly evolved 4-Series is clearly defined, from the way its suspension has been altered with more aluminum components and more structural stiffness than before. It still wants to be, and can be, a smooth grand tourer. The Driving Dynamics Control programming lets drivers tune shift points, throttle mapping, and steering response from a base level into an efficiency profile, and in either, it loafs along with rational, responsible moves.
But the 4-Series really feels most alive in the hands when it’s spun into Sport or Sport+. The steering pounces into turns, the automatic snaps off almost instantaneous shifts, the throttle zips up and down the powerband. The stability control unlocks its chastity belt.
Of all the changes that have been wrought on the latest 3-Series and now in turn, the 4-Series, the electric power steering system has probably done the most to shake the foundations of the BMW faithful. The standard flavor weights up evenly but quickly, and with the larger wheel/tire combinations offered (up to 19 inches), the 4er’s steering just feels heavier than it needs to, and follows the crown on the road more than it should. Feedback is sorely lacking. There’s a premium Variable Sports steering setup that changes the rack’s ratio; we haven’t tried it yet in the standard 4-Series.
Yes, there’s also the M4, and its hugely upgraded power ratings (now 425 horsepower and 406 lb-ft). With a TwinPower turbo six, a choice between six-speed manual and seven-speed M Double Clutch gearboxes, an Active M limited-slip differential, and an available Adaptive M suspension, the all-new 2015 BMW M4 takes after the larger M6 in ride and sophistication, yet it keeps its weight down, to enable a supercar-league 0-60 mph time of just 4.2 seconds (in DCT form).
The shape of the 2015 BMW 4-Series is at once puzzling, and a little more low-set, aggressive, and alluring than the 3-Series Coupes that preceded it or the current 3-Series sedans on which it’s based. It has the same proportions of the long-ago 8-Series, as well as some of the styling cues of former generations of 3-Series coupes. The cabin’s more adventurous, with some sweeping arcs and trim packages that lift its basic-black wardrobe into something a little more couture.
It’s entirely fair to say that performance for the 4-Series is about on par with what you’ll find in the 2015 3-Series — albeit without the diesel, hybrid, or lower-power 320i versions. The 4-Series fires up sweetly engineered in-line engines, shifts with ease, bear-hugs the road–and plots a clear trajectory into M territory with performance suspension and braking upgrades. The 428i uses a 2.0-liter turbocharged four-cylinder to generate 240 horsepower and 255 pound-feet of torque; the hood of 435i models get the familiar 3.0-liter turbocharged in-line six-cylinder engine rated at 300 horsepower and 300 pound-feet of torque. Rear-wheel drive is standard, but all-wheel drive is available with either engine. A six-speed manual transmission is standard (available only on rear-drive models), while an eight-speed automatic is available.
Yes, there’s also the M4, and its hugely upgraded power ratings (now 425 horsepower and 406 lb-ft). With a TwinPower turbo six, a choice between six-speed manual and seven-speed M Double Clutch gearboxes, an Active M limited-slip differential, and an available Adaptive M suspension, the all-new 2015 BMW M4 takes after the larger M6 in ride and sophistication, yet it keeps its weight down, to enable a supercar-league 0-60 mph time of just 4.2 seconds (in DCT form).
And if you don’t go full-on M4, the manual-shifted, rear-drive 428i is as nimble as the 4-Series gets, with 0-60 times of 5.7 seconds and some frisky moves. If you’re angling for something more, you’ll have to start with the 435i, which is a half-second quicker to 60, with more grip and an available package that goes headlong into M Sport territory with adaptive dampers, lower ride height, and sport brakes. Steering remains a dull spot no matter what, though.
It does make good on many counts, and one of them is ride comfort. There’s also a relatively hushed cockpit. The 4-Series gets seriously charming with its more ritzy interior trim packages (although perhaps too splashy in others that attempt to be sporty or modern), and its sports seats give grip just where it’s called for in sporty driving. But the backseat is somewhere we’d stay out of.
Crash-test ratings are still an open question, although standard safety equipment includes a full suite of airbags, stability and traction control, adaptive brake lights, and anti-lock brakes, plus optional add-ons like the Driver Assistance Plus package, with its speed-limit info, side- and top-view cameras, and electronic driver aids; a rearview camera and park distance sensors; and automatic high beam headlights.
Equipment and features are grouped into those “lines,” trim packages with specific themes. M Sport, Sport, and Luxury are the three divisions, available on any 4-Series model. As the name implies, the Luxury package adds upgraded leather in the cabin, a choice of three interior wood trims, unique color combinations, and exterior high-gloss chrome accents. As for infotainment, the 4-Series’ iDrive system is more powerful than ever, but some of the power comes from new interface layers, like voice commands and touchpad input. It’s still something to grow accustomed to over a period of time–one best measured with a calendar.
And don’t forget about the 4-Series Convertible. With a folding hardtop that can lower or raise itself in 20 seconds, at speeds of up to 11 mph. BMW says it’s fitted the folded top more effectively into the trunk this time, retaining up to 7.8 cubic feet of storage space when the top is down (or 13 cubic feet when it’s up). A fold-down rear seat extends the usefulness of the trunk–and on the less practical side, BMW also fits a standard windblock, three-setting neck warmers, and more sound-deadening materials for a longer driving season and for a quieter ride than in the former 3-Series Convertible.
Also on the way later in the year is the 4-Series Gran Coupe, a model that essentially packs in the low-set four-door layout of the 3-Series, but with the more aggressive front-end treatment of the 4-Series plus a fastback/hatchback rear-end design.
For 2015, Bluetooth audio streaming is now standard, and the so-called Enhanced Bluetooth (with a USB port) is now a standalone $500 option, Fineline Anthracite wood trim is now widely available, and Oyster Dakota leather is offered outside of the Sport line and included in Premium Package models.There are a number of other packaging changes for technology options.
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