2021 BMW M3 and M4
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Joined: Oct 2008
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2021 BMW M3 and M4
As we expected from the spy photos, both the 2021 BMW M3 sedan and the M4 coupe share the extra big grilles introduced on the new 4 Series. But if you can look past the controversial nose, the new M3 and M4 have a lot to offer those seeking a more traditional BMW M car experience, as well as those out for pure performance.
Besides the enormous kidney grilles, which now have horizontal slats rather than metallic studs, the M3 and M4 have larger versions of most of their body panels. The fenders are much wider, and the rear bumper has gained a large rear diffuser, as well as four prominent exhaust tips. The front fenders get vertically-oriented vents, and the deep side skirts match the rear diffuser. The exposed carbon fiber roof returns, a long-running M-car signature. This roof can be replaced with a painted steel roof if the customer wants a sunroof.
Lurking behind the nostrils of the M3 and M4 is one of two versions of the S58 twin-turbo straight-six that was first introduced on the BMW X3 M and X4 M. On the standard M3 and M4, it makes 473 horsepower and 406 pound-feet of torque, and the Competition versions make 503 horsepower and 479 pound-feet of torque. The former will get the M3 or M4 to 60 mph in 4.1 seconds, and the latter will get the job done in 3.8 seconds. The base M3 and M4 come exclusively with a six-speed manual transmission, making them the sole manual offering in the segment. That manual transmission is also 50 pounds lighter than the eight-speed automatic that comes with the Competition models. The manual transmission comes with rev-matching, but that can be disabled. Both standard and Competition cars get rear-wheel-drive standard, but the Competition will have the option of all-wheel drive next summer. The all-wheel-drive system is like other BMW systems in that it operates in rear-drive mode until it detects slippage. The system can be set to stay in rear-wheel drive with assists turned off. Both drivetrains feature electronically controlled limited-slip differentials.
Naturally, BMW has also upgraded the M3 and M4 chassis to handle the extra power. The cars feature extensive bracing among the shock towers and subframes. Stiffer M suspension with different damping settings is standard. Lightweight forged wheels are fitted, with the base models getting 18-inch front wheels and 19-inch rear wheels. The Competition gets 19-inch front wheels and 20-inch rears. Standard brakes for both model types are 15-inch rotors with 6-piston calipers at the front and 14.6-inch rotors at the rear with single-piston calipers. Available as an option are carbon ceramic brakes with larger 15.75-inch rotors at the front and 15-inch ones at the back. Another performance option is the M Drive Professional package. It includes a traction control system with 10 settings that control how much tire slip is allowed before traction and stability control systems intervene. The package also includes a lap timer and a "Drift Analyzer." The former records lap times, and the latter records what happens when you drift, such as angle and duration. This information can be shared via the available iPhone app.
The interior of the M3 and M4 is, unsurprisingly, pretty much like that of the 3 Series and 4 Series. No wood trim is available; only aluminum or carbon fiber. A 12.3-inch instrument display and 10.25-inch infotainment screen are standard equipment, as are sportier seats. BMW does offer a new set of optional carbon fiber power seats, which together will save an extra 21 pounds. They also have cutouts for racing harnesses. Some bold interior colors are available, too, such as Kyalami Orange in the pictured M3, and Yas Marina Blue in the pictured M4.
The M3 and M4 should go on sale around March next year, and the all-wheel-drive Competition versions should be available in the summer. Pricing for the base M3 starts at $70,895, and $73,795 for the M3 Competition. The base M4 starts at $72,795 and the M4 Competition starts at $75,695.
Besides the enormous kidney grilles, which now have horizontal slats rather than metallic studs, the M3 and M4 have larger versions of most of their body panels. The fenders are much wider, and the rear bumper has gained a large rear diffuser, as well as four prominent exhaust tips. The front fenders get vertically-oriented vents, and the deep side skirts match the rear diffuser. The exposed carbon fiber roof returns, a long-running M-car signature. This roof can be replaced with a painted steel roof if the customer wants a sunroof.
Lurking behind the nostrils of the M3 and M4 is one of two versions of the S58 twin-turbo straight-six that was first introduced on the BMW X3 M and X4 M. On the standard M3 and M4, it makes 473 horsepower and 406 pound-feet of torque, and the Competition versions make 503 horsepower and 479 pound-feet of torque. The former will get the M3 or M4 to 60 mph in 4.1 seconds, and the latter will get the job done in 3.8 seconds. The base M3 and M4 come exclusively with a six-speed manual transmission, making them the sole manual offering in the segment. That manual transmission is also 50 pounds lighter than the eight-speed automatic that comes with the Competition models. The manual transmission comes with rev-matching, but that can be disabled. Both standard and Competition cars get rear-wheel-drive standard, but the Competition will have the option of all-wheel drive next summer. The all-wheel-drive system is like other BMW systems in that it operates in rear-drive mode until it detects slippage. The system can be set to stay in rear-wheel drive with assists turned off. Both drivetrains feature electronically controlled limited-slip differentials.
Naturally, BMW has also upgraded the M3 and M4 chassis to handle the extra power. The cars feature extensive bracing among the shock towers and subframes. Stiffer M suspension with different damping settings is standard. Lightweight forged wheels are fitted, with the base models getting 18-inch front wheels and 19-inch rear wheels. The Competition gets 19-inch front wheels and 20-inch rears. Standard brakes for both model types are 15-inch rotors with 6-piston calipers at the front and 14.6-inch rotors at the rear with single-piston calipers. Available as an option are carbon ceramic brakes with larger 15.75-inch rotors at the front and 15-inch ones at the back. Another performance option is the M Drive Professional package. It includes a traction control system with 10 settings that control how much tire slip is allowed before traction and stability control systems intervene. The package also includes a lap timer and a "Drift Analyzer." The former records lap times, and the latter records what happens when you drift, such as angle and duration. This information can be shared via the available iPhone app.
The interior of the M3 and M4 is, unsurprisingly, pretty much like that of the 3 Series and 4 Series. No wood trim is available; only aluminum or carbon fiber. A 12.3-inch instrument display and 10.25-inch infotainment screen are standard equipment, as are sportier seats. BMW does offer a new set of optional carbon fiber power seats, which together will save an extra 21 pounds. They also have cutouts for racing harnesses. Some bold interior colors are available, too, such as Kyalami Orange in the pictured M3, and Yas Marina Blue in the pictured M4.
The M3 and M4 should go on sale around March next year, and the all-wheel-drive Competition versions should be available in the summer. Pricing for the base M3 starts at $70,895, and $73,795 for the M3 Competition. The base M4 starts at $72,795 and the M4 Competition starts at $75,695.
Thread Starter
Joined: Oct 2008
Posts: 42,474
Likes: 320
From: California
BMW M3 over the years
The BMW M3 has gone through plenty of huge design changes over the past three decades. As the next generation of the M3 and M4 are set to arrive very soon — stay tuned for that — with another seismic shift in design, we figure it’s time to take a trip back through the years of the M car that started it all.
E30 M3 (1986-1991)
Most BMW fans already know the story of the original E30 M3. It’s a race car turned road car, as BMW was forced to homologate the racing version for the German Touring Car Championship. The values of these old M3s reflect their racing origins, as prices have only gone up in recent years.
From a design perspective, it shares very little with the new and upcoming M3. However, the vertically-oriented kidney grille is one small retro design cue we’ll point out. The square kidneys might be minuscule on the E30 compared to the absolute units we’re going to see on the 2021 M3, but it’s a way for BMW to play up the new design. Of course, the power disparity between the original M3 and the upcoming car is just as great. That old 2.3-liter four-cylinder made just under 200 horsepower, and the new car is expected to be around 500. More power equals more grille?
This generation of M3 represents one of those seismic shifts we mentioned previously. The M3 goes from being a racer-focused track machine to a more plain high-performance 3 Series. BMW introduced an automatic transmission (available alongside the manual); it gained hundreds of pounds in weight, and it also got a lovely, naturally aspirated inline-six-cylinder engine.
The design remained sport-inspired, but with a much softer edge. It’s fairly representative of 1990s styling in general, yet this generation remains the least desirable M3 today. If you’re looking to get into a proper M-badged something, this is the cheapest way to do it. It’s also one of the most low-key ways to join M3 car ownership, which is the opposite of what the new M3 and M4 are aiming for.
Many in the BMW community may consider this a sweet spot in the M3’s history. It has a bit more aggression than the E36, a high-revving, naturally-aspirated inline-six and is still modern enough that the car’s dynamics aren’t vintage.
Sure, the six-speed SMG might be prime for issues, but just skip it for the six-speed manual. This car’s proportions and design continue to age with grace, looking even better to our eyes as the years tick on. It’s timeless and clean. And, we’d be remiss if we didn’t point out how spectacular it looks with the small and horizontal kidneys. If only there were more examples with the Laguna Blue interior seen pictured in the Convertible above ...
Here’s another big generational change for the M3. BMW scrapped the six for a high-revving V8 that made even more power, and it finally developed an automatic transmission that had the performance and speed to be suitable for an M3.
Many of the sharper lines were softened in this 3 Series’ design, making it appear more elegant than sporty. That matched its enhanced grand touring abilities, even though it remained a sharp and aggressive sport sedan and coupe at heart. This also marks the end of the line for the M3 Coupe name, because the next-gen M3 Coupe would be renamed M4. The E92 M3 hasn’t lived long enough to become a legend yet, but we have a feeling that its over-8,000-rpm redline will continue to be revered by enthusiasts looking for that X-factor so many new turbocharged power units are lacking.
We’re still fond of how this generation of M3 looks, but what came next is hard to compete with.
And here we finally come to the current and outgoing M3/M4. By all accounts, BMW totally killed it with the styling of this M3. It’s sporty, modern and classy, succeeding in all the ways we want in an M3. However, it’s also the first force-induced M3. BMW dropped two cylinders to go back to an inline-six configuration, but it also strapped on a couple turbochargers. This resulted in a huge torque increase and small horsepower increase over the previous M3, the former of which was a complaint about the high-strung engine.
BMW continues to offer a manual transmission, and even though the dual-clutch is now excellent, we’re still thankful for the option of getting a third pedal. Despite this M3 taking the M design treatment to another level, it’s still subdued compared to what’s coming our way in the 2021 BMW M3 and M4.
TBD
Source
E30 M3 (1986-1991)
Most BMW fans already know the story of the original E30 M3. It’s a race car turned road car, as BMW was forced to homologate the racing version for the German Touring Car Championship. The values of these old M3s reflect their racing origins, as prices have only gone up in recent years.
From a design perspective, it shares very little with the new and upcoming M3. However, the vertically-oriented kidney grille is one small retro design cue we’ll point out. The square kidneys might be minuscule on the E30 compared to the absolute units we’re going to see on the 2021 M3, but it’s a way for BMW to play up the new design. Of course, the power disparity between the original M3 and the upcoming car is just as great. That old 2.3-liter four-cylinder made just under 200 horsepower, and the new car is expected to be around 500. More power equals more grille?
E36 M3 (1992-1999)
This generation of M3 represents one of those seismic shifts we mentioned previously. The M3 goes from being a racer-focused track machine to a more plain high-performance 3 Series. BMW introduced an automatic transmission (available alongside the manual); it gained hundreds of pounds in weight, and it also got a lovely, naturally aspirated inline-six-cylinder engine.
The design remained sport-inspired, but with a much softer edge. It’s fairly representative of 1990s styling in general, yet this generation remains the least desirable M3 today. If you’re looking to get into a proper M-badged something, this is the cheapest way to do it. It’s also one of the most low-key ways to join M3 car ownership, which is the opposite of what the new M3 and M4 are aiming for.
E46 M3 (2000-2006)
Many in the BMW community may consider this a sweet spot in the M3’s history. It has a bit more aggression than the E36, a high-revving, naturally-aspirated inline-six and is still modern enough that the car’s dynamics aren’t vintage.
Sure, the six-speed SMG might be prime for issues, but just skip it for the six-speed manual. This car’s proportions and design continue to age with grace, looking even better to our eyes as the years tick on. It’s timeless and clean. And, we’d be remiss if we didn’t point out how spectacular it looks with the small and horizontal kidneys. If only there were more examples with the Laguna Blue interior seen pictured in the Convertible above ...
E92 M3 (2008-2013)
Here’s another big generational change for the M3. BMW scrapped the six for a high-revving V8 that made even more power, and it finally developed an automatic transmission that had the performance and speed to be suitable for an M3.
Many of the sharper lines were softened in this 3 Series’ design, making it appear more elegant than sporty. That matched its enhanced grand touring abilities, even though it remained a sharp and aggressive sport sedan and coupe at heart. This also marks the end of the line for the M3 Coupe name, because the next-gen M3 Coupe would be renamed M4. The E92 M3 hasn’t lived long enough to become a legend yet, but we have a feeling that its over-8,000-rpm redline will continue to be revered by enthusiasts looking for that X-factor so many new turbocharged power units are lacking.
We’re still fond of how this generation of M3 looks, but what came next is hard to compete with.
F80 M3 (2015-2020)
And here we finally come to the current and outgoing M3/M4. By all accounts, BMW totally killed it with the styling of this M3. It’s sporty, modern and classy, succeeding in all the ways we want in an M3. However, it’s also the first force-induced M3. BMW dropped two cylinders to go back to an inline-six configuration, but it also strapped on a couple turbochargers. This resulted in a huge torque increase and small horsepower increase over the previous M3, the former of which was a complaint about the high-strung engine.
BMW continues to offer a manual transmission, and even though the dual-clutch is now excellent, we’re still thankful for the option of getting a third pedal. Despite this M3 taking the M design treatment to another level, it’s still subdued compared to what’s coming our way in the 2021 BMW M3 and M4.
G80 M3 (2021)
TBD
Source
Thread Starter
Joined: Oct 2008
Posts: 42,474
Likes: 320
From: California
2021 BMW M3 and M4 vs all the high-powered sport sedans and coupes
Mercedes-AMG C63, Audi RS 5, Alfa Giulia Quadrifoglio, Lexus RC F, Shelby GT500 and Camaro SS 1LE
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I was considering a new M3 in the next year or so but I don’t think the upgrade is worth it to me especially based on looks although if I got one in black it could hide that hideous grille. I really like the B58 engine every time I drive my car. I may have to look at a M5 but that is a bigger car than I really want.
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