2023 BMW M4 Reviews, Pricing & Specs

Because it’s a hot rodded version of the BMW 4 Series, the M4 uses the same body shell, complete with an oversized grille that’s been inspiring ridicule from automotive journalists and Internet commenters alike two model years running. The 4 Series, in turn, is a derivative of the BMW 3 Series, but it gets a separate even-numbered name in keeping with BMW’s current nomenclature.

While some BMW M cars can be considered sleepers, with subtle styling changes from their base models, that’s never been the case with the M4 or its M3 coupe and convertible forbears. So the current-generation M4 announces its performance intentions with rippling fenders and lots of scoops and vents. CSL models also get a ducktail trunk-lid spoiler, filament-like taillight elements, and racing-style yellow headlight elements. The result isn’t exactly pretty, but at least the rest of the car is now on the same level of zaniness as the outlandish grille, unlike the 4 Series, where it’s really the only distinctive styling element.

These changes aren’t just about showing off. The extra air intakes flanking the kidney grille inhale cooling air for the engine and brakes; two-piece ducts direct air to both brake ducts and outboard radiators. Vertical slats at the extreme edges of the front end are for BMW’s Air Curtains which, as on the base 4 Series coupe and convertible, direct air around the front wheels to decrease drag. The flared fenders, meanwhile, allow for fitment of wider tires that help increase grip.

The interior layout doesn’t change much from the base 4 Series, but that’s not a problem. The simple dashboard and well-positioned touchscreen and controls didn’t need improvement. But because this is an M model, you get a beefier M steering wheel, Merino leather seats with increased side bolstering, and optional carbon-fiber trim. More hardcore carbon-fiber bucket seats are available as well, with fixed-back versions on the CSL. Those can be swapped out for adjustable versions with heating and leather upholstery, and most customers will likely choose that option.

The standard M4 is powered by a 3.0-liter twin-turbocharged inline-six producing 473 horsepower and 406 pound-feet of torque, with a six-speed manual transmission and rear-wheel drive (RWD). The BMW M4 Competition ups output to 503 hp and 479 lb-ft of torque, and swaps the manual gearbox for an eight-speed automatic transmission, with standard RWD or optional xDrive all-wheel drive (AWD).

Those differences in specs translate to a 0.3-second advantage for the RWD M4 Competition coupe in zero to 60 mph acceleration, at 3.8 seconds. AWD models are even quicker, at 3.4 seconds—beating Audi’s RS 5 coupe by 0.3 second. Top speeds for both versions are electronically limited to 155 mph, or 180 mph if you opt for the M Driver’s Package. You can also get the M4 Competition as a convertible, but not the standard version.

The M4 CSL uses the same turbo engine as the other M4 variants but boasts 543 hp. Torque remains unchanged, but it’s available slightly earlier in the rev range. The CSL uses the Competition’s eight-speed automatic, but with RWD. The “L” in “CSL” stands for “Lightweight,” so BMW removed the rear seats, fitted the aforementioned fixed-height carbon-fiber front seats, and a carbon-fiber reinforced plastic (CFRP) hood, roof, and trunk lid. These and other changes shave 240 pounds from the curb weight, BMW claims.

Other upgrades include standard carbon ceramic brakes, an aluminum strut tower brace and special engine and transmission mounts to increase rigidity, Adaptive M Suspension with unique tuning, and it can be had with ultra-sticky Michelin Pilot Sport Cup 2 R tires. All of these changes give the CSL an impressive power-to-weight ratio of 6.7 pounds per horsepower, dropping the zero to 60 mph time to 3.6 seconds. The top speed is limited to 191 mph, and the CSL boasts a Nürburgring lap time of 7:20.2—the quickest of any series-production BMW.

Visiting the Nürburgring isn’t an option for everyone, though, so what does this mean in the real world? When automakers set out to build a hardcore driver’s car, they tend to focus on adding downforce to shave tenths off lap times. But even with an F1 car’s worth of wings and splitters, you need to be going pretty fast to generate maximum downforce, so it’s not exactly relevant to road driving. That’s the advantage of BMW’s weight-reduction approach.

At the 3,640 pounds, the M4 CSL is no Lotus Seven, but the weight reduction thawed some of the isolation that’s become endemic in modern performance cars. The technology that allows cars like the M4 to achieve amazing feats of grip and acceleration often comes at the expensive of driver involvement, but that’s not the case here. It really feels like you and the car are working together. It’s just too bad that the only way BMW could achieve this level of driver satisfaction was with a hardcore limited-edition model.

Because it’s based on the BMW 4 Series body shell, the M4 is bit better suited to everyday use than traditional sports cars like the Porsche 718 Cayman, Chevrolet Corvette, or the BMW-derived Toyota Supra. The seating position and roof line are more upright, and similar to a conventional sedan. That makes for better outward visibility, and more dignified ingress and egress, than a sports car.

The M4 coupe offers comparable passenger space to similar-sized luxury performance coupes like the Audi RS 5 and Lexus RC F, although the Lexus has a few more inches of front legroom that help finding an ideal driving position easier. At 12 cubic feet, the BMW also boasts more trunk space than the Audi or Lexus.

The RS 5 and RC F also aren’t available as convertibles. The M4 Competition xDrive convertible has a power soft top that can open or close in 18 seconds, at speeds up to 31 mph. You can also open or close the roof with the key fob. When stowed, the roof reduces trunk space to 9 cubic feet, but you get the same 12 cubic feet as the M4 coupe when the roof is raised.

The base M4 and M4 Competition don’t really compromise functionality over the BMW 4 Series they’re based on, then. That’s not the case for the M4 CSL, however, as the limited adjustment of its lighter front bucket seats (they can only move fore and aft) mean some drivers simply won’t be able to fit in them. You also have to climb over the tall side bolsters to get out. But this is in keeping with the more hardcore nature of the CSL; that extra bolstering will really come in handy on track days. We don’t even mind the lack of rear seats, as we’re not sure how much they’d actually get.

It may focus on performance, but the M4 gets a sophisticated infotainment system like other BMW models. A 12.3-inch digital instrument cluster and 10.25-inch touchscreen are standard, along with wireless Apple CarPlay/Android Auto, a head-up display, and BMW iDrive 7.0 operating system.

This latest incarnation of the iDrive system is as easy to use in the M4 as other BMW models. BMW gives drivers lots of interface options, including a rotary controller with handy shortcut buttons, and an excellent voice-recognition system. That means you don’t have to reach the touchscreen while carving corners—which wouldn’t be ideal.

BMW also includes lots of tech to help you get the most out of the M4. A 10-stage traction control system can accommodate a variety of skill levels, and you get seven powertrain and chassis settings to choose from as well. Thankfully, these are grouped together on one touchscreen menu. You can also save your preferred combination of settings and activate them with one flick of the M paddle on the steering column.

M modes for the displays and driver-assistance systems adjust settings for different driving scenarios, dialing back the driver aids and the amount of information shown on the screens for backroad blasts or track use, and bringing everything back for normal driving. This helps limit distraction, and eliminates the need to go through touchscreen menus to change these settings individually.

The M4 can even help improve your driving. The optional M Drive Professional system includes a lap timer and data readouts speed, rpm, throttle position, and lateral g-forces. So you can compare performance over multiple laps and see where it’s possible to find a few tenths.

As with other BMW models, you have to hit the options list to get many of the safety features that many mainstream brands offer as standard equipment. While the M4 does get standard lane-departure warning, blind-spot monitoring, and rear cross-traffic alert, other features like adaptive cruise control and lane-keep assist are part of a Driving Assistance Professional Package for M4 Competition models.

The Insurance Institute for Highway Safety (IIHS) and National Highway Traffic Safety Administration (NHTSA) haven’t published crash test ratings for the 2023 M4, nor the 4 Series coupe and convertible on which it’s based.

The M4’s twin-turbo six-cylinder powertrain is billed as a more efficient option than the V8 engine BMW stuffed in its E9X M3 predecessor, but EPA-rated fuel economy still isn’t great. The RWD BMW M4 coupe and M4 Competition coupe are both rated at 19 mpg combined (16 mpg city, 23 mpg highway). The AWD-only M4 Competition convertible and RWD-only M4 CSL have the same city and highway ratings, but come in at 18 mpg combined. And the M4 Competition coupe’s optional xDrive AWD system knocks 1 mpg off the RWD version’s combined and highway ratings.

The M4 gets the same four-year, 50,000-mile, new vehicle limited warranty as other BMW models, with the same four years of roadside assistance with unlimited mileage.

Pricing starts at $75,695 (with the mandatory $995 destination charge) for a RWD M4 coupe, moving up to $79,595 for the more powerful M4 Competition coupe. The AWD BMW M4 Competition xDrive coupe starts at $83,695, while the 2023-only M4 CSL limited edition has a $140,895 MSRP and the 1,000-unit production run will likely be sold out by the time you read this.

The base price is in line with the M4’s Audi RS 5 rival. Lexus hadn’t released pricing for the 2023 RC F at the time of publication, but the 2022 model was priced a bit lower, and the M4 CSL is a bit dearer than the RC F Fuji Speedway Edition, Lexus’ lightened RC F variant, but it’s unclear if that will return for 2023. It’s also worth noting that a base Corvette is substantially cheaper than an M4, and surprisingly practical for a two-seat sports car.

Mercedes-AMG is usually a part of this conversation as well, but the AMG C-Class coupe that was the M4’s closest three-pointed star rival is currently on hiatus. Similarly, the Cadillac ATS-V coupe didn’t return when the ATS was reincarnated reincarnated as the CT4 (the CT4-V Blackwing sedan is a worthy rival to the BMW M3 sedan, however).

The M4 continues to carve out its own niche in the performance car world, however. With an unflappable character and thoughtful attention to detail, it definitely lives up to the BMW M legend. The M4 CSL shows the true potential of the current M4 platform, albeit only in the form of a limited edition that compromises everyday usability. We’d love to see BMW apply some of the CSL tweaks to a higher-volume model, similar to what it did with the BMW M2 CS. That would make a great car even better.