Test Drive BMW M440xi: Brand Core Reloaded

Since BMW decoupled the 4 Series from the 3 Series, it has been developing splendidly and has sold well worldwide in all versions about 800,000 times so far. This includes the sedan and SUV market in China, which absorbs around twelve percent of the production, as BMW press spokesman Florian Moser proudly explains. The top seller is the five-door Gran Coupe, followed by the two-door classic coupe and the convertible. However, the series always starts with the "core product of the 4 Series," the coupe, which now only starts with 48-volt mild-hybrid technology with three gasoline and three diesel engines. We unleashed the provisional top gasoline model, the M440xi, on winding roads around Munich.

And that's in the truest sense of the word, because even in comfort mode, the 440 growls with the typical BMW hot inline-six-cylinder sound, which intensifies into a magnificent roar during acceleration. To do this, you either switch to sport mode, which only makes the 440i extremely nervous and always drives two gears too low to be ready to jump at any time, or you pull the left steering wheel paddle for three seconds: then the 440xi switches everything to sharp and can insert short bursts that are remarkable.

Driven appropriately, it still consumes more than 10l/100km through the injectors, and a lot of coasting and 48-volt currents do not occur. It only does that in eco mode, which discreetly cuts power – it still offers a solid punch but only grumbles discreetly to itself and switches off the engine at every stop. Then you can also save it down to around 8.xl/100 km – with eco being sufficient for everyday situations. After all, it has 374 horsepower (but only at 5500 rpm) and 500 Nm of torque from 1900 rpm. If needed, it goes to 100 in 4.5 seconds, and the top speed is said to be limited to 250 km/h. We then let it remain at a speedometer reading of 262 due to traffic density and marveled at the lead.

But the suspension was also massively improved: compared to the 3 Series, the whole setup was changed here: the front wheels received more negative camber, and to avoid any nervousness, the track was also widened, and the spring-damper setup was tightened, but comfort was still adequately maintained – which indeed is sufficiently present. And since the whole car was cut by five centimeters compared to the 3 Series, the center of gravity also moved down by about two centimeters, as did the seating position, so that the 4 Series feels noticeably different to drive. Tighter, more direct, and very precise. This also applies to connectivity and infotainment.

Yes, it is a very successful GT, in the truest sense of the word, as it (unfortunately) has also increased in size and weight: With a length of 4.77 meters and a substantial curb weight of 1740 kilograms (according to DIN) or 1815 kilograms (according to EU), it is absolutely not a compact but rather a full-blown sports car, and it cannot completely hide its weight and size. If we are now looking for the ecological or meaningful aspect, the eight-coupe comes to mind, which we would simply leave it at that.

What does that mean?

The Four Series rises to new greatness: It has been designed more clearly, quoting with its "vertical kidney grill" the large BMW coupes of the 1930s to 1950s, and is indeed the best Four Series ever. But unfortunately also the largest and heaviest and not innovative at all. That would be an electric lightweight Two Series or something else CS. Maybe BMW will dare to do that again, because sports cars currently have a tough time anyway.