The newly created BMW M4 model, which is really just a new M3 Coupe with a fancy-pants name, is the sexier, more sporty-looking sibling of the M3 saloon.

The two-door M4 might be less practical than the four-door M3, but it’s also expected to outsell it by the shedload, suggesting that styling far exceeds family-friendliness for the German brand’s mid-sized performance cars.

It’s also lighter and lower than the more sensible M3, so we expect it to excel on the driving front too, because the M3 is already pretty darn good. Like its predecessor, the BMW M4 can count the Audi RS5 and Mercedes C63 AMG coupes among its main rivals.

Performance

While older M3 models from the past used naturally aspirated V8 petrol units, the M4 instead utilises a smaller 3.0-litre turbocharged straight-six.

The current M3 and M4 are identical cars for performance figures, hitting 0-62mph in 4.1 seconds with the seven-speed dual-clutch transmission, as tested, or 4.3 seconds with a six-speed manual, with both maxing out at 155mph.

Either way, the M4 edges out the Mercedes C63 AMG and the Audi RS5 which both have a 0-62mph sprint time of 4.5 seconds.

Gearbox purists, look away now, because the manual is near-irrelevant, with the DCT box expected to make up around 90% of sales. And you can understand why when the paddle shifts react so quickly to your command that it almost feels like the gears have predicted your move before you’ve made it.

There’s also a far broader rev range for peak torque than ever before, with the 550Nm available between 1,850rpm and 5,500rpm, while if you wind the engine out to 7,500rpm, you’ll find the most satisfying roar on the car that’s so necessary on a M car.

It’s a different sort of sound generally from its predecessor, thanks to BMW’s decision to scrap its long-used naturally aspirated engines and replace them with a 3.0-litre straight six with twin turbochargers.

The replacement units deliver 425bhp (9bhp more than before), which means getting power is that bit easier. Whether that’s what you want from this sort of car or not, is another matter.

So, gone is that joyous V8 blast from the fourth-gen model, and instead comes the whirr of the turbos, but a little thrilling thunder too.

Ride and Handling

While straight-line speed is thrilling, where this model really comes into its own is thrown into twisty bends.

The M4 is 23kg lighter and 41mm lower than the M3, which suggests handling should be even better than the M3. In reality, there’s really not much in it, because they’re both just really really good. While straight-line speed is thrilling, where this model really comes into its own is thrown into twisty mountain bends, where it reacts accurately to driver input and holds grip impressively, giving you absolute confidence in its capabilities. BMW also offers three modes for steering, suspension and throttle response – Comfort, Sport and Sport Plus. They can all be altered separately, but to keep things simple here, let’s assume that all three elements are in the same mode. Comfort is the one for motorway cruising, in theory, although on test, it made the steering a little squidgy, and was our least favourite setting. Sport and Sport Plus are where the fun really begins, with notably sharper steering. Even in Sport Plus mode, with harder suspension, we found it surprisingly comfortable through uneven Austrian urban road surfaces. And that’s the beauty of the M4. It’s a performance car, but an incredibly workable day-to-day thing too, making it a relaxing and refined ride - until you want to push its limits – and then you can tear it up on the track with abandon.

Interior and Equipment

Since 2014, the M4 has been the car of choice for BMW-supported teams in the DTM (German Touring Car Masters).

The interior is standard BMW fare, which means high-quality and smart finishes plus lots of M touches, including a completely redesigned steering wheel to standard 4 Series models. Besides the steering wheel, the interior does not feel that much of a step-up to a ‘standard’ 4 Series in terms of quality or layout. This may feel a little disappointing, but the cabin of the M4 still feels very well made overall.  The carmaker also says there’s more standard equipment than the outgoing model, which includes heated and electric seats, exterior-folding mirrors, parking sensors and the Professional Media package with Bluetooth upgrade. We remember being impressed with the 4-Series rear space when we tested the 435i and that remains here with far more legroom than expected for a coupe. Still that rakish roofline means headroom is limited for taller rear passengers, but it’s not bad nonetheless. Boot space is 445 litres, slightly less than the M3 at 480 litres.

Cost

The weight saving on the predecessor has helped fuel economy and efficiency, with BMW claiming savings of up to 25%.

The weight saving on the predecessor has helped fuel economy and efficiency, with BMW claiming savings of up to 25%. It delivers 34.0mpg with the DCT gearbox and 194g/km in CO2 emissions, which are exactly the same numbers as the M3. With the manual gearbox, the M4 records 32.1mpg and emits 204g/km in CO2.  The M4 is the more expensive than the M3 – by a difference of £460 – which isn’t much for a better-looking car. It costs £57,050, versus the M3’s £56,590.

Our Verdict

They’ll be those that complain about the loss of a naturally aspirated V8 and the glorious sound that goes with it. The M4 is less of a die-hard performance model and more of an easy-to-drive one than before. It certainly holds up very well next to other high-performance coupes in the current market. But, it’s an excellent piece of engineering, which deserves all the plaudits it will receive. Compared to the M3 saloon, you might lose a bit of practicality and £460 out of your pocket from choosing the M4. However, for its better looks, we’d opt for this over the M3 any day.