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Author: Eurobahn BMW MINI Mercedes-Benz Audi
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2020 BMW M8 Coupe
- 600 hp M8 Coupe and Convertible.
- 617 hp M8 Competition Coupe and Competition Convertible
- 0-60 mph in as quick as 3.0 seconds and top speed up to 189 mph.
- Production to begin July 2019.
- M8 Coupe MSRP: $133,000, M8 Convertible MSRP: $142,500.
June 4, 2019…Today, BMW M GmbH introduces the M8 Coupe and Convertible, the new top performance models in the M brand’s lineup. Available in standard and Competition variants, these new M cars take the proven M5 and M5 Competition near-supercar capabilities to an even higher level while offering all of the luxury and styling that the 8 Series has to offer.
The launch of the new M8 is unique in that the race car made its appearance almost two years before the production street versions will be available in showrooms. In those past two years of testing and racing in the IMSA WeatherTech Sports Car Championship, the BMW M8 GTE collected three victories, including the prestigious 24 Hours of Daytona, four additional podium finishes and three pole positions. A very solid foundation for the pinnacle model in BMW M GmbH’s portfolio.
Pricing for the new 2020 M8 Coupe is $133,000 and $146,000 for the M8 Competition Coupe. The 2020 M8 Convertible MSRP is $142,500 and $155,500 for the M8 Competition Convertible. Pricing does not include $995 Destination.
S63 V8 Power and Performance
The high-revving (7,200 rpm redline) 4.4 liter S63 M TwinPower Turbo V8 produces 600 hp @ 6,000 rpm and 553 lb-ft of torque @ 1,800 – 5,700 rpm in the M8 Coupe and Convertible while the M8 Competition models feature an uprated power unit producing 617 hp @ 6,000 rpm and 553 lb-ft @ 1,800 – 5,860 rpm.
The engine features two-turbochargers, cross-bank exhaust manifolds, direct injection and upgraded cooling and oil supply. The turbochargers are positioned within the V of the engine block to help improve thermal efficiency and response. The cross-bank exhaust manifolds improve turbocharger and throttle response by reducing the distance the exhaust gases need to flow to reach the turbochargers. The direct fuel injection operates at a very high 350 bar (5,076 psi) ensuring ultra-fine fuel atomization for improved power and efficiency. Water-to-air intercooling helps reduce the temperature of the incoming air charge for improved power.
The advanced cooling system is composed of two separate water circuits, one for the intercoolers and one for the engine and turbochargers. An electric cooling pump ensures that the turbochargers receive sufficient coolant flow even after the engine has been turned off. An additional engine oil cooler and transmission oil cooler ensure the new BMW M8 is capable of standing up to the higher thermal demands of track driving. The oil supply system has been upgraded with a secondary front chamber in the oil pan which is accessed by a map-controlled oil suction pump to insure effective oil supply during extreme lateral and longitudinal forces such as cornering and acceleration.
The Competition models feature unique tuning which not only produces more horsepower but also increases the band at which maximum torque is produced by 160 rpm. The engine mounts on these models are more rigid compared to the BMW M8 for improved power transmission throughout the driveline and for more immediate turn-in during cornering. The Competition models are also equipped with the M Sport exhaust which enhances the sound emanating from the two twin 100 mm exhaust tips even further beyond the selectable sound of the M8. An M Sound Control button in the center console allows the driver to select the exhaust note which suits their desire.
The power and torque of the most powerful production engines ever made by BMW M GmbH allow the BMW M8 Coupe to accelerate from 0 to 60 mph in just 3.1 seconds and the M8 Competition Coupe to accomplish the sprint in 3.0 seconds. The M8 Convertible reaches 60 mph from a standstill in 3.2 seconds and the M8 Competition Convertible equals the Coupe’s time of 3.1 seconds.
All four M8 models have an electronically limited top speed of 155 mph which can be increased to 189 mph with the optional M Driver’s Package. Besides the increased top speed, the M Driver’s Package also includes a voucher for M School driver training at one of the two BMW Performance Center driving schools, either in Spartanburg, SC or Thermal, CA.
Eight-speed M Steptronic transmission with Drivelogic
The eight-speed M Steptronic transmission transfers the BMW M8’s power to the M xDrive all-wheel drive system. The transmission is operated via the new gear selector lever or with the M shift paddles on the steering wheel. Both automatic and manual modes are available. The Drivelogic button allows the driver to select the comfort and speed of gear shifts from comfort-oriented to sport and track focused shifting.
The eight-speed M Steptronic transmission’s controller is able to adapt the shift parameters to the current driving situation by means of intelligent networking with the standard Navigation system, enabling it to take the planned route into account. Navigation data is used to downshift early, for example, when approaching an intersection in order to use engine braking to slow the car down. Likewise, the intelligent controller is able to avoid unnecessary gear shifts between two corners that follow in quick succession, making it possible to drive through at a quicker pace.
M xDrive all-wheel drive and Active M differential
The M xDrive intelligent rear-biased all-wheel drive system makes the most use of the new BMW M8’s power and torque to increase performance to near-supercar levels.
The engine’s torque is distributed between the front and rear wheels via the transfer case’s electronically-controlled multi-plate clutch before the Active M differential splits the power between the two rear wheels as needed.
The rear biased system only sends torque to the front wheels when the rear wheels reach the limit of their traction. This provides the BMW M8 driver with both a traditional rear-wheel drive driving experience and with the added traction of all four wheels when the engine’s full power output is required. The M xDrive system’s added traction also reduces the need for the DSC (Dynamic Stability Control) system to intrude, reducing power losses.
The M xDrive system allows the driver to tailor their driving experience via several available modes. The default 4WD mode focuses on providing maximum traction and controlled handling. 4WD Sport sharpens the M8’s response and agility further while sending more power to the rear wheels during dynamic driving. Deactivating DSC allows for 2WD mode which allows for a unique rear-wheel drive only mode for experienced drivers.
Chassis, suspension and steering
The chassis and suspension of the new 2020 BMW M8 models have been carefully designed and rigorously tested to blend the demands of track driving with the comfortable and luxurious street capabilities that customers have come to expect.
The perfect coordination between engine, transmission, all-wheel drive system and aerodynamics were developed and tested at locations such as the BMW Group test track in Miramas in southern France, at the winter testing center in Arjeplog, Sweden and at the famous Nürburgring Nordschleife circuit.
The BMW M8 is equipped with double-wishbone front and five-link rear suspensions with unique bushings, swivel bearings and strut tie bars to ensure accurate wheel location and reduced torque steer. Acting forces are directed through the control arms and wishbones into the suspension sub-frames and from there into the rigid body of the vehicle providing handling and agility without compromising comfort.
The standard Adaptive M Suspension uses data from body movement, road surface conditions and steering input to adjust each damper individually within milliseconds using electromagnetic valves. This ensures that the new BMW M8 is both track capable and comfortable on the road.
Three settings allow the suspension responses of the BMW M8 to be fine-tuned to the driver’s needs. Comfort mode smooths out road imperfections while still providing very high levels of handling. Sport mode sharpens the vehicle’s responses and is suitable for fast road conditions such as those found on the Nordschleife. Sport Plus is designed for maximum capabilities on race track circuits.
The Competition models feature firmer suspension settings to further improve steering and lateral responses, stiffer engine mounts, increased front negative camber for increased cornering ability and rear toe-link ball-joints instead of rubber bushings for more precise rear wheel tracking.
The electromechanical M Servotronic steering provides speed-sensitive power assistance with a variable steering ratio to provide more straight line stability, sharper turn-in response and excellent accuracy in corners. When the wheels are sharply turned, the variable steering rack’s teeth are positioned closer together, so smaller steering inputs are required allowing the BMW M8 to feel nimble on winding roads and also to be easily maneuverable in tight parking spaces. Steering response can be varied between Comfort and Sport modes which allow for varying degrees of steering feedback and effort.
New Setup button and M mode.
The BMW M8 features a new single setup button, found in the center console, which enables control over the engine, suspension, steering and xDrive settings, all of which were operated via individual control buttons in past M cars. The new setup button now also allows for control over the integrated braking system and its Comfort and Sport modes.
Pressing the setup button brings up the setup screen on the center display and allows various settings to be chosen and saved to the steering wheel-mounted M1 and M2 buttons.
Available Setup button menu settings include:
- Engine characteristics – Efficient, Sport and Sport Plus.
- Suspension characteristics – Comfort, Sport and Sport Plus
- Steering characteristics – Comfort and Sport
- Braking characteristics – Comfort and Sport
- 4WD settings – 4WD, 4WD Sport and 2WD
A new M Mode button on the center console allows for the individual configuration of driver assistance settings, instrument cluster and Heap-Up display settings. The BMW M8 offers Road and Sport settings while the Competition models add an additional Track setting. Changing the mode allows for different information to be presented to the driver on the digital instrument screen and in the Head-Up display. The intervention levels of the driver assistance systems can also be reduced or turned off completely.
Default Road mode – all standard and optional driver assist systems are fully operational. Full information displays in the digital instrument display and Head-Up display.
Sport mode – activated by pressing the M mode button. Allows the driver to adjust or turn off various assist systems. The M View is activated for both the instrument cluster and Head-Up display. A tachometer, digital speed, selected gear and shift lights are displayed in the center with coolant temperature, tire pressure and longitudinal and lateral forces available to the left and right. The Head-Up display is focused on the tachometer, shift lights, selected gear, vehicle speed and navigation instructions.
Track mode – available on M8 Competition models and accessed by pressing and holding down the M mode button and is designed for use on closed tracks. Confirmation of this mode is required via the iDrive controller. Driver assistance system intervention is turned off. Additionally the audio system and center control display are turned off so the driver may concentrate on the road ahead with important information provided via the Head-Up and the digital instrument displays.
Exterior design and features
The functional details of the new BMW M8 Coupe and Convertible support the performance capabilities of the new cars as much as they lend themselves to the aggressive and beautiful design. Large openings in the front bumper support increased engine, transmission and brake cooling requirements while also imparting an aggressive visual to the newest M vehicles.
The kidney grille and side gills are finished in Black Chrome while the mirror caps, rear spoiler and rear diffuser are finished in High-Gloss black. Flanking the BMW kidney grille are standard Icon Adaptive LED headlights with Laserlight.
The M8 Coupes and Competition Coupes are equipped with a standard Carbon Fiber roof to further reduce weight from the highest point of the car and lower the M8’s center of gravity. The M8 Convertibles and M8 Competition Convertibles are equipped with a multi-layer insulated fabric soft top which is able to retract in 15 seconds at up to 30 mph while also reducing weight and lowering the center of gravity of the open top M models for improved handling.
Exterior paint finishes for all M8 models include non-metallic Alpine White and a choice of seven metallic and four Individual colors. Metallic paints include: Black Sapphire metallic, Brands Hatch Grey metallic, Sonic Blue metallic, Marina Bay Blue metallic, Donnington Grey metallic, Barcelona Blue metallic and Motegi Red metallic. Individual colors include Dravit Grey metallic, Almandin Brown II metallic, Aventurin Red metallic and Frozen Bluestone metallic.
An optional M Carbon package replaces kidney grille surrounds, mirror caps, side gills, rear spoiler and rear diffuser sections with carbon fiber components for a more motorsports oriented appearance.
Interior
The new M8 features exclusive interior appointments to set the cars apart as vehicles that occupy the very top of BMW’s model lineup. The M leather steering wheel includes M shift paddles and red M1 and M2 buttons which can be programmed with various engine, suspension, steering, xDrive and braking system modes. A new design gear shift lever with red accent sits next to the red start/stop button in the center console. Exclusive M Sport seats with illuminated M badging below the headrest area are standard. The M8 Competition models additionally feature M seatbelts with highlight stitching in BMW Motorsport colors.
Interior leather appointments include standard Extended Merino Leather in either Silverstone or Black, optional Full Merino Leather in Silverstone, Sakhir Orange/Black, Midrand Beige, Taruma Brown and Black. Optional Individual Full Merino Leather interiors in Ivory White/Night Blue or Ivory White/Tartufo can also be ordered.
Carbon Fiber interior trim is standard while Ash Grain Grey-Metallic Wood trim, Individual Ash Black Silver Wood trim and Individual Piano Black Finish trim are available as options.
The BMW M8 Coupe and M8 Competition coupe can be ordered with an Individual Alcantara headliner in matching upholstery color as an option.
Brakes, wheels and tires
The BMW M8 models are equipped with standard M compound brakes featuring drilled, vented brake disks measuring 395 mm in front and 380 mm in the rear and front, fixed, six-piston calipers and rear, floating, single-piston calipers. This system provides excellent braking stability under the heaviest of loads.
The optional M carbon ceramic brakes increase front brake disk diameter to 400 mm and with the rear 380 mm disks offer even greater stopping power combined with exceptional resistance to both heat and wear.
The M8 features the latest version of BMW M’s integrated brake-by-wire system. This system combines braking activation, brake booster and brake control functions into one compact module which saves almost 4.5 pounds over a conventional braking system, while eliminating the vacuum-based components. The electric actuator means a faster and more precise brake response and pedal feel in all road and temperature conditions. The M integrated braking system offers two settings; Comfort and Sport which can vary brake pedal feedback and response based on the wishes of the driver.
The new BMW M8 models are equipped with standard M light-allow wheels; 9.5 x 20 inches in front and 10.5 x 20 inches in rear. Non-run-flat, high-performance tires in 275/35R20 front and 285/35R20 rear provide the grip needed to cope with the very high levels of torque produced by the BMW M8’s engine.
The Competition models are equipped with special 20 inch forged M light-alloy wheels with a gloss-milled 3D structure and bicolor design which generate unique light reflections to showcase the cars’ exclusivity.
Driver Assistance Systems
The 2020 BMW M8 is available with a wide variety of standard and optional driver assistance systems. The systems really come into their own when driving longer distances by relieving the strain on the driver in monotonous situations, such as traffic jams or slow-moving traffic. They enhance comfort and safety both in urban traffic and on longer trips by providing targeted assistance in complex traffic situations. The driver assistance systems process camera images as well as the data gathered by ultrasonic and radar sensors to monitor the vehicle’s surroundings, to warn of potential hazards and to minimise the risk of an accident with corrective braking or steering inputs.
Standard equipment includes Frontal Collision Warning with City Collision Mitigation. Depending on the situation, the system can bring the vehicle to a halt to either avoid a collision or minimize its consequences.
The optional Driving Assistance Professional contains Active Blind Spot Detection, Lane Departure Warning, Surround View Camera, Parking Assistant, Rear Cross Traffic Alert and Speed Limit Information. On top of that, the Driving Assistance Professional offers comprehensive assistance for comfortable and safe driving. This package includes Active Cruise Control with Stop & Go function. It can be used at speeds up to 130 mph and maintains the desired speed while taking not only the traffic situation into account, but also the selected distance to vehicles in front. If required, the system is able to brake the car to a stop then pull away again automatically after being stationary for up to 30 seconds, meaning greater comfort in stop-start traffic. Camera images and data from a front radar system are used for distance control.
Another component of the Driving Assistance Professional Package is the Lane Keeping Assistant with Active Side Collision Protection. This system is designed to help the driver guide the vehicle back onto the correct path with an active turn of the steering wheel. Besides emitting visual warning signals and causing the steering wheel to vibrate, active side collision protection also uses active steering intervention to help avoid a collision. On top of that, this package includes Extended Traffic Jam Assistant for limited access highways, which allows for even more relaxed driving at speeds lower than 40 mph during highly congested highway traffic situations. The Driving Assistance Professional Package includes evasion aid, which now also reacts to pedestrians and Front Cross Traffic Alert – which reduces the danger of a collision when maneuvering forwards towards roads that are obstructed from the driver’s view.
The latest-generation Head-Up Display.
The latest generation of the BMW Head-Up display system features a larger projection area, optimized graphics and additional content. The BMW Head-Up Display projects information directly into the driver’s field of vision where it can be assimilated without any need for them to divert their eyes from the road. This includes details of vehicle speed, speed limits and overtaking restrictions, Check Control messages, status indicators and warnings from the assistance systems, detailed route guidance and turn instructions, as well as telephone and entertainment lists. The displayed information and style can be adjusted via the new M mode button on the center console.
Live Cockpit Professional with iDrive 7
The BMW Live Cockpit Professional in the 2020 BMW M8 combines the latest-generation of the iDrive, featuring a high-resolution digital 12.3” instrument cluster display behind the steering wheel and a 10.25” center display diagonally across.
The system offers many hardware upgrades including new haptic controls on the iDrive controller, an advanced tablet-like touch interface, and stunning visualizations. The multi-modal approach of the iDrive touch controller, large touchscreen center display, cloud based voice control, and gesture control allow users to interact in the way of their choosing.
Elements of the BMW Live Cockpit Professional are the Navigation Professional system, a hard-drive-based multimedia system with 32 GB of memory and two USB ports, plus Bluetooth interfaces. The driver can be automatically detected and personal settings activated either using the traditional vehicle key or by downloading the driver’s personal settings the BMW Cloud.
BMW Connected: digital services for individual mobility.
BMW Connected is the companion app for BMW drivers. Intelligent connectivity helps users to reach their destination easily and with minimal stress – and not only from within their car; BMW Connected is an all-embracing concept designed to seamlessly connect the driver and their smartphone with their vehicle.
At the heart of it all is the Open Mobility Cloud, which allows the app to connect the car with the customer’s digital devices. These could include the iPhone and Apple Watch, smartphones and smartwatches running the Android operating system, Alexa-compatible smart devices and Google Home. For instance, the BMW Connected app can import appointments and addresses from the customer’s calendar entries straight into the navigation system to begin route guidance. The system calculates the optimum departure time based on real-time traffic information and notifies the driver with a message on their smartphone when it is time to leave. As the vehicle is linked up via the Open Mobility Cloud, it is able to access the calculated route directly when the navigation system starts up.
Standard Equipment
The M8 Coupe and Convertible come with an extensive list of standard equipment including:
- Active Guard and Active Protection – Automatic seat belt tensioning, automatic closing of windows, fatigue and focus alert, post-crash braking and Frontal Collision Warning with City Collision Mitigation
- Automatic High Beams
- Active M Differential
- M STEPTRONIC Sport Automatic Transmission
- M Carbon Roof (M8 Coupes only)
- M Sport seats with ventilation and heating.
- Live Cockpit Professional with iDrive 7 with Apple CarPlay compatibility
- Remote Engine Start
- 20 inch M Double-Spoke bi-color Style 810M wheels
- Comfort Access Keyless entry and Soft-close automatic doors
- Icon Adaptive LED headlights with BMW Laserlight
- Harman-Kardon surround sound audio system
- SiriusXM satellite radio with 1year All Access subscription
- Wireless Charging and WiFi Hotspot
M8 Competition Coupe and Convertible add:
- 20 inch M Star-spoke bi-color Style 813M wheels
- M Competition Package –
- M Sport exhaust system
- M Seat belts
- Track setting for M mode
Optional equipment
Packages include:
- Driving Assistance Professional Package – (includes Driving Assistant Package) Extended Traffic Jam Assistant for limited access highways, Active Cruise Control with Stop & Go, Extended Frontal Collision Warning & Mitigation with full braking, Active Blind Spot Protection with steering, Active Lane Keeping Assist with Side-Collision Avoidance, Evasion Aid including pedestrians, Junction/Intersection warning and Emergency Stop Assistant.
- Driving Assistance Package – Parking Assistant Plus, Drive Recorder, Surround View 3D Camera, park Distance Control, Active Driving Assistant, Blind Spot Detection and Lane Departure Warning.
Stand-alone options include:
- M Carbon Ceramic brakes
- M Carbon Exterior Package
- M Driver’s Package
- 20 inch M Double-spoke Style 810M wheels
- 20 inch M Star-spoke Style 811M wheels
- Bowers & Wilkins Diamond Surround Sound System with 16 speakers.
- Night Vision with Pedestrian Detection
- Moonlight Black soft top (M8 Convertibles only)
- Neck Warmer (M8 Convertibles only)
- Individual Alcantara headliner in upholstery color.
- Individual Ash Black Silver Wood Trim
- Individual Piano Black Finish trim
- Ash Grain Grey-Metallic Wood Trim
Specifications
| M8 Coupe | M8 Competition Coupe | M8 Convertible | M8 Competition Convertible | ||
| Seats | — | 4 | 4 | 4 | 4 |
| Number of Doors | — | 2 | 2 | 2 | 2 |
| Drive type | — | AWD | AWD | AWD | AWD |
| Length | inches | 191.2 | 191.2 | 191.2 | 191.2 |
| Width | inches | 74.9 | 74.9 | 74.9 | 74.9 |
| Width including mirrors | inches | 84.1 | 84.1 | 84.1 | 84.1 |
| Height | inches | 53.0 | 53.0 | 53.0 | 53.0 |
| Wheelbase | inches | 111.1 | 111.1 | 111.1 | 111.1 |
| Turning radius | feet | 19.5 | 19.5 | 19.5 | 19.5 |
| Shoulder width front | inches | 57.2 | 57.2 | 57.2 | 57.2 |
| Shoulder room rear | inches | 46.9 | 46.9 | 45.7 | 45.7 |
| Legroom front | inches | 42.1 | 42.1 | 42.1 | 42.1 |
| Legroom rear | inches | 29.5 | 29.5 | 29.5 | 29.5 |
| Headroom front | inches | 38.9 | 38.9 | 38.9 | 38.9 |
| Headroom rear | inches | 33.6 | 33.6 | 34.7 | 34.7 |
| Trunk volume | ft³ | 14.8 | 14.8 | 12.4 | 12.4 |
| Fuel Tank capacity | gallons | 20.1 | 20.1 | 20.1 | 20.1 |
| Curb weight | lbs. | 4,295 | 4,295 | 4,560 | 4,560 |
| Gross vehicle weight | lbs. | 5,260 | 5,260 | 5,380 | 5,380 |
| Payload | lbs. | 910 | 910 | 770 | 770 |
| Engine type | S63B44T4 | S63B44T4 | S63B44T4 | S63B44T4 | |
| Engine type | — | V8 | V8 | V8 | V8 |
| Induction | Turbocharged | Turbocharged | Turbocharged | Turbocharged | |
| Cylinders | — | 8 | 8 | 8 | 8 |
| Valves per cylinder | — | 4 | 4 | 4 | 4 |
| Stroke | mm | 88.3 | 88.3 | 88.3 | 88.3 |
| Bore | mm | 89.0 | 89.0 | 89.0 | 89.0 |
| Displacement | cm³ | 4,395 | 4,395 | 4,395 | 4,395 |
| Compression rate | :1 | 10.0 | 10.0 | 10.0 | 10.0 |
| Engine power | hp | 600 | 617 | 600 | 617 |
| at rpm | 1/min | 6,000 | 6,000 | 6,000 | 6,000 |
| Engine torque | ft. lbs. | 553 | 553 | 553 | 553 |
| at rpm | 1/min | 1,800 – 5,700 | 1,800 – 5,860 | 1,800 – 5,700 | 1,800 – 5,860 |
| Fuel type | — | gasoline | gasoline | gasoline | gasoline |
| Recommended Fuel | Premium | Premium | Premium | premium | |
| Engine oil capacity | quarts | 10.6 | 10.6 | 10.6 | 10.6 |
| Output per liter | hp/liter | 136.5 | 140.4 | 136.5 | 140.4 |
| Transmission type | — | M8HP75 | M8HP75 | M8HP75 | M8HP75 |
| Transmission type | — | automatic | automatic | automatic | automatic |
| Gear ratios 1st gear | — | 5.00 | 5.00 | 5.00 | 5.00 |
| 2nd | — | 3.20 | 3.20 | 3.20 | 3.20 |
| 3rd | — | 2.14 | 2.14 | 2.14 | 2.14 |
| 4th | — | 1.72 | 1.72 | 1.72 | 1.72 |
| 5th | — | 1.31 | 1.31 | 1.31 | 1.31 |
| 6th | — | 1.00 | 1.00 | 1.00 | 1.00 |
| 7th | — | 0.82 | 0.82 | 0.82 | 0.82 |
| 8th | — | 0.64 | 0.64 | 0.64 | 0.64 |
| Reverse gear | — | 3.48 | 3.48 | 3.48 | 3.48 |
| Final drive ratio | — | 3.15 | 3.15 | 3.15 | 3.15 |
| Power-steering type | — | EPS | EPS | EPS | EPS |
| Steering ratio | :1 | 14.3 | 14.3 | 14.3 | 14.3 |
| Tires, standard, front | — | 275/40ZR19 | 275/40ZR19 | 275/40ZR19 | 275/40ZR19 |
| Tires, standard, rear | 285/40ZR19 | 285/40ZR19 | 285/40ZR19 | 285/40ZR19 | |
| Wheels, standard, front | inches | 9.5 x 19 | 9.5 x 19 | 9.5 x 19 | 9.5 x 19 |
| Wheels, standard, rear | Inches | 10.5 x 19 | 10.5 x 19 | 10.5 x 19 | 10.5 x 19 |
| Brake disk dia., front | mm | 395 | 395 | 395 | 395 |
| Brake disk dia., rear | mm | 380 | 380 | 380 | 380 |
| Brake disk dia., opt. front | mm | 400 | 400 | 400 | 400 |
| Brake disk dia., opt. rear | mm | 380 | 380 | 380 | 380 |
| Brake calipers, front / rear | pistons | 6 / 1 | 6 / 1 | 6 / 1 | 6 / 1 |
| Track, front | inches | 63.9 | 63.9 | 63.9 | 63.9 |
| Rear, track | inches | 64.1 | 64.1 | 64.1 | 64.1 |
| Cx | — | 0.33 | 0.33 | 0.33 | 0.33 |
| 0-60 mph | seconds | 3.1 | 3.0 | 3.2 | 3.1 |
| Top speed (optional) | mph | 155 (189) | 155 (189) | 155 (189) | 155 (189) |
| Fuel Economy, city / hwy | mpg | TBD | TBD | TBD | TBD |
(BMW Press Release)
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Thailand’s biggest annual event for BMW fans, the “#BIMMERMEET3” was held for the third year by 2000 Publishing and Media Co., Ltd., the publisher of the Thai edition of the BMWCar Magazine. The event brought together all BMW enthusiasts and owners or ‘bimmers’ from around the country, to enjoy many fun activities, including a showcase of more than 400 BMW cars, and listen to insights and tips on BMW shared by columnists from BMWCar Magazine, at Wonder World Fun Park Ramintra on Saturday 26th January 2019.
Among the highlights were the exhibition zones. The BMW M Town was where fans could admire the top-performing luxury sports cars that proudly carry the M symbol. Fans could also enjoy the BMW CLASSIC zone, where older and rare vehicles were juxtaposed with the BMW Classic Part Ordering Program run by BMW Thailand that provides advice on and facilitates the purchase of all classic car parts.
The X-Series zone offered a glimpse at the SAV and SAC series with xDrive technology; the Ultimate JOY Experience zone, which was open to all members and free of charge to BMW owners, opened up all aspects of the BMW lifestyle, while the Z-Series Zone featured the coolest family cars and the Flea Market zone had genuine BMW accessories for sale.
For the little ones, there was a Kids Zone all ready to pamper little bimmers, along with a racetrack for mini BMW cars to ensure the children have fun. A special highlight was the parade of more than 20 BMW cars that narrated the creation of BMW vehicles through the years from the ancestor, three-wheeled BMW Isetta, and rare models including the 503, E28, M5, E31, 8 Series, E46 CSL and E9 right through to the innovative electric BMW i8.
Inspired by #BMWStorie Although dreams come in all shapes and sizes, the dreams of bimmers are always on four wheels. Amongst those is the dream of Chamaiporn “Pook” Paphatphong, a genuine BMW enthusiast who became the first female BMW Certified Instructor in Southeast Asia. Inspired by her father who is a devotee of classic cars, Chamaiporn’s profound passion was triggered when she had her hands on the BMW 503 which belongs to her father, Kwanchai Paphatphong, and that was when she started traveling down the winding road to success.
With the BMW 503, I was very impressed and was drawn to the charm of the car design. We are able to see the difference from the past era to today,” Chamaiporn said, “When my dad saw that I could drive, he sent me to BMW Driver Training years ago. It was also one of my dreams that one day, I will be the one that gets to teach other people about safe driving. The learning process was very harsh, but with all the passion I have with BMW, it gave me all the power to push and to go further. Finally, I received my certificate to become the first certified female BMW Driver Instructor in Southeast Asia.” Another bimmer who has an unbreakable bond with BMW is Kirakiat Yenmanoj, a legendary motorsports racer. With racing in his blood, Kirakiat built his own race car, BMW M1, from scratch and had won championship in several tournaments. Auto racing has been my interest since high school. Based on the replica BMW M1, I built the actual car and although I had ups and downs during the process, it was everything that I had expected,” Kirakiat said, “I had driven almost all BMW models started even before my racing career and over the years, BMW has always been my companion both on and off the track. After all that I have been through, I am certain that BMW is one of the best automobile manufacturers. My appreciation for BMW has never changed.”
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BMW M Motorsport and the BMW M6 GT3 have finished in fifth place at the Bathurst 12 Hour on Mount Panorama Circuit in an emotional …
BMW M Motorsport and the BMW M6 GT3 have finished in fifth place at the Bathurst 12 Hour on Mount Panorama Circuit in an emotional …
BMW M Motorsport and the BMW M6 GT3 have finished in fifth place at the Bathurst 12 Hour on Mount Panorama Circuit in an emotional event for BMW Team Schnitzer. It was the team’s first race appearance since its long-time team principal Charly Lamm passed away.
Drivers Augusto Farfus (BRA), Chaz Mostert (AUS) and Martin Tomczyk (GER) piloted the #42 BMW M6 GT3 in ambient temperatures of up to 37 degrees centigrade on the 6.213 km mountain track. While the conditions were tough, the team challenged for a podium position throughout the 12-hour race and took the BMW M6 GT3’s best result thanks to a strong team performance.
The Walkenhorst Motorsport BMW M6 GT3, driven by Nick Catsburg (NED), Mikkel Jensen (DEN) and Christian Krognes (NOR), was forced to retire following a mechanical issue. In the GT4 class, the RHC-Jorgensen/Strom by Marc GT BMW M4 GT4 with Daren Eric Jorgensen, Brett Strom (both USA) and Gerard McLeod (AUS) finished in second place and made it onto the podium.
Jens Marquardt (BMW Motorsport Director):
“BMW Team Schnitzer did an amazing job here at Bathurst – Charly would have been proud. A big compliment goes to every single team member and all drivers for an outstanding performance in an emotionally difficult situation. Throughout a thrilling race, the BMW M6 GT3 was always part of the leading group and was leading the race for some time. With a little more luck, a podium finish would have been possible. I feel sorry for Walkenhorst Motorsport having to retire early in the race due to technical problems.”
Augusto Farfus (#42 BMW M6 GT3, BMW Team Schnitzer, 5th place):
“We had an amazing race in terms of our personal performance as a team, but we didn’t have much more in the pocket to fight for the podium. It’s a shame we were pushed wide, but that’s racing, and we will focus on the championship ahead. Thanks to the team – it was an emotional weekend but we remained strong throughout.
Nick Catsburg (#34 BMW M6 GT3, Walkenhorst Motorsport, DNF):
“Of course, it’s never nice to retire but you can’t prevent bad luck; that’s racing. We have to look forward to Laguna Seca. I think we will be strong there and I can’t wait to get back in the BMW M6 GT3.”
When a powerful sports car meets maritime giant: the “Ultimate Racetrack” takes a blockbuster approach to show what happens when a professional race car driver pushes a skilled master of curves like the BMW M4 to the limit with risky manoeuvres. The high-precision automobile drifts over the asphalt, wheels smoke, and bits of rubber fly through the air. The action in these initial scenes almost takes your breath away, but the real gasp comes when it’s clear that the 431 hp race car is pushing the limits of possibility – skirting the edges of an aircraft carrier. And it’s not docked in a calm harbour – it’s surging through the open sea. No barriers. No margin for error. A deep plunge is only a hair’s breadth away. That doesn’t bother the M4, though. Its confident sound rises above the waves as they beat the ship’s bow.
Of course, it’s not so easy to access this level of excitement. Unless you’re a racing professional and have good contacts with the navy, that is. But one thing’s for sure – we are always up for a fantastic drifting adventure with the M4! Are you?
- Register here for the BMW M drift training
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A lot of comparisons, performed by the automotive media, are often delivering a very tight result in numerous disciplines. Most of the time there is …
A lot of comparisons, performed by the automotive media, are often delivering a very tight result in numerous disciplines. Most of the time there is no clear winner since advantages and disadvantages can be found on both sides.
In the case of the BMW F90 M5 Competition, which was tested by Auto Bild Sports Cars against the Mercedes-AMG GT 63S 4-Door Coupé, the picture looks slightly different. The high-performance sedan from Munich was able to beat its opponent from Affalterbach in almost every discipline.
The acceleration from a standstill to 100 km/h (0 to 62 mph) on a straight track is the most balanced figure between the two. It takes the Mercedes-AMG GT 63S 4-Door only 3.0 seconds to reach 100 km/h which is only a tenth of seconds faster than the M5.
However, the picture looks a bit different at higher speeds. After reaching 160 km/h (100 mph), the BMW M5 Competition passes the Mercedes-AMG GT 63S and is a tenth of a seconds faster at 200 km/h (124 mph). Both cars are also extremely close to each other when it comes to elasticity, with small advantages for one or the other, every now and then.
The next challenge for both high-performance cars is the German Sachsenring, a racetrack in Saxony which was opened in 1927 for the first time. A track time of 1:34.39 marks a close win for the BMW M5 Competition ahead of the Mercedes-AMG GT 63S with a time of 1:34.45. In addition, the M5 is also able to reach a higher top speed on the racetrack. To put these figures in perspective: An earlier test with the Mercedes-AMG E 63S showed a track time of 1:35.90 minutes for the Mercedes.
The lightweight concept of the BMW M GmbH plays an important role to contribute to the superior test results of the BMW M5. Thanks to 188 kg (414 pounds) lower weight, the M5 is also winning the race at the pump as it only uses 13.8 l/100 km (17 mpg) compared to 14.6 l/100 km (16.1 mpg). Even though the Mercedes-AMG GT 63S can conceal its pounds well, they naturally play a role in all driving dynamics areas. Another example is the braking power value that the BMW M5 clearly wins with a warm brake.
Mercedes-AMG GT 63 S 4MATIC+ ist der schnellste Serien-Viersitzer auf der Nordschleife;Kraftstoffverbrauch kombiniert: 11,3 l/100 km, CO2 Emissionen kombiniert: 257 g/km*
Mercedes-AMG GT 63 S 4MATIC+ is the fastest series production four-seater on the North Loop;Fuel consumption combined: 11.3 l/100 km, CO2 emissions combined: 257 g/km*
But although the lighter BMW M5 Competition is faster to 200 km/h, delivers a faster lap time on the Sachsenring, brakes better and consumes less, in the end, both high-performance sedans are extremely close to each other. However, maybe the price could make the difference for indecisive customers. Both, the base price as well as the price of the test car of the Mercedes-AMG GT 63S is almost 39,000 € ($44,359) higher compared to the BMW M5 Competition.
The entire test with additional data and impressions of the BMW M5 Competition and the Mercedes-AMG GT 63S is available in the current issue of Auto Bild Sports Cars. Our review of the BMW M5 can be found here. BMW M5 Competition featured Mercedes-AMG GT 63S
We’ve seen, ridden in, spied on and studied the eighth generation 911 – now, finally, it’s time to drive it
Let’s be honest, there’s nothing left to know about the 992 era of 911 beyond what it’s like to drive. The covers have been whipped off it in California, the obligatory passenger rides have taken place and the tech deep dive has been endured. This is, as expected, the most capable, most efficient, most tech-laden 911 there has been in nearly 60 years. The only thing left to discover is how it goes.
It has something to prove, too. Keep the 992 too close to the 991 from which it’s ultimately derived and the cries of lazy complacency will be heard from here to Hockenheim. Make it basically a two-door Panamera with a flat-six and the protests about Porsche abandoning sports cars for good will make the conversation around Gregg’s vegan sausage rolls look sanguine. Maybe. The point being that, despite range diversification, the 911 is Porsche’s self-proclaimed icon. Its influence can be felt throughout the range and, while not the best seller for a while, it’s quite clearly a very important car.
Moreover, the 992 is not short of rivals. A Carrera 4S is now very nearly a £100,000 car before options, at £98,418; more capable and faster than ever it might be, but a six-figure price is a now a more easily achieved threshold than ever for a ‘regular’ 911. Once you’re there, surely a temptation arises to move into more powerful sports cars, or even junior supercars. This needs to be good.
Time behind the wheel begins at the completely unfamiliar Circuito Ricardo Tormo, with one lap for a warm up and four to try and keep up with the instructor. Who’s in a GT3 RS. And telling you to keep up. And getting further and further away, with one hand on the wheel and the other holding the radio.
Despite the stress of the situation, the 911 is very, very good on circuit. For a plain old Carrera it’s borderline brilliant. The test car was fitted with the four-wheel steer, 10mm lower PASM Sport chassis, PDCC (Porsche Dynamic Chassis Control, the active anti-roll system) and ceramic brakes; not an unrepresentative spec, basically, apart from maybe the discs, and yet the car was immense. Precise, accurate, fast, engaging, sufficiently tactile and tremendously capable, it surpassed even the loftiest expectations for it as a circuit car.
The turbo flat six was very good before; with reworked turbos, new injectors and extra power it’s better than ever. Response is keener from low revs, the reach more exciting higher up and the mid range strong enough to lug out of bends a gear higher than necessary. Because you’ve forgotten to change down. A chassis that was eager is now even more responsive than before; the steering ratio is 11 per cent more direct which, combined with the four-wheel steer, gives an uncanny directness and alertness to the front end. With some load through the wheel there’s information coming back, though any driver familiar with GT 991s – leave alone anything older – may find it a little lacking.
A PDK gearbox that arguably didn’t require improvement is more decisive again, with the paddles or without. There’s even a chassis that knows a little of 911 adjustability and communication, albeit at pretty high commitment levels: a lift of the throttle accurately trims a cornering line, and trailing the brakes into a corner – or massively outbraking yourself, whichever is preferred – can get the rear swinging usefully to nudge the front somewhere nearer the apex, before the assists subtly but decisively get involved. Oh yes, and the 992 feels wholly up for the punishment, dampers taking gratuitous kerb nibbles, tyres resiliently grippy and brakes resolutely firm. The latter is to be expected, of course, though everything from this brief stint would imply any 992 could take a proper track pasting. Let’s hope buyers explore the huge vat of ability that’s certainly here.
To switch from an eye-opening track drive to a more sedate road route is always going to be less memorable, though the difference seems the more stark in a 992. It’s a familiar grievance from the 911, and will sound as unjustifiably harsh as it did previously, but the car simply isn’t as entertaining and engaging as you would either hope or expect at road speeds. In something like a Sports Series McLaren, ordinary speeds proffer opportunity to revel in the steering, or the view out, or the spooky ability of the ride to both communicate and cosset. An Aston Vantage smothers its driver with opulent materials and a rousing soundtrack. Look over the shoulder in an Audi R8 and there’s a 5.2-litre V10. Tremendously sorted though the 992 is, assured and able and almost freakishly talented, there’s precious little surprise and delight at road speed. Is it relevant when most customers will embrace the extra refinement and comfort? Probably not. But maybe so.
The car is polished, slick, unobtrusive – the gearbox flawless, steering accurate, ride remarkably accommodating despite 21-inch rear wheels. The 992 is perhaps guilty of feeling a little plain at points though, which it can arguably ill afford to do at this money. It’s hardly like only rivals know a better compromise, either; the joy of recent GT Porsches – you knew this was coming – has been in their ability to combine focus and excitement with ease of use. It’s probably harsh, one person’s aloof being another’s appropriately luxurious, but it would be nice to have a closer relationship between what the track has proved to be a phenomenally good car and what you as a driver experience on the road .
Of course one solution is to drive a bit quicker. Then the (optional) exhaust comes alive, snorting and howling through that vast powerband, the wastegates chuff like it’s a classic turbo Porsche racer and the front will even a bob a tad on bumpier surfaces in the softer suspension mode. Traction can be challenged a bit in tighter turns, the brakes (now standard iron) just get better and better and the steering is lucid and rewarding – the more the driver pushes, the more the 992 gives back. Trouble is, on the road that starts to feel a little irresponsible, such is the ability of the car and the speed that’s a direct corollary. That’s leaving aside the size as well, which feels a topic to best revisit in the UK. However good those rear arches look in the mirrors, they’re never entirely out of mind when driving.
Still, whatever the road scenario, passengers are ensconced in the best 911 interior yet. By a mile, in fact. Of course the important stuff is spot on – driving position, wheel diameter and thickness, other contact points – only now embellished with an even greater sense of material quality and luxury. It feels expensive, contemporary and stylish in a 992, sufficiently so to make a 991 feel decidedly old hat. The interior is more logical than that in a Vantage, more advanced even than an R8 and more responsive than any McLaren. It’s really very good indeed. Should it be more exciting? No, not really, because that’s not the 911 way, is it?
Which is very much the crux of this car. Everything that buyers will have enjoyed about the 991 Carreras – the usability, the quality, the performance, the refinement and so on – has been tangibly improved for the 992. And thus it will surely prove extremely popular. That the car is now even further honed, even more exciting at the limit, will largely be of little consequence. If it’s not been bought for that before, then why so now?
There are a few more points worth noting. From here the steering is slightly preferable in two-wheel drive cars to four, the latter giving a sliver of unwanted resistance. The PASM Sport setting is entirely usable on the road, if initially quite firm; truth be told the standard mode is that good, that impeccably damped, that it’s seldom beneficial to swap. Manualrevs or change up at 7,500rpm, which is nice. Any intervention from assists is perfectly judged. For what it’s worth, too, from here it looks fantastic both as a static object and on the move: big, certainly, but assertive, attractive and very clearly a 911.
It also, pleasingly, feels excellent going sideways; the sprinkler circuit ostensibly there to test the Wet mode proved so. And that the new mode is very clever, of course, making the car virtually unbinnable in adverse conditions. But be in no doubt: beyond the limit the 992 is great, performing that lovely 911 trick of always feeling to be driving forward no matter how wayward things look. Lovely.
The end result, therefore, is a 911 update in exactly the mould that was expected, and with predictably impressive results. It’ll go further and faster on less fuel than ever, lap quicker regardless of your skill level, cosset passengers in greater comfort and provide more technology to keep all safer and better entertained. Those who buy 911s for how they drive might be disappointed to find its considerable talents (and fun, it should be said) trickier to access, though how many people is that, really? The truly committed could spend the same money on an Evora, if they really wanted to. For those after the most complete, capable, effortless-yet-enjoyable sports car around though, this 992 has it sewn up – what on earth else did you expect from a 911?
SPECIFICATION – PORSCHE 911 CARRERA S (992)
Engine: 2,981cc, twin-turbo flat-six
Transmission: 8-speed PDK auto, rear-wheel drive
Power (hp): 450@6,500rpm
Torque (lb ft): 391@2,300-5,000rpm
0-62mph: 3.7 seconds
Top speed: 191mph
Weight: 1,515kg (DIN)
MPG: TBA
CO2: TBA
Price: £93,110
SPECIFICATION – PORSCHE 911 CARRERA 4 S (992)
Engine: 2,981cc, twin-turbo flat-six
Transmission: 8-speed PDK auto, four-wheel drive
Power (hp): 450@6,500rpm
Torque (lb ft): 391@2,300-5,000rpm
0-62mph: 3.6 seconds
Top speed: 190mph
Weight: 1,565kg (DIN)
MPG: TBA
CO2: TBA
Price: £98,418
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Porsche confirms R-GT Cayman GT4
What with all Porsche’s success in circuit racing, it’s rather easy to forget its presence in international rallying. It was a while ago now, of course, but there were three consecutive Monte Carlo wins in the late 1960s and the pair of Dakar wins in the 80s, plus numerous triumphs for private entrants in various Porsches over the years.
More recently, specialists Tuthill had its incredible 997 GT3 homologated for WRC use and Porsche teased a Cayman rally car at the end of last year. Following up on the latter, there is now this, the official 718 Cayman GT4 Clubsport R-GT car, spurred on by the positive response to the 2018 concept.
It’s based, of course, on the GT4 revealed just a couple of weeks ago, using the same 425hp 3.8-litre flat-six and seven-speed PDK. With R-GT regs aimed at being relatively low cost, using a spec close to the production car makes sense. Porsche says a focus “was put on performance, drivability and sustainability” when creating the R-GT Cayman; or rather, the natural fibre used in construction of the track car is also found here, only now with spotlights on the front and spikes on the tyres.
Still, the more rear-wheel drive rally cars in the world can only be good news. The GT4 R-GT made its debut at the GP Ice Race over the weekend, with Richard Lietz driving (and presumably having lots of fun). Porsche expects the car to be ready for the 2020 season, which should hopefully spur more manufacturers to develop R-GT racers. See the below video of the GT3 for further proof of why sports car rally cars being the best rally cars…
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