Strange car, the BMW M3 (and latterly, M4) Convertible. It’s the version the purists like us love to hate, yet is the only one that’s endured for all six generations of M Division 3 Series with the two-door coupe. Even the four-door saloon was removed for a time - not the drop-top. So people must like them. And for all BMW’s endless motorsport posturing, there have been roofless M3s since the '80s. Not many back then, granted, but they still existed. So they must quite like the idea internally, too. Nothing is quite so sacrosanct now as the E30’s rep as the M homologation hero, but a money-making opportunity was identified back in the day - and the cab has been with us ever since.
It’s easy to understand why the Convertible earned its reputation. The last thing that wonderfully rev-happy, torque-light engines needed was a load of folding roof (including a hard top for the V8!) to lug around. The F82 was a laudably light M4 at around 1,500kg - the F83 then added a quarter of a tonne to it. The whole point of the M3/4 has often seemed at odds with a convertible’s raison d’etre, hence rubbing enthusiasts up the wrong way. But now, with the M3/4 pair swankier (and heavier) than ever before - yet also inherently stiffer - arguably the intentions of an M car and a 2+2 sun trap are more closely aligned than ever before.
Certainly, the latest facelift lends some credence to that logic. The M4 cabrio was always xDrive only, which has now been adopted by the coupe also, but now the interior has been redone for ‘exclusive sports car flair’, the options list is seemingly even longer, and you can have pink paint. It doesn’t scream old-school appeal. But as part of the M4 CS launch programme, it’s a chance to drive the M4 Competition in its freshly reinvigorated 530hp format. Whatever the bodystyle, it’d be rude not to.
The new look inside and out definitely helps with the super-GT vibe of this generation. The CSL-style laser lights are very smart, and the front lights are more contemporary as well. The grille is still the grille, yes. But beyond needing the space, it’s hard to see how the leap to an M8 from here could be justified - the M4 looks and feels very expensive indeed. The interior has done away with some buttons, and perhaps there is some initial fiddling to do that wasn’t necessary before, but the upside is a much less cluttered and sleeker look - assisted by the combined screens. It must be one of the more successful transitions away from buttons. Material and display quality are all very good. Maybe it’s not very M, though it ensures just the right aura for what’s going to be a £100,000 cabrio.
On the road (admittedly extremely smooth German ones) this M4 does a very good job of being, well, damn near as good as any other. While the power gain is modest and the torque advantage inconsequential (same amount, slightly wider availability), the Convertible does feel properly punchy, in any gear and at any revs. With the xDrive and auto standard, it plays very well to the idea of this being an all-seasons, any-occasion drop-top. It’ll reward effort and rev eagerly, but is also very good at fast without fuss. While just mooching around with the roof up, it’d take the very keenest to identify much difference between this and a Coupe.
Roof down and the charm offensive continues (sorry), the structure free from almost all tremors, the sound system strong and the wind intrusion limited even without a deflector in place. In Comfort mode for the suspension (or perhaps Sport; even Germany can’t deal with Sport Plus), the M4 Convertible can be docile and agreeable. It doesn’t feel that being a modern M car on the one hand, or a convertible on the other, are in conflict with each other, making the union much more harmonious than may once have been the case when they were previously forced together.
The impression even endures to driving a bit faster, with the same characteristics - tenacious turn-in, faultless composure, uncannily good xDrive - all very much in evidence. Whether that all translates to a narrower, bumpier Britain remains to be seen, but the signs are good. There hasn’t been a bad version of this M3 and M4 yet, and while the Convertible may still not find any more fans with a power hike and interior refresh, there’s little reason to think this changes that view.
Or not on the motorway, at any rate. Most of our test route was limited to the autobahn, where the interior quality, overall refinement and relentless poise confirmed that this is an open-top car built for covering huge distances at high speed. Sure, things get a bit blustery above 100mph, though nowhere near as much as might be expected; roof up everyone just assumes it’s another M3 and moves smartly out of the way (the grille has to be good for something). All the way to an indicated 171mph (makes sense to spec the speed limit raise in Germany) the M4 was solid as a rock. And undeniably awesome. Which is not typically a word associated with this bodystyle, but it’s just so, so capable. Any M4 customer considering a ‘bahnstorming break abroad this summer will be very impressed.
Perhaps because of slightly lower expectations (however undeserved), that’s the overriding verdict of the entire car. The M4 Convertible is very impressive. It doesn’t quite drive with the immediacy and grit of a standard coupe, but it’s not far off, and it can offer the enormous satisfaction of top-down driving in trade. If this is your kind of thing, the M4 appears to offer less compromise than at any previous point for top-down thrills. With precious few options in the market - the F-Type is gone, as is the V8 Lexus LC - it doesn’t feel like a bad time for the M4 to be more attractive than ever. Even if you’re still not really meant to like it.
SPECIFICATION | BMW M4 COMPETITION CONVERTIBLE XDRIVE (G83)
Engine: 2,993cc, twin-turbo straight-six
Transmission: 8-speed auto, all-wheel drive
Power (hp): 530@6,250rpm
Torque (lb ft): 479@2,750-5,730rpm
0-62mph: 3.7sec
Top speed: 155mph
Weight: 1,920kg DIN, 1,995kg EU
MPG: 27.4
CO2: 232g/km
Price: £91,500
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