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According to Frank van Meel, the recently appointed head of BMW M division, WI is a means to improve performance as well as fuel economy. The extra 75bhp should be a real game-changer, but surprisingly it is not so much the extra urge that makes this M4 special, it’s the much more emotional driving experience. The rear bench has gone, and the front seats are thinly upholstered slim-fit Recaro buckets with no height adjustment and fitted with electric blue, six-point Schroth harnesses.
Right now BMW won’t officially confirm that the road version of this M4 will even be badged GTS, since the acronym is also used by AMG and Porsche. Its effect is particularly noticeable at high revs and during very fast full-throttle autobahn stints when the water mist helps to tune down the combustion temperature which in turn reduces the knock tendency. Still in pit lane, we are anxiously waiting for the car to return from its second run, this time on properly inflated tyres. Although BMW is still coy about performance figures, I reckon the production model will hit 62mph in under 4sec (the regular M4 does it in 4.3) thanks to adjusted gearing and some fettling of the M-diff, which does a better job distributing the torque than putting down the power. But what makes the heart thump are the looong third-gear arcs which issue an open invitation to throttle-steer the M4 all the way through to the next set of chevrons.
When race control switch on the red lights the session is definitely over, but the M4 GTS has made its point. Neither the service provider nor the domain owner maintain any relationship with the advertisers.

With WI fitted, the power output of the twin-turbo 3.0-litre straight-six increases from 425bhp to at least 500, while maximum torque climbs from 406lb ft to 442 at an unchanged 1850-5500rpm. On some race weekends he gets to drive as few as three laps because, in contrast to F1, accidents on two wheels rarely produce bulky wrecks or dangerous debris. Hot on Mike’s heels, the M4 reels in most corners and the long start-finish straight in fast-forward mode, but at this speed the tyres heat up before I am allowed to give it stick. That’s emotional as in loud noise, pungent smells, instant response, deceptive grip, heartbeat feel. Apart from three rocker switches to activate the flashing lights, the cockpit is pure M4, but swathed in carbonfibre, suede and black leather. They may call it CSL (coupe sport lightweight) – a moniker created in the early ’70s for the legendary Batmobile, which returned in 2003 for a special-edition M3. In an ideal world, BMW would use the condensation from the AC unit to cool down the intake manifold, but for packaging and sustainability reasons this approach may not materialise until the next-generation 4-series in 2018.
Well, the M3 GTS launched in late 2009 offered a power boost to 450bhp in exchange for more than ?90k – double the outlay for the 420bhp version.
The adjustable coil-over suspension unique to this model keeps body roll in check and absorbs deceleration dive. In case of trademark issues please contact the domain owner directly (contact information can be found in whois). And if our first encounter with the car is anything to go by, that’s exactly what it will deliver when it becomes the top-of-the-line M4 GTS road car in 2016, complete with BMW’s innovative water-injection (WI) technology.
When the tarmac ahead finally clears, the car leaps forward with a hoarse growl and a whiff of French tyre smoke.
When you first hit the Start Engine button you can’t actually hear the siphoning of the water-injection, but you register the louder and deeper voice of the exhaust, which is made of thin-wall titanium and has shed the second silencer for a less compromised flow. For a start, I keep veering off the racing line, cursing myself for not practising on the PlayStation. They’ll save up to 100kg by removing the rear seats, making doors and lids of aluminium, and fitting carbonfibre buckets, hollow-spoke rims and a decontented interior. At any rate, the H2O reservoir will have to be more accessible than in the prototype, where it is tucked away in the boot. Since high-load knock would no longer be an issue, the compression ratio may be increased which in turn works wonders for the performance vs economy equation.
Within minutes light drizzle becomes heavy rain, but despite the slippery surface the reset M4 feels much better planted and consequently more confidence-inspiring.
Top speed is normally governed at 156mph, but the optional M Driver’s Pack will hoik that to 181mph. Hard, but not as hard as the unlucky Spanish doctor who damaged his X5M medical car the day before by cold deformation.

What gets you hooked are the intensity and intimacy that define the adventure of putting the BMW to the limit. Blip the throttle and the rumble will briefly climax in a surround-sound roar before dropping a few octaves again.
Then something increasingly odd starts happening to the tyres: they lose grip, and quickly degrade. The rollcage will be an optional extra, but all the drag-cutting addenda featured on the pace car are likely to be carried over. By improving the thermodynamic efficiency, WI is claimed to boost power and torque by up to 8% while reducing fuel consumption by a similar measure. Under race conditions, the water container needs to be refilled every time you stop for fuel.
Even close to the redline at 7600rpm the engine sounds so stressless, as if it would happily spin into five-figure territory.
The carbon-ceramic brakes are strong and full of stamina, but you need whaam-whaam-whaam downshift support to turn in.
These are part of the M Performance aero kit, featuring front splitters and blade, bespoke sill extensions, more slippery door mirrors, smoother undertray, lift-reducing rear apron and adjustable tail rudder. Since the middle section of the torque curve resembles a pool table, it helps the flow on this circuit to keep the transmission in third and fourth most of the time, with only one downchange into second required as you enter the slowest bend.
Driving position, overall agility and precision, the sharpness of the handling and the sweetness of the feedback, the delightful steering, the neatly balanced chassis and that unique ready-for-action attitude which must always remain a forte of every M car. There’s frustrating understeer followed by random snap oversteer, merely touching the kerbs requires an instant flick at the wheel, shifting up in the middle of a fast corner is an absolute no-go. At last it is back, the enticing mix of sharpness and compliance, agility and smoothness, poise and intuition.
Which is not helpful on Losail, where certain sections are too fast for third and too slow for fourth. Corner by corner, the enchanted brain wanders further down, through the hip into the right foot. I catch myself thinking that a 911 or a Cayman would be a much nicer, more composed and even faster drive, but then comes a shock when I pit after only two laps and the crew check the tyre pressures. Like the bike riders who are already warming up their engines, the person at the wheel of this M4 needs plenty of patience to tackle the slow esses where less is more, and too much will result, you guessed it, in a spin.

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