2021 BMW M4 Coupe

For the standard 2021 BMW M4 Coupe, expect to pay $71,800 in the USA before options and a destination/handling charge of $995. The BMW M4 will cost $74,700 in Competition guise. This is still a bit less than competitors like the Audi RS5, which begins at $75,100 in the US, while the Mercedes-AMG C63 Coupe will cost you at least $70,650. With all the extras equipped and depending on how much you're willing to spend, the price of the BMW M4 Competition will approach nearly $110,000.

Many enthusiasts maligned the previous-generation BMW M4 because it lacked the driver connectivity provided by classic M3 models. Though this new M4 is far from a modern-day E30, it feels like a return to form for the M Division. We were shocked by how light BMW has made the M Servotronic steering in its comfort setting. BMW steering, especially in the M cars, tends to be quite heavy, but the new M4 feels far less cumbersome. In sport mode, the steering gets considerably heavier, though we found it to always deliver a direct response regardless of setting. Some diehard enthusiasts may yearn for more feedback through the wheel, but the M4 feels more communicative than the Mercedes C63 or Audi RS5.

The Adaptive M suspension provided a similar surprise by offering a softer ride than we remembered in the previous M4. We wouldn't call it cushy, but the M4 is soft enough to be a daily driver. As with the steering, the suspension offers multiple modes, including Sport and Sport Plus for greater rigidity. Sport Plus is pretty firm for daily driving, but keeps the M4 stuck like glue to the road. Grippy Michelin PS4S tires add to the M4's planted feel, meaning you can go hog wild with the throttle before the rear wheels finally lose traction. Should you wish to go sideways, the M4 includes a nifty M Drive Analyzer that gives a score out of five based on several factors, including drift angle and distance. We didn't have the chance to try it out on public roads, but if you have access to a track, it could be fun aiming for a five-star drift (though BMW says it's notoriously difficult). Though this car offers savage performance when asked, its party trick is the ability to remain quiet and livable most of the time, with a well-insulated cabin. Once you've set the car up how you like it, you can save those settings to the M1 and M2 buttons on the steering wheel for quick access.

Though the Competition model is quicker with the eight-speed automatic, we urge buyers to consider the base M4 with its six-speed manual transmission. The M4 is one of the few performance coupes left on the market with a manual option, and it's a pretty great one. BMW has perfectly positioned the pedals for heel-toe downshifts, which are made even easier with some computer assistance. The clutch feels easy to modulate in traffic, and doesn't need to be ridden in first gear to maximize smoothness. If we had one complaint, BMW's placement of reverse to the left of 1st gear can yield a missed shift from 3rd to 2nd or 1st to 2nd, but more time in the car should alleviate this issue. This manual transmission is a unicorn in today's market, and we recommend getting it before it inevitably goes away.

Some buyers may miss out on the 2021 BMW M4 because they can't get over the size of the grille. That's a shame. Those who look past the nose (which is functional for cooling, by the way) will get to enjoy one of the most complete sports coupes on the market today, and one of the only ones to offer a row-it-yourself manual. With the number of manual sports cars quickly dwindling, the new M4 stands out as a bullseye for enthusiasts. It offers more comfort than before, outstanding cabin technology, and an experience that connects the driver to what's happening around them. An M2 Competition feels a bit more ragged at the limit, but the M4's civility makes it the better daily driver of the two.

If we were in the market for a luxury performance coupe, the M4 might shoot to the top of our list with the manual transmission. The Audi RS5 and Mercedes-AMG C63 do not offer this feature, making the M4 stand out as a unicorn. Even with the eight-speed automatic, we think the M Division has answered any leftover question from the previous M4, creating a car that enthusiasts can lust over. Adding all-wheel-drive later in the year will broaden the M4's appeal, and open it up to sales in colder climates. For the first time in a long time, BMW's M Division is back to producing the ultimate driving machine.

The M4 is already a pricey proposition before options, but it can reach outrageous territory if you check enough boxes. We'd exercise restraint by sticking with the base M4 and enjoying its slick six-speed manual transmission. From there we'd be careful with our options, budgeting $550 for a bright paint color, $1,300 for upgraded wheels, $800 for the parking assist package, $350 for ventilated front seats, and $900 for M Drive Professional. This modestly-optioned M4 will set you back $75,700, opposed to our decadent tester's $93,795 as-configured price. Most of the optional carbon fiber looks gaudy to our eyes, though the $950 interior carbon is a must-have if you are getting an automatic M4. Those M Carbon Bucket seats are awesome, but we recommend trying before you buy for $3,800.

If you need more practicality, the 2021 BMW M3 will be happy to oblige. It offers almost an inch of extra rear legroom, a substantial two inches more rear headroom, and 3.6 inches more shoulder room at the back that enables the M3 to carry an extra passenger. Plus, the trunk is 13 cubic feet in size, beating the M4's trunk by one cube. There are no compromises in terms of performance, though, as both the M3 and M3 Competition will keep up with the equivalent M4 in a straight line. Over the last few years, the M3 sedan was the more subtle option for buyers not wanting to flaunt the performance potential of their BMW to the same extent as the M4. However, both the M3 and M4 now have the same polarizing front-end, so the M3 is just as in-your-face. At $69,900, the base model M3 is slightly cheaper, but at this price point, the difference doesn't really matter. If you don't need the extra space, go for the M4.

The Audi RS5 differs from the M4 in a couple of key areas. It doesn't offer a manual gearbox or RWD, so is actually slightly faster to 60 mph - 3.7 seconds compared to the M4 Competition's 3.8 seconds. However, the Audi's 2.9-liter turbocharged six-cylinder is more effective than truly exciting. As has often been the case, the M4 feels more chuckable and agile, despite the fact that it has grown in size. The upcoming AWD M4 could very well prove to be quicker than the RS5 with its added traction. Both vehicles are generously specified with features like booming sound systems and digital driver's displays, but the M4 is now more accommodating for rear-seat passengers, and has a bigger trunk. The base M4 is also a couple of grand cheaper despite being the newer vehicle. The RS5 is more universally appealing, but the M4 excites us more, has a lower base price, and as these are high-performance cars, we've got to side with the BMW.