I am not sure if you GTS owner did read higly rated German sport auto supertest of M4 GTS. They been doing this propper testing on Nurburgring for 17 years now. Anyway, if not read, plese do as they very much go in to small deitails like how importent tire pressure is, and that car only provide 2kg front and 4kg rear downforce @200km/h if car is driven in street mode aero. Also that GTS is a car that need you to adapt, its not just to jump in a do fast laps instant. (Google translate)
Christians verdic normaly end the article, but I put his verdict top on this thread.
All the best and you now have a god christmas!
With the M4 GTS, BMW has not only achieved a true Wow effect from an optical viewpoint. From a dynamic perspective, too, the special model sets the bar in the mid-range segment extremely high. With its cross-dynamics the M4 GTS, however, pushes into completely different areas. The wing BMW also does not have to hide in front of well-proven sports cars from the beating of an Audi R8 V10 Plus or Porsche 911 GT3. The only criticism, despite the outstanding driving performance is not to discourage: the weight of 1601 kilos. One has to imagine, in which regions of the GTS would have pushed forward, had it again been much easier.
Of 100 achievable points
1. 100 Porsche 918 Spyder
7. 87 Porsche 911 GT3
12. 83 Porsche 911 Carrera S
19. 78 BMW M4 GTS
25. 76 Nissan GT-R
26. 75 Corvette ZR1 (2009)
37. 69 Alpina B3 GT3
44. 66 Mercedes C 63 AMG Bl. Series
52. 63 BMW M3 GTS E92
60. 60 BMW M4 Coupé
SUPERTEST BMW M4 GTS
A mid-class coupé that can be used to attack real Porsche 911 GT3 and Nissan GT-R sports cars? Is not it? With the 500 bhp strong M4 GTS, BMW has succeeded in a grandiose way.
Plagiarisms often excite the minds in the automobile industry - in the case of the current supertest, a plagiarism would even be highly desirable, at least as far as the number sequence "seven, two, eight" is concerned. In 7.28 minutes, BMW test and development driver Jörg Weidinger rushed the BMW M4 GTS at the end of September 2015 over the Nordschleife. Since then, the fan community has been celebrating the new Über-BMW. It is time to check the potential of the special model, limited to 700 copies, in the Supertest.
Visually missing the new wing hero from Garching really only the starting numbers and sponsor stickers, then the illusion of the racing car with road admissions would be perfect. Crappy, clack, pull the lever twice in the driver's foot space, and the bonnet bounces rattling. Even the rattling when opening reveals: This is not an ordinary hood. Compared to the 11.3 kilo heavy-duty M4 series of aluminum, the GTS's CFK component saves another three kilos with a weight of 8.2 kilos. One-way down again and then casual? This should be avoided with the GTS hood - because of the thin wall thickness, the CFRP hood immediately after too much pressure.
Not only the bonnet is made of the carbon-fiber reinforced plastic. The front splitter, the roof, the tailgate and the rear wing as well as the rear diffuser are made of the light composite material. The new exhaust system also saves a further six kilos with a titanium rear silencer.
"Lightweight construction in the hiding place", BMW calls the instrument panel "Tragrohr" and the one-piece articulated shaft, which is to be optimized again in comparison to the version in the previous M3 / M4 generations. Both are also made of CFK.
Grandios, despite 1601 kilograms
And the detailed work in terms of weight reduction continues in the interior as well. Two M-specific Recaro sports seats with carbon shells save around 24 kilos compared to the conventional M4 sports seats. In addition, the back seat system is not applicable in the GTS.
Instead, the view here is a new panel of GRP material and a luggage compartment partition in carbon sandwich construction. By eliminating the seats in the rear, the weight is again reduced by eight kilos. In addition, there is a modified center console, which saves two kilos compared to the M4 serial component. Fast Rennsportflair is the result of the new door linings, whose material from renewable raw materials only insiders at first sight with the interior equipment of the BMW eco-mobile i3. More importantly: the new door panels with door pull loops save the usual handles save six kilos.
"Intelligent lightweight construction, consistently implemented," promises BMW in the press kit. Sounds good, but there is already a bit of disappointment, as the M4 GTS with the experts of "Müller tests" on the wheel load scale rolls. In addition to the power measurement and wheel alignment, the weight of all super-test vehicles is also determined. The hardcore M4 weighs 1601 kilograms with a full 60-liter tank and is only 14 kilograms lighter than the "normal" M4 (Supertest 7/2014).
BMW figures the weight reduction to 60 kilos. On the other hand, however, there is an increase in the weight of the GTS by new components (water injection, aerodynamic parts, larger dimensioned wheel-tire combination, suspension parts) of 30 kilos. In fact, the weight reduction compared to an M4 Coupé with DKG 30 kilos. The Supertest GTS is only 14 kilos lighter, with the optionally installed Clubport package (overbrakes, six-point belts, fire extinguishers).
On the subject of weight, the M4 GTS also suffers from its relatively heavy quad-base. If the M engineers had been able to start on a white sheet of paper, the new over-BMW would certainly have become much easier. As with other manufacturers, however, the BMW Sportdependance also has to make the best of what it is expected from series production.
A look at the test archive shows, however, that the previous models of the M4 GTS have saved even more weight against their respective base. The BMW M3 GTS of the E92 series weighed with 1546 kilos just under 100 kilos less than the E92 M3 Coupé with DKG (1640 kg). The sacred BMW E46 M3 CSL with a full tank weighs 1421 kilos, which corresponds to a weight saving of almost 150 kilos (M3 E46 with SMG: 1570 kg). The diet program was significantly more moderate compared to the predecessors of the M4 GTS. Here we would have wished for more.
500 hp with water injection
On the way to the fastest production BMW ever, it must then just the combination of chassis and modified biturbo engine S55B30 direct. Start button
The three-wheel-mounted six-cylinder engine is even brighter than the 431 horsepower M4 output base. The GTS unit carries a new water injection and has a rated output of 500 hp, which is reached at 6250 rpm (M4: 431 hp at 5500 rpm). My favorite kit in the manual: "When the engine is cold, the exhaust system has a light metallic finish due to the system." Oh yes, even if the M-Suction-engine helmets remain unmatched, the GTS sounds much better than the M4 off the rack.
During the warm-up phase, we briefly look at the water injection technology. Three water injectors are installed in the air collectors of the in-line cylinder, through which water is injected as a fine spray mist and which supply two cylinders in each case. During evaporation of the water, the combustion air is additionally cooled.
Thanks to the cooler combustion air, the engine control can be optimized and a torque increase can be achieved. The system is fed with distilled water in the luggage compartment via a five-liter water tank. After the ignition is switched off, the water from the system is pumped back into the water tank. GTS drivers should therefore not be surprised by humming noise from the trunk after switching off the engine.
Press the DKG selector lever to the right. Unlike the normal M4, the GTS is delivered exclusively with seven-speed dual clutch transmissions. To the left of the selector lever the hand moves to two additional keys. "Comfort", "Sport", "Sport +" - in addition to the characteristic of the servo steering, the throttle pedal curve can also be varied. In the "Sport +" mode, the three-bit biturbo is as scraped, almost poisonous, as if it were stifling any discussion about the "Turboloch". On the race track, especially on the Nordschleife, the middle route is recommended and thus the somewhat more moderate characteristic of the sports mode.
The GTS unit acts similar to the normal M engine with a suction motor-like power deployment over a wide speed band. The maximum speed remains unchanged at 7500 tours. At the same time, the GTS-Dreiliter is not only subjectively more dynamic and more powerful, but also better in terms of penetration and sprinting. With a perfectly functioning launch control function, the GTS sprints without any significant slippage in 3.9 seconds to 100. After 12.3 seconds the 200 km / h brand history (serial M4: 0-100 km / h in 4.2 s, 0-200 km / h in 13.7 s). The GTS retards with a standard carbon-ceramic brake system, which has been slightly modified in comparison to the M4 at the rear axle. At the front axle the brake ventilation was optimized at the GTS. From 100 km / h, the Hardcore M4 stands at 34.0 meters - only 30 centimeters earlier than the normal M4 with optional carbon-ceramic brake system and Michelin-Pilot Super Sport tires (Supertest 7/2014). Against the background of the M4 GTS's new Michelin Pilot Sport Cup 2 tire on larger wheels (front axle: 265/35 R 19 to 9.5 inch, rear axle: 285/30 R 20 to 10.5- Inch) than the normal M4 (255/35 R 19 to 9.0 inches, 275/35 R 19 to 10.0 inches), one would certainly have expected a little more in the delay. Much more important, especially for the race track visit, however, is the successful ABS vote on the new Cup. With all the tuning versions of the M4, which were simply equipped with semislicks, but continued to carry the standard ABS, there were problems with the ABS control at the limit. And with the M4 GTS? Helmet on, out on the small course of Hockenheim. Stop, at the GTS, a little Feintuning is required before visiting the border area. Largely grown persons should first install the shawl seat slightly without a height adjustment or simply remove the seat cushion. After that, you are sitting on the naked seat, not only puristically, but almost as deep as the DTM drivers in their silhouettes M4. With quite as many flips and wings as the current M4, the GTS does not appear, but also the aerodynamics issue plays an important role.
Aero recalls M3 Sport Evo
Similar to the legendary BMW E30 M3 Sport Evolution (1989-1990), the M4 GTS also features an adjustable front splitter and an adjustable tailgate. In public road traffic the front splitter is permissible only in a fully inserted position. Likewise, the tail wing must be driven in the shallowest of the three settings.
For the trip to the race track, BMW recommends adjusting the maximum retracted position on the front splitter. The farther the front splitter is pulled forward, the steeper should be the three-adjustable tail wing. Both for the fast round in Hockenheim and on the north loop, the maximum possible position of the front splitter and the rear wing was chosen. In the case of Porsche GT models, by the way, partly,
Without the required inserts) on the race track, which is partly not permitted on the road (Cayman GT4). A grauzone, which is allowed on the racetrack. Therefore, the M4 GTS with the maximum possible aerodynamics in the super test is the start.
Aerobalance is thus decisively changing. In the so-called "road set-up" (entrained splitter, flat tail wing), the GTS has at 200 km / h two kilos of output on the front axle and four kilos of output on the rear axle. With the maximum possible Aero ("race track set-up"), twelve kilos of output at the front axle and 40 kilo of output at the rear axle are produced at 200 km / h. As for aerodynamics, BMW also makes recommendations for the adjustment of the new M4 GTS three-way undercarriage. The factory setting has been adapted for use on the road as well as on the north loop. For flat racing courses like for example the small course in Hockenheim, there is a "base recommendation race track". Accordingly, the set-up has been adapted in terms of height and damping settings (one rebound stage, two pressure stages) (see Technical Spotlight p. 19). Now, however, off into the border area. The slightly better ABS vote than the series M4 had already been discussed. The typical Hockenheim ground shafts also work well when braking. After the first move, you immediately notice that the developers and test drivers have made countless rounds on the Nordschleife, but also on routes like the Kleine Kurs.
The chassis tuning has been superbly done, and you can feel immediately how much detail work has been invested here. Compared to the series M4, the GTS is even more precise. On load changes it reacts hardly perceptibly and absolutely good-naturedly.
In the first rounds on the Small Course, one always asks about the reason why one did not go to the gas earlier. Compared to the "normal" M4, the traction of the GTS under load is again significantly better. The electronically controlled lamellae barrier was adapted to the increased performance. M-Typically also the GTS under load easily with the stern. The performance overruns are announced in time and not by accident with light-lubricating rear axles.
Electromechanical servo control has been revised and re-tuned for the GTS. In the "Sport" (taut) and "Sport +" (even tighter) modes, it scores with a strong hold. The feedback about the center position is precise, and the steering feeling in the border area is authentic.
The fastest series BMW ever surprised by the small course and placed in the Supertest rank list of Hockenheim between proven sports cars of the caliber of an Audi R8 V10 Plus (1.09.4 min), Porsche 911 GT3 (1.09.6 min) and Nissan GT-R (1.10.0 min). With a lap time of 1.09.6 minutes, the GTS is more than three seconds faster than the normal M4 in the Supertest (1.12.8 min). Hat off, BMW M!
And on the north loop? Is the round-point plagiarism mentioned in the beginning possible in 7.28 minutes? No, because behind the wheel is not today test driver Jörg Weidinger, who knows the GTS not only of two intimate development years on the north loop, but also several times national and international Bergrennmeister. No, today is rather, the question to clarify how an ambitious amateur with the M4 GTS on the ring klarkommt.
Reinset, full throttle and immediately a fast lap time? No, the GTS calls for a slightly more time to settle on the northern loop than other athletes. Especially the correct air pressure selection and the conditioning of the cups play an important role. The tire developers have also done a good job, as the GTS is to provide sufficient safety reserves both in the dry on a fast lap and then on the way home with wet amateur drivers.
This has succeeded. This compromise also reduces the working window in case of dryness. The GTS is not an extremist like the M3 CSL, which with its uncompromising cup rims could be mastered almost exclusively by professionals in the border area and with its tire profile it went home in the 60 km / h snail speed. On the north loop, the GTS-Pneus have to be moderately "moderate". The tire should then "heat up" briefly in the stand. Then the air pressure must be lowered. If the tire temperature on the lap rises to 100 degrees Celsius, the good grip level and the excellent traction are reduced.
Thanks to aerodynamics and downforce, many high-speed sections (peak before the Swedish cross, sinking foxes, quick Linkknick kettles) can be passed through with full load without problems. On jumpers the GTS lifts off easily, but then lands
Controllable and stable. In slow to medium speed, the stern is always easy on the north loop under load. In return, however, the front axle is relieved and the lower steering is largely a foreign word. The slightly pushing rear requires however the mentioned acclimatization time. Once the trust is there, it will be fast. Damned fast.
Even if the GTS in the Supertest does not reach the factory at extreme outside temperatures of 30 degrees with 7.37 minutes, it is phenomenal. Lexus LFA, Ferrari 458 Italia, Corvette ZR1 or Porsche Cayman GT4 - the list of heroes the GTS has left behind on the ring is surprising and long. That deserves the utmost respect! ◾
The GTS carries a newly developed helical gear. In addition to the vehicle height, the shock absorbers (one rebound stage, two pressure stages) can be adjusted as required. The factory setting (front axle: rebound 6 clicks open, compression stage Lowspeed 3 clicks open, pressure level highspeed 6 clicks open, rear axle: rebound 7 clicks open, pressure level Lowspeed 2 clicks open, pressure level highspeed 7 clicks open) is approved for road traffic But also as a "Nordschleife" vote. On the small course of Hockenheim the basic recommendation for the race track was driven. (Front axle: rebound 4 clicks open, compression stage Lowspeed 2 clicks open, compression stage highspeed 6 clicks open, rear axle: rebound 4 clicks. This is the first time the car has been lowered (minus 15 mm front axle minus 12 mm rear axle) and another damping setting Open, pressure stage Lowspeed 1 click open, pressure stage high speed 9 clicks open).
HOCKENHEIMRING SMALL COURSE
Measurement conditions: air temperature 16 ° Celsius, asphalt temperature 19 ° Celsius, air pressure atmosphere 1019 mbar, air pressure tire (front / rear) 2.3 / 2.1 bar (warm)
14 of maximum 20 points
The peak of the Michelin-Pilot Sport Cup-2 tire also wants to be used on the small course of Hockenheim. At the latest in the second round, at the latest in the third fast round the round time must be. The tiregrip then tapers off slightly and remains constant at this level. The racetrack adjustment of the threaded landing gear fits perfectly to the layout layout of the narrow sportauto reference range. The GTS steers precisely, is almost immune to load changes, and impresses with even better traction when accelerating out than the basic M4. M-Typically, however, the wing M4 also presses very lightly with the rear (a large driving pass). On the brake, the GTS convinces, even in the wavy braking zones of Hockenheim, with a well-done ABS tuning. As in the case of the downhill braking points on the north loop, the 1601 kilograms can also be felt when braking into the narrow corners of the small course.
OTHER MEASUREMENTS OF DRIVING DYNAMICS AND WIND CHANNEL
138 km / h
You will not get rid of the feeling that the electronic helpers can not be completely deactivated and in the background always decently decent. In the case of a quiet driving mode and a small steering angle, the rear axle begins to smear easily in the limit area and then catches without steering corrections. Only when hard transfer the grip then really breaks off, and the use of the driver is in demand.
As expected, the BMW M4 GTS (max. 1.4 g) surpasses its M4 base and its E92-GTS predecessor (both 1.3 g) also in terms of transverse acceleration. This is not only the Michelin Cup Sport Cup 2 (Series M4: Michelin Pilot Supersport), but also the very good chassis adjustment of the newly developed three-way coilover.
159 km / h
Similar to the 36-meter slalom, the GTS pushes easily with the rear in the evasion test at the limit, without really breaking out. You have to get used to the driving behavior and needs a few attempts. Intuitively, one is too early to counteract and thus brings more unrest into the game. However, the speeds achieved are quite respectable for a 1.6-ton vehicle weight.
Vehicle face area (A): 2.25 m2
Air drag coefficient (cW): 0.37
Air resistance index (cW x A): 0,84
The newly developed aerodynamics also play a significant role at GTS. While the basic M4 has a buoyancy on both axles at 200 km / h, the GTS generates output on both axles (in the road as well as in the race track setup). The emphasis was on maximum aerodynamics.
Output front axle at 200 km / h 12 kg
Output rear axle at 200 km / h 40 kg
FITTINGS / BURNS
Acceleration 0-200 km / h: 12.3 s
Brakes 200 -0 km / h: 5.0 s
The total time = addition of both measured values
Thanks to the perfectly functioning Launch Control, the M4 GTS accelerates smoothly to 200 km / h. BMW's start-up has not always worked as well as now. Also on the brake, the GTS sets a good performance and places itself in the front competition environment.
Measurement conditions: air temperature 30 ° Celsius, asphalt temperature 34 ° Celsius, atmospheric pressure 1019 mbar, air pressure tire (front / rear) 2.3 / 2.1 bar (warm)
Length of the track 20.6 km
SECTOR 1 1.26.8 min
Start line T13 to the bridge exit Aremberg, 3850 m
SECTOR 2 1.44.5 min
Bridge exit Aremberg to Item 122 Exit Ex-Mühle, 4235 m
SECTOR 3 1.45.6 min
Item 122 Exit ex-mill until sign Hedwigshöhe exit Hohe Acht, 4825 m
SECTOR 4 1.55.7 min
Shield Hedwigshöhe exit High Eight to metal bridge output gallows head, 4846 m
SECTOR 5 0.44.5 min
Metal bridge output gallows head to initial target curve old north loop, 2844 m
15 of maximum 20 points
I can still remember well the 24th September 2015. At that time I ceded our round-the-clock window on the Nordschleife to BMW. At outside temperatures of 13 degrees, BMW test driver Jörg Weidinger then burned the magnificent record time of 7.28 min into the asphalt. Respect, Jörg, great achievement! At the Supertest round in 7.37 min, the conditions at 30 degrees were anything but ideal. The thermal load was noted to the biturbo, although the water injection gave it all. After two round rounds, the five-tank water tank was almost empty at these temperatures.
Text Christian Gebhardt · Photos Hans-Dieter Seufert