We’ve gotten used to the new M4 look by now
The BMW drives the revolution in the optical sense. Even the most angry fans should have gotten used to the new look by now.
The BMW masters the precise line like none of its predecessors. He is only a hundredth short of the two sports cars.
On the track, the 911 conjures up the lap time most playfully on the asphalt.
And while we’re on the subject of curious Denglish, let’s take a quick side look at red Zora: she was also prescribed a small euro cure. Otto particle filter, Euro lights, license plate holder. Officially, 20 hp are missing from the performance specification, but this is by no means noticeable.
The Lausitzring suits the Vette well, it only struggles with traction problems at the end of the Goodyear curve.
Our grinding point whisperer Guido Naumann measured the US version from zero to 100 in a fabulous 2.9 seconds at the DEKRA-Lausitzring. Half a second faster than stated. A value that we were later unable to reproduce with the same vehicle on the AUTO BILD measuring track in Parchim.
Less than the specified 3.4 seconds were never possible again – not even for Corvette man Patrick Herrmann. What creates the Euro-Vette on the stickier Lausitz asphalt? Let’s take a look.
The BMW is an old friend
First, let’s take a look at Bavaria – although the M3/M4 now seems like an old acquaintance. Two super tests, various comparisons as manual, automatic and all-wheel competition. We have recently also been using an M3 endurance tester for this purpose. He is officially stationed with the AUTO BILD colleagues in Hamburg, but we do see him from time to time. Not that we are forgetting what highly potent sports equipment M-GmbH has put on mixed tires.
Corvette demands more work
But the carbon seats in the M4 beat after a few hundred kilometers on the battered back of the 1.96 meter editor. Time driver Naumann is enthusiastic about the expensive chairs, but the seats don’t offer enough support in the lower back area for my anatomy. That hurts in the long run. This time, Porsche is leaving the carbon-fibre shell seating furniture in the options cabinet and is coming up with the standard sports seat Plus.
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Not a bad choice, because we feel more than adequately supported on the fast lap. Where we get out of the GTS fresh as a dewy, we are sweaty after three fast Corvette laps. The American not only requires more work from the driver when it comes to car control, the trunk muscles also have to do more, simply because there is no lateral support in the shoulder area.
As far as operation and everyday rating are concerned, the title clearly goes to Munich. iDrive is simply closer to perfection than any other operating concept, plus the M4 has room for four and a perfectly usable trunk.
The Corvette easily tops the factory specification in the sprint
And as such, we are now moving in the direction of the measuring section. It’s cold at midday in winter, the asphalt is still a little damp. But what the Euro-Vette now stamps into the measuring device makes us briefly drop our jaws: 3.1 seconds – four tenths faster than the factory specification despite less than ideal conditions.
The 911 GTS also beats its factory specification by a tenth at 3.3 seconds, the M4 lags a little behind in this category, although it also performs two tenths better than the manufacturer promises.
The Corvette is helped by its superior traction and perfect launch control. However, as soon as it gets strong, the naturally aspirated engine characteristics take revenge and the two biturbo cars have an advantage. The BMW is already approaching 130 km/h, the Porsche even takes the lead. From Tempo 160 the C8 is knocked off. For competitive pulling power, it naturally needs low gears and therefore high output speeds. Power from the basement is not her profession.
But the archaic bumper V8 is most responsive to gas blasts. Porsche’s Boxer also pleases in Sport Plus mode, the M4 falls behind a bit here.
Carrera GTS with fabulous values
In terms of deceleration, too, he should really have a hard time slowing down the measured 1695 kilograms. However, the optional carbon-ceramic system works wonders. A warm 31.5 meters is very respectable, we are particularly impressed by the endurance with which the brakes know how to please on the racetrack.
Porsche’s UHP stoppers once again help the Carrera GTS to achieve fabulous values and full points in this category, but with a surcharge of 8937 euros, the assessed price is debited. The Corvette brakes a very solid 32.2 meters with unperforated steel discs, but the Euro models at least have the more powerful brake system from Brembo as part of the Z51 package as standard.
On the fast lap, the BMW shows what it’s capable of.
On the fast lap, the BMW demonstrates: We only match its freely configurable driving dynamics playground with the second-hardest chassis option. Otherwise, the rough impacts in the Goodyear curve and before the return to the trioval bring too much unrest into the chassis and cost traction.
The steering, on the other hand, is not hand-tight enough for us, even on the hardest levels. We would like more feedback, especially around the middle position and when turning. However, steering angle and translation fit. The powerful six-in-line gets everything out of itself in the last sector. 1:33.40 minutes are on the clock at the end.
Every hundredth ahead of the C8 costs 1955 euros
The Corvette is ultimately a thousandth ahead of the BMW and gets its time in the second sector with its medium-speed corners, where the turbos benefit less from their punch.
But even the GTS cannot pull away decisively – at least not so far that it would be enough for a points advantage. It is 33 hundredths at the end of the round. It gains a bit of time entering corners thanks to its grippier front axle, a nuance when accelerating out with slightly better grip. But: Every hundredth advantage over the C8 costs 1955 euros.
