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Test: BMW 2022 X4 M Competition is torque-rich and rigid – zimo News

Call us Abe Simpson because the 2022 BMW X4 Ms turns us into gaffers screaming at the clouds. We know the market needs SUVs, and we know BMW’s M division likes to build powerful, track-focused performance machines. But maybe some models will do better without full M processing. Just like the X4.

Don’t get me wrong, we really enjoyed wringing out the twin-turbo 3.0-liter inline-six from our rival X4 M, which puts out 503 horsepower (30 more than the regular X4 M). The latest version of the BMW S58 inline-six is ​​an absolute riot ahead of its 7200 rpm redline. For 2022, the engine in the $81,595 X4 M Competition gets an extra 37 pound-feet of torque (15 pound-feet in the $74,595 X4 M).

With 479 lb-ft of twist, the X4 M Competition accelerates more ferociously than before. Compared to the 2020 X4 M Competition we tested in late 2019, the 2022 Torquier model shaves 0.2 seconds off the SUV’s 5-60 mph and 30-50 mph short trips, and 4.4 seconds and 2 . 5 seconds. Meanwhile, its 3.0-second 50-70 mph run is a 0.1-second improvement over its 2020 counterpart, as is its 3.2-second 60-mph run.

Of course, the X4 M’s near-intuitive 8-speed automatic transmission and responsive all-wheel-drive system deserve credit, too, as the former covers the turbo’s initial lag, while the latter ensures the Bimmer rolls out with a little drama. But even with all-wheel drive, this humpback SUV is powerful enough to give its front tires a slight spin at full throttle.

Highs: Smooth and powerful straight-six with great grip and improved looks.

Our X4 M Competition topped out at 177 mph thanks to the included $2.5 billion driver package. Perhaps more exciting than the 22-mph top speed boost, the package also includes a one-day driving course at the BMW Performance Center.

Aided by 21-inch Michelin Pilot Sport 4S tires, our Sao Paulo Yellow Bimmer coasted to a pull of 0.96 grams—the same figure posted by the 2021 Alfa Romeo Giulia Quadrifoglio we tested a year ago. Despite its terrific grip, the X4 M’s 4,555-pound curb weight and high center of gravity make it impossible to drive on more winding tarmac. Mind you, the 2022 X4 M Competition in our 2022 Lightning Lap race sprinted through Virginia International Speedway in an impressive 3:02.9, but the lighter 2022 M3 Competition xDrive sedan was over 600 pounds — it basically used The same kit powerplant as the X4 M Competition – it gets the job done in an astonishing 2:53.5.

Still, the sheer madness of the X4 M race is a thrill in itself. Set the all-wheel-drive system to rear-biased sport mode, step on the gas from a corner, and the clunky BMW rear end will pop out for a brief, controlled oversteer. Enter tight turns with the right clamp and the inside rear wheel will lift up, turning this high-performance X4 variant into a makeshift tripod. There’s no question that the M3 and M4 are great tools on the back roads, but the X4 M Competition is still a lot of fun in such an environment.

While its variable-ratio steering has little but noticeable center movement in Comfort mode, it feels artificially heavy when switching to its Sport and Sport Plus settings. The brake pedal is also too delicate at low speeds, requiring a delicate touch to keep the calipers from biting too hard on the 15.6-inch front rotors and 14.6-inch rear rotors. Once the braking system starts to heat up, the pedal action becomes more gradual.

The X4 M Competition’s big brakes proved very capable on the track, and it worked with summer rubber to stop the SUV from 70 mph in 154 feet without fading, a figure comparable to that of a Cadillac The CT5-V Blackwing 2022 is comparable, though 7 feet longer than the 147-foot projection of the 2020 X4 M competition.

Weak: Unnecessarily stiff ride, erratic brake pedal action, uglier and less practical than the X3 M.

While its fastback roofline and long rear overhang make its proportions awkward (a situation further exacerbated by the integrated roof rails), the X4 M’s exterior modifications significantly improve the model’s appearance. Thanks to 0.4-inch thinner headlights, redesigned front and rear fascias feature a gloss black finish, and a revised, hog-less grille design. Even so, we prefer the boxy shape of the mechanically identical X3 M, which gives it an extra 5 cubic feet of cargo space thanks to a more harmonious rear design.

Exterior changes to the X4 M accompany the interior, which includes an improved instrument panel with a 12.3-inch touchscreen – 2.0 inches larger than the previous unit – running BMW’s latest iDrive infotainment setup and a 12.3-inch digital instrument cluster for the revamped user interface. Additionally, the cabin features new climate controls and an updated center console with a start/stop button and various drive-mode-related controls. Despite the gearbox getting a new gear lever, the console-mounted unit continues to operate in a somewhat confusing fashion, with reverse gear positioned above and to the left of the lever’s default position.

Some active safety equipment, like blind-spot monitors and a lane-departure warning system, are standard on the X4 M. However, adaptive cruise control and lane centering are optional and part of the $1,700 Pro Driver Assistance package — our extra $86,345 test car did not. We think these items should be standard on such an expensive vehicle.

Heated front seats are also missing from the list of standard features. BMW bundles them in the $2,250 Executive Package, which includes a heated steering wheel, heated outside rear seats, a head-up display, a 360-degree camera system, self-parking and tacky gesture controls, along with a moderately reliable infotainment setup.

Still, what annoyed us the most was the demanding suspension settings of this performance-focused X4. Although the adaptive dampers offer a choice of three modes (Comfort, Sport and Sport Plus), none of these settings significantly improve the X4 M Competition’s suspension compliance on rough roads. If you didn’t have a favorite chiropractor before you got into X4, you’ll be looking for one as soon as you get out the door.

We’d say BMW’s M division should push its SUVs in a completely different direction than cars. The X4 M Competition really doesn’t need to channel the energy of a track-focused sports car. Instead, it should shape its own identity, like a rally-inspired SUV: a car that can hold its own on the pavement, but really hit its stride on dusty gravel and dirt roads. As the Ford F-150 Raptor and its siblings demonstrate, thrilling performance and compliant suspension aren’t mutually exclusive.

That said, we’d also go for the X4 M, which largely follows the pattern of current SUVs, but trades inflexible suspension tweaks for more forgiving settings. Because if your priority is to shave milliseconds off your lap times, the M3 and M4 will better suit your interests. Or, another idea: opt for the more powerful X3 M40i (about $23,000 cheaper) and use its 4,400 pounds of towing capacity to haul the nifty caged E30 to your favorite road course. You won’t get to 100 km/h any time soon, but you’ll get there more comfortably.

feature

feature

2022 BMW X4 M Competition

Vehicle Type: Front-Engine, All-Wheel Drive, 5-Seater, 4-Door Hatchback

price

Base/Tested: $81,595/$86,345
Options: Driver Package M, $2,500; Executive Package (front and rear heated seats and steering wheel, head-up display, wireless device charging, rear-view camera, parking assist), $2,250

engine

24-valve inline 6-cylinder, twin-turbo and intercooled, aluminum block and head, direct fuel injection
Displacement: 183″32993cm3

Power: 503 hp at 6250 rpm
Torque: 479 lb-ft at 2,750 rpm

send

8-speed automatic

frame

Suspension, front/rear: strut/multi-link
Brakes, front/rear: 15.6″ vented disc/14.6″ vented disc/14.6″ perforated disc
Tires: Michelin Pilot Sport 4S

F: 255/40ZR-21 (102Y)★

R: 265/40ZR-21 (105Y)★

aspect

Wheelbase: 112.8″
Length: 187.5″
Width: 75.9″
Height: 63.8 inches
Passenger flow: 96 feet3

Cargo Volume: 24 feet3

Curb weight: 4,555 lbs.

CD Test Results

100 km/h: 3.2 seconds
100 mph: 8.0 seconds
1/4 mile: 11.6 seconds at 119 mph
210 km/h: 14.5 seconds
240 km/h: 22.0 seconds
The results above omit the 0.2 second 1-foot rollout.

Rolling start, 5-100 mph: 4.4 seconds
Top speed, 30-50 mph: 2.5 seconds
Top speed, 50-70 mph: 3.0 seconds
Top speed (claimed by manufacturer): 177 mph
Braking, 70–0 mph: 154 ft
Braking, 100–0 mph: 300 ft
Carry, Skidpad 300ft: 0.96 g

CD fuel economy

Observed: 19 mpg
Highway at 75 mph: 24 mpg

Highway range: 410 miles

EPA fuel economy

Combined/city/highway: 17/15/20 mpg

CD test introduction



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