The BMW M8 Competition is a difficult car to place. The replacement of the M6 is tagged by BMW as being a luxury GT car, but one that packs 625 horsepower and 750Nm of torque. Those aren’t numbers that are used to waft from the country estate to the golf course, something I learnt when I went to The Algarve to put the most powerful series production M car in BMW’s history to the test.
After an evening of being inundated with stats and filled with the finest prawns I’ve ever eaten, it was time to see how the figures felt in the real world. Exploiting 625 horsepower on the street isn’t exactly easy, the infamous Autódromo Internacional do Algarve, colloquially referred to as Portimao, had been booked out for us to put the M8 Competition through its paces (the base M8 was not on offer to test on this occasion). Boy, oh boy there was pace. BMW claims 0-100km/h in 3.3 and it feels every bit as fast. 3.3 isn’t a number typically attributable to a wafty GT car, and neither is the way the M8 Competition handles itself around what is one of the most testing tracks in Europe. Stability and control were a focus for the M division and can be directly linked to three innovations that have been created with sharp handling characteristics in mind: M xDrive, Active M Differential and M-specific Adaptive suspension. They each do what they say on the tin and each element takes the poise of the M850i and turns it up a notch to far more serious, track usable levels.
Yes, the car still feels all of two tonnes when you really start to hustle it into bends and quick direction changes, but you’ve got to be forcing it into such a scenario. I suspect 98%, if not more, of owners will never venture onto a track with their M8, but it’s spectacular to know how capable the car can be. The xDrive system deserves a special mention as it allows you to apply power extremely early after an apex, you feel it dragging the car out with terrific grip and speed. That’s not to say that there isn’t fun to be had, with the traction and stability systems in MDM, the rear end comes in to play and is easily adjustable on the throttle.
The 4.4-litre V8 revs to 7,200 but peak power is done at 6,000. The 750Nms come courtesy of two turbochargers that are nestled between the two cylinder banks for a sharper response and less lag. This unit teams up with an eight-speed M Steptronic transmission which is as good as any dual clutch setup on sale today, you are never left helplessly tugging at paddles for downshifts multiple times before they are delivered.
Braking performance is often a point of criticism on BMW M cars, even the carbon ceramic setups of the past have been known to find themselves in a spot of smokey bother after a couple of intense laps on track, not in the M8. Thanks to cutting-edge technology, the brake activation, brake booster and braking control functions are brought together within a compact module. The brake pressure required is triggered by an electric actuator, which means it can be generated more dynamically, pedal feel is optimised and the interventions from the stability control system are significantly faster and more precise. The driver can choose between two pedal feel settings: one more comfort-oriented and the other a particularly direct, instantaneous setting. I can report that the feel remains remarkably consistent even after a pounding on the track.
As I said, I can never imagine myself seeing an M8 on track except for in special circumstances such as a motoGP safety car. The road is where M8s will be used and that’s where the real world consumer testing needs to be done.
Weighing in at 2.1 tonnes, the convertible M8 Competition is around 100 kilograms more than the Coupe and is the variant assigned for the road testing element of the test. It is 0.1 seconds slower to 100 (3.4 seconds) but with the roof retracted the sensation of speed is heightened.
With every new car review I write, I seem to drone on and on about the crippling OPF that has restrained the exhaust noises that enthusiasts so crave. The story is the same here and the soundtrack is not what you would traditionally associate with a 4.4 V8. That being said, M have worked hard to give the M8 some serious bass. It’s not great, it’s acceptable.
On the billiard table smooth tarmac of the track the steering felt numb, there is more weight in the sportier modes, but the feel is absent. The same can be said for the steering on the road. So not very good then? Hold your horses, the M8 really surprised me on the deserted, tight and twisty roads away from the circuit. The coupe was great on track, the convertible continued to exceed expectations on the street. The xDrive system means you can use the power and mammoth torque without fearing for your life, the systems mentioned before, particularly the suspension and diff shine and come together to make the M8 not only savagely fast, but also very easy to drive at speed.
Then you slow down to admire the scenery and stick everything into comfort and the character of the car completely changes – it demonstrates an impressive breadth of ability. The cabin is comfortable, the seats could be a little more supportive but are well suited to long drives. The back seats are usable for adults too, perhaps not for longer journeys but certainly suitable for children. The infotainment system remains one of the best in the business and there are new M displays to separate this from the rest of the 8 family. Gone is the questionable crystal gear selector from lesser 8 series models.
This brings me back to my opening statement: the M8 is a difficult car to place. Is it a 911 competitor? I feel it’s not sporty enough and lacks feel in comparison to the Porsche. Maybe the Bentley Continental GT or DB11? I feel the M8 is not premium enough. The Aston Martin Vantage or AMG GT could be in the sights of the M8, but neither of those can demonstrate the soft, supple cruising abilities of the M8 Competition. Regardless, the M8 Competition stands tall and proud as the current head of the BMW M table with the ability to cruise quietly or attack a road with seemingly endless torque and power. A mighty fine M car.
