RE: BMW M8 Competition | Driven (on road)

RE: BMW M8 Competition | Driven (on road)

Friday 13th December 2019

2020 BMW M8 Competition | PH Review

It impressed on track, but can an M8 Competition play the GT sports car role well on a proper road drive?



Having enjoyed the BMW M8 Competition on track in Portugal we were obviously keen to try RHD, UK spec cars on the road. And now we have. In Spain. Feel our pain but this is common practice for BMW's off-season UK launches and, while the well-worn caveat of 'we'll see how it goes at home' remains valid, the roads round Malaga are rough enough to give the M8's chassis a proper workout.

The location is appropriate, mind, given it's still unclear whether the Competition is a true M car as BMW claims. Or more the luxury chariot for leathery Costa del Sol ex-pats to perambulate twixt villa, golf club and marina. At one level it seemingly has the sporting chops to be considered a 911 rival. Yet its two-tonne heft and a price as tested of over £140K suggests it'll be more comfortable gunning more for the traditional luxury GT end of the market.

The starting price of £123,435 is more or less in line with a well-specced 992 Carrera, entry to the Aston Martin Vantage range or an AMG GT. 625hp puts them all to shame, but it's considerably heavier too. Going the other way the S63 Coupe is within shooting distance on price and comparable on power, even if the AMG V8 out-muscles the M equivalent on torque and the S-Class is a genuine four-seater where the BMW's rear seats are little more viable than a 911's. At this level you might also be considering the V8 DB11 or even a Continental GT, formidable rivals both.


Rather than list the generous standard spec it's better to consider what remains optional, highlights including the carbon exterior package, ceramic brakes (nearly £8,000 on their own), laser headlights, active driver aids, Bowers & Wilkins stereo and M Driver's Package with raised 189mph limiter. How much for all that lot? You can pick and choose but, handily, BMW also offers a straightforward Ultimate Package wrapping everything into a chunky £20K bundle deal.

Having established ambition ranging from proper sports car to luxurious GT can the M8 deliver appropriately broad ability on the road? You're certainly not shy of configurability to test the theory, the familiar M1 and M2 hot keys offering two variations on mix-and-match set-ups for everything from steering feel to engine sound and even brake pedal feel. There are also broader Road, Sport and Track settings, plus the ability to fiddle on the move. Nagging 'mode anxiety' is never far away, the worry you might be having more fun if you'd only set the car up differently a constant distraction.

First impressions in the default mode include burliness you'd expect from both the stats and the looks. Taking the ethos of previous M6 models and running with it, the M8 is very much the luxury German muscle car but shows commendable restraint in its standard mode, the easy-going torque of that V8 complemented by smooth shifts from the eight-speed auto and swanky surroundings of the cabin. It's certainly opulent enough, though the way the console flexes when you press the integrated switches feels a little cheap compared with, say, a 7 Series. At the price Mercedes does this kind of thing better.


Enough pearl clutching over switchgear though. This is an M car with a V8 and a point to prove.

In the softest of the three damper settings the M8 mooches acceptably, with commendable waft over primary lumps and bumps and brittleness over secondary road clutter you'll accept given the stated intent. It's more refined than a Vantage or AMG GT, suffers less tyre noise than a 911 and seems a comfy place to rack up the boring miles. What about the interesting ones, though?

You can contrive a more nuanced character switch via the configurable modes but an 'everything to 11' M2 setting reveals how much M car there really is under the quilted leather. The car tenses immediately, everything from dampers to diff alert and ready for action. Most obvious is the extra immediacy in the throttle. In the modern style it has an initial softness that quickly erupts into a heavily boosted mid-range and flexibility from there to the redline. It's not as responsive as a Porsche six but has the muscles to take on an AMG V8 and a soundtrack to match, even if there's a suspicion some of it is coming over the speakers.


Sport Plus for dampers is probably a bit much, mid-way Sport offering decent body control and a more sophisticated sense of flow than you typically encounter in German performance cars. Springs are stiff and the dampers eager to drill the car down to the road but it's happy to work with the cambers and weight transfers rather than fight against them, to the advantage of the tyres and aim to maintain a consistent contact pressure at all four corners. At the kind of foot pressures most drivers would use on the road it's hard to feel any meaningful difference in the variable mode brake booster, though the opportunity seems to have been missed to offer a properly firm pedal to lean against in the Sport mode. And even at a fast road pace the optional ceramics can get a bit whiffy, suggesting they're working harder than you might think.

The variable ratio steering never feels especially confidence-inspiring in any mode but you learn to trust the front end and there's grip aplenty from corner entry to exit, an early throttle maintaining a nice neutral balance throughout as the engine pre-loads the all-wheel drive and active M diff. M Dynamic Mode permits a noticeable push into the corner on the throttle and a secure, all-wheel drive twist on traditional BMW dynamics, just at the point your palms would be getting a little moist in an AMG GT or Vantage.

If that's your thing the more macho rear-wheel drive mode is a button push away, accepting you're willing to put 625hp through the rear wheels with no electronic safety nets. Among rivals this duality is a real USP for the M8, its ability to switch between mature GT and rear-driven hooligan a real highlight. Credit to BMW for not calling it a drift mode or anything daft like that - it's just 2WD and a single 'You sure?' button push away. And a lot of fun.


It would take a degree of denial to drive it in this configuration on a wet winter's commute, unless motorway slip roads on the lock stops genuinely are your thing. But the fact it's there should the mood take you is a real plus, likewise that it reveals the M8 is an inherently well-balanced and driveable car, even with all that power going to the rear wheels. You treat the throttle with respect, for sure. And if the clearly telegraphed twitch through the diff prompts the same against the upholstery you know when it's time to back out. If you're willing to proceed, however, slides from mild to wild are there for the taking, whether that be a subtle unwinding of the wheel mid-corner or something more dramatic. For all the excesses of weight, technology and power it's nice to find a hint of properly playful, communicative M car baked into this car's DNA and, with it, a sniff of the strength of character required to play at this level.

Whether a six-figure BMW really becomes a thing or merely an interesting footnote in the M division's catalogue remains to be seen. It certainly represents a brave way to blow this kind of money when much of the same could be enjoyed for a chunk less in an M5. Experience of driving it suggests it errs closer to the more mature end of the spectrum and is a more natural rival for the S63, V8 DB11 and Continental GT. That it has enough attitude to count as a gateway from the more focussed alternatives into that world is BMW's narrow window of opportunity here. By that measure it's a qualified success.


SPECIFICATION - BMW M8 COMPETITION (F92)
Engine:
4,395cc, V8, twin-turbocharged
Transmission: 8-speed auto, all-wheel drive with switchable rear-wheel drive
Power (hp): 625@6,000rpm
Torque (lb ft): 553@1,800-5,800rpm
0-62mph: 3.2 seconds
Top speed: 189mph (with M Driver's Package)
Weight: 1,960kg (EU, with driver)
MPG: 25.2-25.4mpg
CO2: 253-252g/km
Price: £123,435 (£143,435 as tested, including Ultimate Package)

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Author
Discussion

scottygib553

Original Poster:

507 posts

94 months

Thursday 12th December 2019
quotequote all
I saw my first 8 in the wild not long ago and it looks much better in the flesh. Almost comically large though!

dave_Sw1

240 posts

217 months

Thursday 12th December 2019
quotequote all
Given the Price point and the 4wd, the lack of usable rear seats, I put this as competition to an R8 and an F-Type SVR, but I think both of those would be more fun and more enjoyable. I bet these will depreciate like crazy, that said a year old M8 Ultimate for mid 70s would be a serious bargain

rare6499

648 posts

138 months

Thursday 12th December 2019
quotequote all
Problem for me is the premium nature of the BMW brand has been eroded by their own pursuit of sales over the last 20 years. Not sure I could stomach paying £140k for a car with the same badge on a FWD mpv.

I’m sure it’s a good car - just think I would rather have almost any of its competitors.

Snubs

1,166 posts

138 months

Thursday 12th December 2019
quotequote all
I really quite want one of these and I'm not sure why scratchchin

BFleming

3,589 posts

142 months

Thursday 12th December 2019
quotequote all
rare6499 said:
Not sure I could stomach paying £140k for a car with the same badge on a FWD mpv.
Even though Mercedes has done the exact same thing?
VW tried to break into the bigtime with the Touareg & Phaeton in 2003, and failed miserable (with the Phaeton at least). Seems the badge was possibly the biggest hinderance to the success of that car. BMW and Mercedes, on the other hand, are premium brands that have taken a chunk of sales out of the Golf/Touran class whilst maintaining their foothold as a premium brand. The badge doesn't hurt low down as long as you're starting high.

skylarking808

778 posts

85 months

Thursday 12th December 2019
quotequote all
Mode Anxiety is a fair point.

Too busy pressing screens and "wondering" if its the best setting for that road can certainly take the edge off enjoyment.
BMW like many others are becoming "jack of all trades and master of none" It's as if BMW Mtech lost confidence in their suspension/set up years ago.

HM-2

12,467 posts

168 months

Thursday 12th December 2019
quotequote all
rare6499 said:
Not sure I could stomach paying £140k for a car with the same badge on a FWD mpv.
Could the same not be said of almost any mainstream brand?

Macboy

732 posts

204 months

Thursday 12th December 2019
quotequote all
It's a good job it has a large boot because the dealers are going to put an awfully big bag of money in there to get these sold. I wonder if, i8 aside, any of the prestige mainstream models BMW makes have ever sold anywhere near their asking price - the LWB 7-series and 6 series/8 series particularly? My bother bought a 435i and for a really quite small additional monthly payment could have had a 6-series costing £20k+ more at RRP. The level of discounts have always made the RRPs comical on these models and the subsequent depreciation and used prices fuel the cycle. Perhaps it's quite a different story in the US or Germany but I have always had the impression that these are lubed up and inserted into dealer inventory with threats or promises of more saleable stock to come.

lewisf182

2,084 posts

187 months

Thursday 12th December 2019
quotequote all
These are stunning but IMO horrendously overpriced. £140k with options, there are a multitude of other options I'd consider over this car, Porsche 911 being one.

easytiger123

2,591 posts

208 months

Thursday 12th December 2019
quotequote all
Christ it's quick. Had no idea they were that fast. I still wouldn't have one for half the money though.

anonymous-user

53 months

Thursday 12th December 2019
quotequote all
Is it a luxury GT or a proper sportscar, article appears to indicate it is the former, from the images it look like a very big car indeed.
As it's a slow day in the office, I looked up the dimensions of the cars mentioned in the article (all in meters and with a bit of rounding tolerance). Weight is a big factor as well but varies a lot depending on individual spec of the car, so not included in the table.
Length wise it is definitely towards the luxury GT end of the market, but its by no means the widest. For a laugh I have also added the dimensions of its predecessor, I had expected the 1990s 8-series to be dwarfed by the current cars, but that's not the case.



Kenny Powers

2,618 posts

126 months

Thursday 12th December 2019
quotequote all
Nice looking car but it’s a shame that new BMWs have lost their signature short front overhangs. Most of them now look front wheel drive. I understand this is most likely due to the need to package 4WD, but nonetheless they now look ungainly alongside their stubby-snouted forebears.

MX6

5,983 posts

212 months

Thursday 12th December 2019
quotequote all
I really like the looks of this, something like an upmarket muscle car, a very butch looking machine. I like the black trim particularly the black grill surround more on this than the chrome on the regular 8 series models.

I've not seen an 8 series in the metal yet but it looks pretty huge in the pic's, with it's size and weight it does come across as more of a GT than anything that ought to have an M Competition badge, but that's hardly something new for these big Beemer's.

The case with these types of cars is that I'd assume that anyone who had deep enough pockets to fund this could have themselves a luxury GT like this plus a much more focused machine for more serious performance driving. These big M cars seem to be trying to do everything, which only seems to make sence if you really must only have one car that does everything you require, maybe for some the extra cost to have the M Competition version this is irrelevant. Perhaps if you lived in the city with only one off road parking space then maybe this is the car that ticks the boxes, but that seems quite niche.

I like it but I don't think I find it desirable enough at the £140+ price point as tested here, especially since a regular one starts with a list price of circa £72k which would seem to devalue the top models somewhat.

hu8742

232 posts

124 months

Thursday 12th December 2019
quotequote all
As a few others have suggested, I could never pay more than £100k for a BMW. Once you're over that number then you're into Porsche/AM/Bentley territory and I just think they're a bit more special. Would rather have an M5 at half the price.

This car looks like a very expensive Mustang. It'll depreciate like a stone too, I bet. Just look at the M6 variants.

jimothyc

513 posts

83 months

Thursday 12th December 2019
quotequote all
Disappointed they didn't go with £123,456, Seems like a missed opportunity

Terminator X

14,921 posts

203 months

Thursday 12th December 2019
quotequote all
Just for the record my bog standard M5C (same engine) was dyno'd at 659hp and 640 ft2 torque. The engine is monstrous and BMW play down its power.

TX.

arkenphel

484 posts

204 months

Thursday 12th December 2019
quotequote all
I think it's a lovely thing. It's a proper GT with sporting ability on tap. I do agree that the mode anxiety is a thing, and previous passive set ups were much more enjoyable as you just got on with the activity of driving.

I also think bmw should leave the M sub-brand to the hot cars and make a luxury arm for proper GTs. No way is this a "competition" car.

Helicopter123

8,831 posts

155 months

Thursday 12th December 2019
quotequote all
Love the 8 series but think I would have the non-M, more of a GT.

Would also have it 18 months old and 50% off...

Taaaaang

6,593 posts

185 months

Thursday 12th December 2019
quotequote all
hu8742 said:
I could never pay more than £100k for a BMW. Once you're over that number then you're into Porsche/AM/Bentley territory
Those cars themselves have just skyrocketed in price also.

You'd be lucky to get a brand new Conti for less than 180k I guess.

I'd expect an M8 to be a similar price to a 911 tbh.

PhilboSE

4,321 posts

225 months

Thursday 12th December 2019
quotequote all
Don't understand this statement "The starting price of £123,435 is more or less in line with a well-specced 992 Carrera".

The 992 Carrera starts at £82,793. So the article is saying that the starting price of the BMW, without any options, is in line with a 992 Carrera with £40,000 worth of options. What is that even trying to tell me?

Even if you go to the 992 C4S you would need to stick £25,000 of options on the thing for it to be a similar price to a base BMW 8. Basically they're not comparable at all on price, I don't know why the author even tried to make that point.