2015 BMW M4 vs 2015 Jaguar F-Type Coupe V6S

BMW M4 | September 22nd, 2014 by 0
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Canadian magazine Autos compares the 2015 BMW M4 and the 2015 Jaguar F-Type Coupe V6S. The comprehensive review looks at the exterior and interior design …

Canadian magazine Autos compares the 2015 BMW M4 and the 2015 Jaguar F-Type Coupe V6S. The comprehensive review looks at the exterior and interior design of the two sportscars, as well as at the driving experience.

Jaguar has priced the F-type Coupe below the roadster. The cheapest F-type Coupe is the V6, which costs £51,250, while the V6 S is the more expensive option. Both V6 models use the familiar 2995cc V6, breathed on by a supercharger to produce a choice of 335bhp or 374bhp. Torque remains around 330lb ft on both models, and that pulling power is available all the way from 3500-5000rpm.

The Jaguar F-Type V6 S Coupe starts at 1601 kg but it can weight up to 1700 kilos.

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After four years in development, the new M3 and M4 graduated with BMW’s latest turbocharged engine, a 3.0 liter six-cylinder unit that has replaced the fans’ darling, V8 naturally aspirated powerplant.

Even though it offers less cylinders and a smaller displacement, 4.0L V8 vs 3.0L straight-six, the new engine and its two turbochargers give it even more oomph than before, while reducing emissions and increasing fuel economy. The torque also sees a significant hike, 110lb ft to 405lb ft between 1850rpm and 5500rpm.

Use of lightweight materials slashes the kerb weight by 83kg to 1497k (3300 lbs) for the manual transmission. The M-DCT gearbox adds 40 kg over the six-speed manual.

Here is an excerpt from their review:


While “on-paper” figures mean a little more here than they may in other segments (these are sports cars after all, and power is prime), it would be a shame to just look at the bold print and write off the Jag.

It’s a little down on power in this V6S trim and costs a little more, but it’s also lighter, its shorter wheelbase means it’s a little more quick to react and the way the car seems to shrink around you when pushed is how a sports car should feel.

Then, there’s the sound. Even with Dynamic Mode deactivated (this adds exhaust baffling as a default), the drone emitted through those potato canon tailpipes leaves little to the imagination. Activate Dynamic Mode with a flip of a (copper, of course) toggle switch mounted northwest of the gear lever and the sound becomes absolutely feral, the banshee-like wail interrupted only by satisfying “CRACK-CRACK-CRACK” through the exhaust between shifts or when backing off the throttle. It’s loud (I’d open the windows while passing through a tunnel just to get the full effect), it can be heard coming for miles and to be honest, while there’s a button used just to activate the loud exhaust, we used it more to deactivate the noise in Dynamic Mode (it defaults to “on” as soon as you select Dynamic). It sounds great, but it can be a little too much after a while.

Trouble is, as loud as the proceedings are, they’re not always accompanied by as much forward progress as you’d like.

Both peak horsepower and torque come at 6,500 rpm, which is just a little more than you’d expect from a supercharged power plant, superchargers normally being used to boost power at lower revs. As a result, you’re left having to rev the car almost as much as you would most turbocharged engines to get that thrust, that push in your chest as you hurtle forward.

Unless, of course, your turbocharged car happens to have two turbochargers with BMW TwinPower tech, as the M4 does. It makes its peak hp at 5,500 rpm and keeps things on boil all the way to 7,300. Which is great even though you’ll likely already be holding on because peak torque comes at a 1,850 rpm and continues spiriting you forward at 5,500. That’s a powerband you can work with and it’s something the Jag simply can’t match. This M4 is seriously fast.

We talk about the Jag weighing less, but BMW has made numerous adjustments including that aforementioned carbon-fibre roof, aluminum fenders, aluminum hood, a carbon driveshaft and even a carbon strut tower brace to help lower the curb weight to a respectable 1,601 kg.