2024 BMW M8 Competition Coupe Review: Hyperdrama

I’ll admit it: I was wrong about the 2024 BMW M8 Competition Coupe.

It’s not that I was against the 8 Series in general. The M850i is a wicked-good grand tourer, especially in convertible form. I still regularly sing the praises of the 2022 Alpina B8 to anybody who will listen. But the M8 always seemed to fall between two stools for me: too big to be truly sporty, too sporty to be a satisfying GT. An M5 did everything it did, with more space and a revered badge.

The magic of modern tech has shrunk the space between the stools. When pressed into duty as a cottage weekend shuttle, the M8 ably gobbled up miles, but it was the wriggly bits between where it truly shined. This isn’t just the biggest, most expensive, most powerful Bimmer coupe to wear the M badge; it might be the most satisfying to drive.

I’ll happily state that the 8 Series coupe is the best-looking current BMW. An argument could be made for the current X5 I suppose: it’s a handsome SUV after all. But the M8 is a stunner, a lesson on proportions that is only possible on sprawling grand tourers. It looks impossibly low and wide. The aggressive forward stance, like a sprinter in their blocks, contrasts with an elegant window line. The multi-spoke, multi-finish 20-inch alloy wheels fill the arches well, and Marina Bay Blue is a suitable color: rich and eye-catching, but not as shouty as some of the wilder choices on the M8’s smaller siblings.

Is there still an uncomfortable amount of Mustang to the rear three-quarter? Yes. Will folks other than car nerds care? Doubtful.

When BMW updated the M8, it cut the regular model from the lineup, keeping only the Competition. That means 617 horseower and 553 pound-feet of torque is now the standard output, as always being sent through that trusty ZF-sourced eight-speed automatic. BMW’s xDrive all-wheel drive system is standard, though folks feeling particularly confident can disengage drive to the front axle. I’ve done it before—on track—and it allows the M8 to function as a six-figure smoke machine, so long as you have quick reflexes. Needless to say, I keep the AWD on during the week.

This engine is remarkable. Hugely tractable, quick-revving, and almost certainly underrated in that modern BMW tradition, it is a powerhouse that bends space and time to its will. BMW quotes a dash to 62 mph (100 km/h) in 3.2 seconds but I’d be shocked if real-world runs don’t start with a 2. Accompanying the headrush is a rich, cultured roar, occasionally punctuated with a fusillade of pops and and bangs from those four oversized exhaust tips.

The ZF continues to be the gold standard of autos, ably keeping up with the onrush of power with rapid-fire shifts, only to then lay back and relax when cruising along, smoothing gearshifts to the point only the tachometer gives the game away.

Despite all this available firepower, the M8 is remarkably fuel efficient. Yes, most of our miles together were on highways to and from the cottage. The ones that weren’t were… spirited, to say the least. Yet the M8 was matching its highway economy figure of 22 mpg (10.7 L/100 km).

With a standard adaptive suspension acting upon the traditional double wishbones up front and a multi-link rear, the M8 is far more agile than its chunky curb weight (circa 4,295 pounds / 1,948 kilograms) would suggest. There is massive grip from those tires, and the xDrive system is very obviously rear-biased, allowing the M8 to rotate around decreasing radius corners with ease. The thick steering wheel is traditional BMW in the sense that it doesn’t provide much feedback, but there is satisfying weight to it, even on-center, and it’s very linear. The M8 lets you explore, that long wheelbase making it more approachable than something like an M2. Lift off mid-corner and it gamely tightens its line; apply power and the rear will adopt just a bit of attitude, the torque vectoring ensuring there’s no power wasted.

This tester has the optional carbon ceramic brakes. Are they necessary if you aren’t tracking your big, six-figure coupe? Probably not. But the sheer power and fade-free nature boost driver confidence. The pedal has just a skoosh of squish at the top, but work past that and the M8’s brakes are easy to read and modulate.

No doubt about it, the M8 sacrifices some of the fluid grace of the M850i for iron-fisted body control. It sits lower, it has stiffer springs and engine mounts, more chassis bracing, and a bit more front negative camber. Of course.

Dial absolutely everything back to the softest settings and the M8 is almost—almost—cossetting. It’s too tightly wound to truly relax, but there’s compliance under those tensed muscles. With four people and all their assorted bags on board for a cottage weekend, the M8 is practically a time machine on long highway drives, settling in and simply coasting over most irregularities. The occasional thwack of an expansion joint or big rig-created pothole are the only interruptions. Well, those and the irresistible blats from a paddle-actuated downshift or three.

But why spec the M Carbon buckets? Okay, they do look cool with the cutouts and the light-up M badges, and the driving position is pretty excellent once you’ve cleared the high sides and silly thigh separator. Prepare to sacrifice the range of adjustability however, and anybody getting in and out of the back has a good chance of either damaging the pretty CFRP backs or cracking their knees off ‘em. At a roadside pitstop, the tiny aperture resulted in one snagged (and thus destroyed) flip-flop. Yes, folks fit back there, but the M8 is the opposite of a Tardis: big outside, tiny inside.

While I’m a big fan of BMW’s continued adventurous approach to cabin design, I recognize that it might not be for everyone. For those wanting the peak traditional Bimmer cabin, look no further than the M8.

Likely due to its niche status, the coupe continues on with the last-generation approach: a dedicated gauge cluster, separate infotainment screen, and a big central stack grouping most controls in a readily-accessible space. Nearly everything is covered in either Alcantara or rich Merino leather. It’s all put together with the quality you expect of a vehicle deep into six figures, too. With zero creaks and not so much as a wiggle from a trim piece, the M8 feels like it’ll last a lifetime.

As hinted at above, the M8 makes do with the last generation of iDrive. It serves as a welcome reminder of how good we had it: it isn’t quite as pretty or as quick-reacting as the latest setup, but it’s easy to learn, and works in conjunction with physical buttons for better usability. Wireless Apple CarPlay and Android Auto? Present, though the wireless charger shows its age by being barely big enough for a modern phone. The digital instrument cluster is sharp, and the head-up display augments it with additional pertinent info.

The Bowers & Wilkins sound system slaps. This is a big car with ends practically in the next area code, so the interactive 3D portion of the 360-degree camera proves helpful while navigating the rustic parking lots of cottage country.

This is where the M8 argument starts to fall down.

To start, the sticker is already $139,795 ($162,980 CAD) before options, landing right between an AMG GT 55 and the SL 55. From there, this tester checks just about every box. The final tally of this Canadian-spec tester is $189,630 CAD; the closest US equivalent is a $164,995 after the gas guzzler tax.

At this level, the M8 is knocking on some fancy doors. Porsche is one thing; Bentley and Aston Martin aren’t far off. The 911 lacks the sledgehammer delivery and is too ubiquitous, but it’s just as practical and likely comes with vault-like residuals. I can’t speak to the Brits, unfortunately. A Jaguar F-Type offers up more theatrics, but it’s a strict two-seater. Want stunning? A Lexus LC is two thirds the price: not as rapid or as engaging but aces the visual and auditory tests.

The 2024 BMW M8 Competition Coupe wormed its way into my heart over the cottage weekend. Yes, it’s pricey. Yes, its rear seats are a modern form of torture for adults. Yet as a range-topper tasked with rationalizing the luxury of a big grand tourer with the hooliganism of modern M, all with style for days, the M8 is a bullseye. It can be fun and engaging in a way little else manages in this category, or do the swanky road tripper act in a few button presses. It is indulgent and excessive and the feel-good album of the summer; I miss it more than I expected to. I’d still not spec those silly seats, though.

Become an AutoGuide insider. Get the latest from the automotive world first by subscribing to our newsletter here.