2025 BMW M4 Competition xDrive Cabriolet Review: More Power

Of the things the 2025 BMW M4 needed, more power wasn’t one of them.

Not every version of M’s middleweight bruiser gets the bump, mind you. For 2025, Only xDrive all-wheel drive variants feature a corral 20 horses stronger—now 523 horsepower—and only Competition models can be specced as such. This year the convertible is a Competition-only affair, too. Unless you’re going for the sharpened M4 CS then, this 2025 M4 Competition xDrive Convertible is top o’ the line.

With Audi leaving this particular sub-segment, and Mercedes’ future still unclear, the droptop M4 has the market more or less to itself. Does this facelifted model improve upon the exceptional all-rounder capabilities of the M4? Let’s find out.

What’s New for 2025:

Not just the pumped-up pony count. BMW has tweaked the M4’s looks, though the changes are limited to the lighting elements front and back. The headlights now feature vertical, arrow-shaped lighting signatures, while the taillights adopt a curvy, wave-like motif to their interior elements. Don’t discount the typical color and wheel tweaks as well.

Inside, BMW’s latest infotainment system runs across the single curved display.

Those wanting a purist experience can still order the bog-standard M4 (or M3), which sticks to rear-drive and an honest-to-goodness six-speed manual. This entry model still produces the same 473 horsepower as yesteryear, which is now what the (slightly) smaller M2 flexes for ’25.

Exterior Style:

Yes, the tall grille remains; maybe it’s exposure, but it hardly shocks nowadays. The spec of this tester helps: the pretty Laguna Green paint is a welcome sight, contrasting with the warm hues of autumn. Don’t forget the silver wheels—yes, we can actually see the intricate design this way. What a concept!

To these eyes, the convertible outscores the coupe. The tin-top model concentrates a lot of visual weight around its C-pillars, right above the rear wheels; the droptop er, drops that.

Powertrain and Fuel Economy:

It is not lost on me that the M4 is now throwing down the same horsepower as the V8-powered M50i and M60i models of its larger siblings. (Torque is unchanged at 479 pound-feet.) The inline-six is explosive in its power delivery, suffering from practically zero turbo lag as it zings towards its redline. Not many cars can surpass 7,000 rpm these days, and while the M4 does its best work south of that mark, the sharp throttle response and cultured yowl encourage the driver to explore nonetheless.

I can wax lyrical about the six-speed all I want, but the eight-speed auto ‘box is an excellent match here, keeping up with the sledgehammer power delivery in attack mode, or smoothly sloshing between ratios on the cruise. There’s a bit of agricultural shunting during low-speed, uneven throttle usage, but that’s the only fly in the ointment. Whether left to its own devices or operated via wheel-mounted paddles, the transmission is DCT-quick in its shifts. Like power outputs, BMW’s quoted 0–62 mph (0–100 km/h) time of 3.9 seconds is likely conservative too.

Folks dropping six figures on a new convertible probably aren’t too bothered by fuel economy. Nonetheless, the M4 was surprisingly light on the wallet. I saw just shy of 20 mpg (11.8 L/100 km) across the week, with zero attempt to save fuel.

Handling and Drivability:

With its power-folding lid, the M4 cabrio is on the wrong side of 4,000 lb (1,815 kilograms). The weight manifests early: get past the sharp initial turn-in and the M4 is dense, like a linebacker locked on target. Like most modern BMWs the steering is quick but light on weight and feedback; sportier modes beef up the former but don’t do much to help the latter.

The xDrive system is distinctly rear-biased, allowing for active tailoring of the M4’s trajectory in, through, and out of corners. There’s also the option to fully disconnect power to the front wheels. Further tailoring of aspects such as the throttle response, brake pedal feel, and shift aggression allows drivers to hand-pick their preferences and map them to one of two M buttons on the wheel. The ideal quick progress setup sees hot settings for all but the throttle response: the most extreme setting can make the M4 jumpy on public roads, and is best saved for the track.

Even with the added heft, the brakes remain up to the task of hauling the M4 down time and again, with a positive pedal feel right across its travel.

Ride Quality and Comfort:

So the M4 is too big and heavy to be a scalpel-like sports car? That’s fine: embrace the slightly laidback nature and the Bimmer shines. Ride quality is surprisingly supple in the right mode, keeping an edge of firmness to remind drivers of its capability, yet breathing with the road. This is accomplished with almost zero body lean, too.

BMW’s standard sport seats are the perfect match here, holding folks in place without ever feeling restrictive. Fall nights can get chilly, so the built-in air vents to keep necks warm are most welcome.

I won’t pretend adults will want to road trip in the back seat, but it works in a pinch.

Interior Style and Quality:

The 3 and 4 Series both hue close to the classic BMW cabin: a clean dashboard design framed by trapezoidal air vents, with climate and audio controls centralized. The wide center console houses more buttons than any other surface, most of which focuses on the driving behavior or roof operation. The cream-and-black color scheme is appropriate for the cabrio, adding to the airy feeling. Material quality is suitably swanky, including the welcome stretches of leather along the sides of the back row. There are zero creaks or rattles from the roofectomy, nor even the spectre of cowl shake.

Tech and Safety:

iDrive 8.5 is the second go at BMW’s current infotainment system, altering the main screen for fewer bouts of menu-hunting. It’s generally excellent, with quick responses and good multitasking available. Wireless Android Auto and Apple CarPlay are both here, with quick and easy setup. While BMW has succumbed to the touchscreen climate control trap, at least it still offers digital buttons for bits like separate heated steering wheel and seats. Looking at you, Benz. Seat ventilation is also very handy, even this late in the year.

Long gone are the days of M cars being stripped-back enthusiast models. The M4 comes with a full battery of driver assists, from full-range adaptive cruise control to a 360-degree camera, the latter helpful when the top is up.

Final Thoughts:

The 2025 BMW M4 Competition xDrive Convertible is basically a Nissan GT-R in a fancy suit for those who’ve grown up since Nissan’s now-dead digital supercar debuted. And have a healthy supply of sunscreen. It is quick, capable, and built with a vault-like quality that suggests it will be a good long-term investment. Okay, that last bit isn’t very GT-R like after all.

The xDrive model affords buyers both pony-count bragging rights and the extra security, real or imagined, that AWD provides. It’s neither better nor worse: it’s just more.

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