The BMW M4 DTM received its homologation papers ahead of the 2014 DTM season, marking the end of development before the season opener in May 4. Until that date, BMW will be optimizing the new systems for each of its factory supported teams.

BMW Motorsport engineers started to look ahead to 2014 and began working on the development of the new BMW M4 DTM well before the start of the 2013 DTM season. The first model made its first appearance in the wind tunnel at the BMW Group’s Aero Lab on April 22, 13 days before the opening race of the 2013 season in Hockenheim. In the summer of 2013, while continuing with aerodynamic testing, the experts in Munich turned their attention to designing new suspension parts. The new components made their first on-track outing in December 2013, but still within the BMW M3 DTM at that point. The final parts for the chassis of the BMW M4 DTM were in production by the turn of the year, allowing the BMW teams to assemble the first models of the new car in January and February. The BMW M4 DTM took to the track for its track debut in Monteblanco, Spain on February 11 this year.

For this reason, the BMW Motorsport engineers devoted a lot of time to issues such as aerodynamic drag and air flow. As on the production model, the air curtains at the front of the BMW M4 DTM are designed to reduce air drag. The contoured roof line decreases the front surface area of the BMW M4 DTM and further reduces aerodynamic drag, while the flatter rear window optimizes airflow towards the rear wing.

The production version of the BMW M4 Coupé provided BMW Motorsport with a perfect basis for developing the DTM racing car. Hardly surprising, given the fact that the primary goal of the BMW M GmbH engineers working on the BMW M4 Coupé was to create a robust car suitable for use on the racetrack.

Following the tests, BMW Motorsport Director Jens Marquardt is looking forward to carrying over the momentum of the highly successful M3 into the new generation M4.

“For me, the BMW M4 DTM is an absolute highlight,” he said. “Like its production counterpart, it looks fantastic and it also made a positive first impression at our tests. Unlike when we were developing the BMW M3 DTM for our return to the DTM in 2012, this time around we were able to call upon the wealth of experience gained over the last two seasons. Despite this, we still have a long road ahead of us – the opposition have continued to develop their cars in the meantime. It is important to continue gradually improving the new car and ensure we can get the very best out of it, in order to be able to compete on a par with our strong and experienced rivals right from the outset with the BMW M4 DTM. I am confident we will achieve this. Every DTM fan can already look forward to the first showdown in Hockenheim on 4th May: only then will we know exactly how competitive the BMW M4 DTM really is.”

The new car will make public appearances out on the track at the official ITR tests in Budapest, Hungary from March 31 to April 3, then at the final test in Hockenheim from April 14 to 17. Like last year, the official presentation of all eight BMW M4 DTMs on April 25 at BMW Welt in Munich will provide BMW Motorsport fans with a taste of what they can look forward to in the new season.

Technical data for the BMW M4 DTM

Chassis: carbon-fibre monocoque with integrated tank and steel roll cage; carbon-fibre crash elements on sides; carbon fibre crash elements on front and rear

Length/width/height: 4,775 mm/1,950 mm/approx. 1,200 mm

Tank capacity: 120 litres

Engine: 90° V8 aspirated engine, four valves per cylinder, 2 x 28.0 mm air restrictors (in accordance with regulations)

Capacity: 4,000 ccm

Output: approx. 480 bhp (with air restrictors, in accordance with regulations)

Max. torque: approx. 500 Nm

Engine management system: Bosch MS 5.1 engine control unit, central display

Transmission: Sequential 6-speed sports gearbox, operated via pneumatic shift paddles mounted on the steering wheel; 4-plate ZF Sachs carbon-fibre clutch; adjustable multi-disc limited-slip differential

Front axle/rear axle: Double wishbone axle with pushrods and adjustable shock absorbers with six settings; H&R coil springs

Brakes: Hydraulic dual-circuit braking system; monoblock, light-alloy brake callipers; inner-ventilated brake discs at front and rear; brake-force distribution can be adjusted by driver; electromagnetic starting valve

Wheels: Forged aluminium rims; 18x12-in. front, 18x13-in. rear

Tires: Hankook; front: 300-680-18, rear: 320-710-18