Alpina B8 Gran Coupé 2023 review

While it lacks the edge of its smaller Alpina siblings, the B8 Gran Coupe is a charming alternative to mainstream GT offerings

Evo rating

Price

from £140,300

• Strong performance, discreet design, 200mph capable

• Weight, price

An understated alternative to the likes of the Bentley Continental GT and Mercedes-AMG GT63 4-Door, the Alpina B8 Gran Coupé has proved rather popular since its 2022 launch. Having already sold over 800 examples, primarily to the US, it’s one of the marque’s most important models in its line-up. BMW’s hot M8 left us wanting more, but with a road-biased approach and a more discreet design, the B8 is an attractive proposition.

Alpina designed the B8 as a go-to long-distance tool, with effortless power, class-leading top speed and a distinctive design. Based on the M850i, it comes with a development of its 4.4-litre twin-turbocharged N63 V8, fettled for an increase in useable power and torque. A peak output of 612bhp puts it just 4bhp behind Munich’s M8 Competition, with torque 37lb ft higher at 590lb ft. For reference, the Bentley Continental GT extracts 650bhp from its flagship W12, with a Porsche Panamera Turbo S managing 621bhp.

This new-found power comes courtesy of some nifty tweaks to that N63 V8, with Alpina uprating the turbocharging system, adding bespoke coolers with 50 per cent more surface area and improving cooling of the eight-speed ZF automatic to allow for that torque bump. With power sent through BMW’s xDrive all-wheel-drive system, 0-62mph is said to come just two-tenths behind the M8 Competition Gran Coupe at a brisk 3.4sec, with the standard speed limiter removed for a 201mph top speed – only the W12 Continental GT exceeds this with a 208mph figure.

Having sampled Alpina’s flagship B5 GT, the B8 Gran Coupe feels an entirely different prospect. With an even greater focus on luxury, its tastefully trimmed cabin feels more akin to a Bentley product than one from BMW, with excellent build quality and materials. Customers are given the freedom to customise their example in whatever lurid configuration they desire, but our test car looked particularly appealing, finished with satin chrome trim and grey wheels – given the industry’s obsession with gloss black, this is something I can get behind.

Zandvoort is the location for our test, and while a fascinating circuit to drive, it’s perhaps not the best place for a B8. Nevertheless, when under way, the B8 offers some of the same confidence-inspiring grip and stability as the B5 GT, handling Zandvoort’s tricky, high-speed banked sections without an issue. What the track does expose, though, is its weight. At 2100kg, the B8 Gran Coupe is heavier than even the B5 GT Touring, and with a lower power output, power-to-weight stands at 296bhp/ton. Of course, kerb weight is hardly a priority in a luxury GT, but with a less rear-driven configuration than we’d like, it does contribute to a dose of understeer at the limit – off-centre steering precision is also lacking, with its overly thick steering wheel delivering very little in the way of feel.

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All-wheel drive and an output in excess of 600bhp will always be a recipe for some strong straight-line performance, and this is no exception. Given its high weight figure, though, the B8 doesn’t have quite the same urgency as similarly powerful rivals. Braking performance is more than adequate for a spirited drive, however, with its four-piston front, floating rear calipers acting upon 395mm and 398mm discs front and rear – extended track sessions aren’t their strong suit, but this is far from its typical use case.

A set of Eibach springs are fitted at all four corners alongside adaptive dampers, with Alpina utilising new hydro mounts for the front struts for refined ride quality. While we’ve only sampled the B8 on track, refinement is impressive – speaking to the engineers behind its bespoke Pirelli tyres, the B8 receives sound insulation foam on the front axle only in order to eliminate unnecessary frequencies, and it certainly does the trick.

Speaking of tyres, the B8 runs 245- and 285-section rubber front and rear, with a profile of 35 front and 30 rear on 21-inch wheels. Though this set-up provides the striking Alpina image, a 30-profile tyre on UK roads is a brave choice – if punctures and buckled wheels aren’t a concern, ride quality certainly could be.

Despite its supercar performance, the B8’s design is just as understated as the rest of the range. Building on the M850i, a new front splitter, rear diffuser and boot-mounted lip spoiler are the key giveaways. Within that diffuser are the quad exit tips for its new exhaust system, with trademark 20-spoke wheels the sole wheel option. The cabin can be completely reupholstered to the buyer’s liking, with branded door sills, new aluminium shift paddles and other subtle Alpina touches scattered throughout. Its standard seats could be more supportive for the track drive we’ve given it, but stick to the B8’s typical use case and you’re unlikely to have any issues.

The B8 Gran Coupe isn’t as driver-focused as Alpina’s B4 or B5 GT, but with even more refinement, luxury and an abundance of useable performance, there’s no doubt it meets its GT brief. Priced from £140,300, it comes at a £4710 premium to the BMW M8 Competition GC, and almost £30,000 more than the M850i it’s based on. Stack it up against the £145,900 Porsche Panamera Turbo S E-Hybrid and things don’t seem so dire, with the likes of the Bentley Continental GT offering considerably less on-paper performance for the money – the 542bhp V8 model starts at just under £200,000. As Alpina moves towards its 2025 contract with BMW, we’d say it’s wise to embrace these eccentric models while they’re still around…

Keyword: Alpina B8 Gran Coupé 2023 review