The new BMW M3 CS special-edition model delivers a finely judged blend of high performance and complete everyday practicality. At the exact same time, the engineers at BMW M GmbH have triumphed further afield the energetic, emotion-packed nature of this BMW M3 with a carefully crafted outfit of modifications.
The engineering is powerful, with features such as a magnesium sump, a forged crankshaft, two variable-geometry turbochargers, and also a closed-deck crankcase, but it carries it all gently. All you have to know is it’s high tech and it functions , but it’s not the CS’s highlight. It’s the chassis. One of the M3’s most significant shortcomings was the lofty sense of its back roll center. That has gone.
2018 BMW M3 CS Exterior and Interior
It is only 66 pounds lighter than the M3 Competition Package, and a part of that is the reduction of the full center console cubby to save every available ounce. Sure, there is a carbon-fiber roof, and also its own CFRP hood is 25 percent lighter than the metal one, but the car still weighs 3,494 lbs. Inside, the center cubby’s departure leaves the inside looking a bit disjointed, stranding a lone USB plug behind the handbrake lever. The heavily manicured front seats work brightly, with a two-tone leather and Alcantara mix, while there’s also a Harman Kardon sound system, Navigation Professional and climate control.
You will find aero fiddles, also, with a bigger front splitter that smells like speed-hump lure and a trunklid spoiler which looks suspiciously as if it was swiped off an Alfa Romeo Giulia Quadrifoglio. But the largest jump in utter speed comes from a pair of Michelin Pilot Sport Cup 2 tires which are innovative and easily manageable, as well as being Super Glue tacky.
There’s more. It scores toys like an active M differential, the adaptive M suspension along with a Sports exhaust, all to help with the bits of road involving the tipping point of a corner and the upcoming right bit. Its three-stage dampers function best in Comfort style on the road or at Sport in case the blacktop is super smooth (and almost never in Sport+ mode, which is so comically hard it might crack diamonds). There is a separate adjustment switch for the steeringsystem, and it, also, has two good modes (Sport and Sport+) and one you’ll want to jump past every time (Comfort).
In sum, the CS is a M3 that enjoys to perform . We smacked it up to its rate limiter on the Autobahn, hurled it around a couple of slalom tracks, ripped around a two-mile track and essentially just threw it everywhere. And that’s a significant difference from even the Competition Package: Not only are you able to throw it into corners instead of always caressing it, but the car will enjoy it. No previous version of the M3 is as coherent.
It has exquisite equilibrium, and responds immediately and directly to steering inputs. Its performance envelope accommodates both soft and heavy-handed drivers, and gives them similar flat-rate rate, no frights, and lets them float on giggles. It ripped to the rate limiter on the Autobahn with no hint of uncertainty, even under heavy braking, and shone with all three flexible modes in Sport.
On backroads, however, the automobile was undoubtedly quicker and calmer with the damping in Comfort mode, where it kept the rubber to the road more, though it felt sharper in Sport. Its ride quality is a bit of a shock, also, and isn’t much sexier than the usual standard 3 String although running on forged metals and 265/35 R19 front and 285/30 R20 back tires.
The biggest leap forward is its high-speed equilibrium, especially direction fluctuations in the seven-speed dual-clutch’s top three gears. The stock version may feel a bit tiptoed at the rear, however, the CS sits flatter and feels reduced, whipping through using a balance that allows quick drivers to lean on the tail or the nose without puckered privates. It came as a jolt when M suspenioneers insisted that they had only tweaked the skid-control software and the hardware has been untouched. The coding tweak squeegies out the past iffy piece of managing from the M3, leaving a positive, poised and merry companion.
It’s at its best when it is being completely hurled at corners, as more energy equals more accuracy. It is a lot more than simply more sting out of the tires, and it has the good manners to become incredibly forgiving when you push too hard. The steering ranges involving comparatively heavy and really hefty (Sport+), however it is always true and always quickly, although the wheel is now so fat it seems like gripping a pair of Coke cans.
The optional carbon-ceramic brake rotors make a quick car even quicker by making the most of the added grasp of the Michelins, even though it may still be caught out over bumps that unweight the wheels. The beauty of this is the CS feels balanced in a way that the M3 wasn’t before, and agile in a way that feels like a slightly larger M2. All the while, since the chassis’ cornering muscle is attempting to pull your head off your neck, that motor keeps punching and yelling then, when you believe you’ve got it covered, you find launch control also it warms even harder. There is enormous depth and scope to its own vocals, also, and where the older M3 sixes howled and screamed for their rev limits, the CS keeps its manliness all the way to 7,600 rpm.
2018 BMW M3 CS Under the Hood
M quotes a 0-to-62-mph period of 3.9 minutes and a 174-mph top rate, with another 10 horsepower (around 453 horsepower) and 37 additional pound-feet of twist (now 443 lb-ft) within the Competition Package. For added impressiveness, that’s up 28 hp over the stock M3. The straight-six constantly starts in its own Efficient mode (instead of Sport or Sport +), so there’s a subdued menace to its daily greeting. The four-pipe exhaust leaps into a more in-your-face danger in its tougher modes, stuffed with a deeper growl, cracks and burbles, and it snarls at every flick of the gas.
The engine’s secret weapon is its torque. Even the M3 CS can burst to the limiter in a straight line, but it’s hugely impressive when it’s short-shifted on the wheel-mounted paddles controlling the seven-speed M Double Clutch Transmission (the only available transmission, for better or worse), permitting you to keep your foot inside over larger lumps. It has got the mid-range gristle to be equally as fast from corners as though you had been at 7,000 rpm. It’s one for the M3 lovers, for sure, and it is finally an F80 M3 you could properly love and live with each day, even with its ridiculous pace.
2018 BMW M3 CS Price and Released Day
There will just be 1,200 of them sold worldwide, and Europe’s share is nearly sold out already. The U.S. scores the lion’s share, however, M won’t build our 550 automobiles before June, so don’t expect to find that the $97,000 sports sedan on a corner anytime soon.