If there is one car that BMW should build, then it has to be a BMW M3 Touring. The M Wagon has been a dream of many generations, but the story has always been the same – there is no market for it or a decent business case. So as no surprise, tuning companies have taken on the challenge to build their own version of an M3 Touring.
The M3 CS marks a significant step up from the base M3 and even from the Competition model. The horsepower increase over the M3 Competition is modest, from 444 horsepower to 453 (the regular M3 makes 425), but the torque boost is strong: The S55 twin-turbocharged 3.0-liter inline-six, in this iteration, peaks at 443 lb-ft, versus 406 for the base and Competition models. The result, Munich claims, is zero to 60 mph in 3.7 seconds and a top speed governed at 174 mph. In our test of the Competition model, it got to 60 mph in 4.0 seconds flat and was governed to 163 mph.
The ease with which the M3 CS attains triple-digit speeds is incredible. There is an excess of power on tap at all times, delivered with a mischievous eagerness. We didn’t detect the slightest turbo lag, and this straight-six relentlessly revs up to 7600 rpm. The exhaust is louder than on the regular M3 (it varies with the selected driving mode via electrically operated flaps in the exhaust system), and when you take your foot off the gas, there is a perfectly engineered crackle. Sport Plus is our favorite setting for the powertrain, and we prefer the fastest setting for the gearshifts of the seven-speed dual-clutch automatic.
Because, alas, there is no manual-transmission option on this ultimate M3. To be sure, the dual-clutch gearbox does everything right. The shifts are quick and refined, and if you prefer to use the console shifter instead of the paddles on the steering wheel, it is configured properly: Pull back to upshift, push forward to downshift, just like in a racing car. This is exactly as you want it, given the severity of the M3’s acceleration and braking forces.
The chassis works in perfect unison with the engine. Compared with the base M3, the entire window of characteristics is pushed toward an even sharper, more competitive edge. Frank van Meel’s team has tinkered with the stability-control system, the electrically assisted steering, the rear differential, and all the driving modes.
We drove the M3 CS on Michelin Pilot Sport Cup 2 tires, size 265/35ZR-19 up front and 285/30ZR-20 in the rear, and with the optional ($8150) carbon-ceramic brakes. Slightly less aggressive Michelin Pilot Super Sport summer tires will be standard in the United States. The differences among the driving modes are significant—the Comfort setting of the dampers leads to a relatively wallowy ride for such a focused driving machine, Sport is ideal for most occasions, and Sport Plus is so stiff that it works well only on very smooth surfaces.
The same settings apply to the power steering. We find that an artificially heavy steering feel doesn’t signify sportiness, and thus we prefer either the Comfort or Sport settings but not Sport Plus, which is heftier without adding any feel for the road surface.
You can also fiddle with the stability control; while turning it off entirely is recommended only for expert track drivers, we found the intermediate setting to be a smart and happy compromise between hyper-vigilant intervention from the computers on the one hand and a reckless dismissal of electronic supervision on the other. But the M3 CS leaves you the choice. Approaching the limits of adhesion in the sportier modes is a safe and fun affair, with plenty of feedback from the chassis.
Even if you happen to be stuck in traffic, the M3 CS offers something more than the standard model: Its cabin is adorned with specific microfiber suede decor. The strips on the passenger side of the dash and on the steering wheel are pure awesomeness. And the light-gray and black leather on the seats is specific to the M3 CS.
The M3 CS marks a significant step up from the base M3 and even from the Competition model. The horsepower increase over the M3 Competition is modest, from 444 horsepower to 453 (the regular M3 makes 425), but the torque boost is strong: The S55 twin-turbocharged 3.0-liter inline-six, in this iteration, peaks at 443 lb-ft, versus 406 for the base and Competition models. The result, Munich claims, is zero to 60 mph in 3.7 seconds and a top speed governed at 174 mph. In our test of the Competition model, it got to 60 mph in 4.0 seconds flat and was governed to 163 mph.
The ease with which the M3 CS attains triple-digit speeds is incredible. There is an excess of power on tap at all times, delivered with a mischievous eagerness. We didn’t detect the slightest turbo lag, and this straight-six relentlessly revs up to 7600 rpm. The exhaust is louder than on the regular M3 (it varies with the selected driving mode via electrically operated flaps in the exhaust system), and when you take your foot off the gas, there is a perfectly engineered crackle. Sport Plus is our favorite setting for the powertrain, and we prefer the fastest setting for the gearshifts of the seven-speed dual-clutch automatic.
Because, alas, there is no manual-transmission option on this ultimate M3. To be sure, the dual-clutch gearbox does everything right. The shifts are quick and refined, and if you prefer to use the console shifter instead of the paddles on the steering wheel, it is configured properly: Pull back to upshift, push forward to downshift, just like in a racing car. This is exactly as you want it, given the severity of the M3’s acceleration and braking forces.
The chassis works in perfect unison with the engine. Compared with the base M3, the entire window of characteristics is pushed toward an even sharper, more competitive edge. Frank van Meel’s team has tinkered with the stability-control system, the electrically assisted steering, the rear differential, and all the driving modes.
We drove the M3 CS on Michelin Pilot Sport Cup 2 tires, size 265/35ZR-19 up front and 285/30ZR-20 in the rear, and with the optional ($8150) carbon-ceramic brakes. Slightly less aggressive Michelin Pilot Super Sport summer tires will be standard in the United States. The differences among the driving modes are significant—the Comfort setting of the dampers leads to a relatively wallowy ride for such a focused driving machine, Sport is ideal for most occasions, and Sport Plus is so stiff that it works well only on very smooth surfaces.
The same settings apply to the power steering. We find that an artificially heavy steering feel doesn’t signify sportiness, and thus we prefer either the Comfort or Sport settings but not Sport Plus, which is heftier without adding any feel for the road surface.
You can also fiddle with the stability control; while turning it off entirely is recommended only for expert track drivers, we found the intermediate setting to be a smart and happy compromise between hyper-vigilant intervention from the computers on the one hand and a reckless dismissal of electronic supervision on the other. But the M3 CS leaves you the choice. Approaching the limits of adhesion in the sportier modes is a safe and fun affair, with plenty of feedback from the chassis.
Even if you happen to be stuck in traffic, the M3 CS offers something more than the standard model: Its cabin is adorned with specific microfiber suede decor. The strips on the passenger side of the dash and on the steering wheel are pure awesomeness. And the light-gray and black leather on the seats is specific to the M3 CS.
