BMW M4 CS 2017 Review

What’s that famous saying -- if at first you don’t succeed? BMW could be accused of trying again with the new M4 CS, which arrives in Australian showrooms this month as the latest spin-off since the M3/M4 duo landed in 2014.

Or, the M division could simply be proliferating its model line-up, following in the wheel tracks of German rivals including Porsche, which has paved a well-worn path with countless iterations of the 911.

Whatever the case, the CS arrives in Australia as the sixth M4 offering, priced from $211,610 (plus on-road costs). On money alone, it is positioned between the M4 Competition ($168,010 plus ORCs) and the sold-out, limited-edition M4 GTS ($295,000 plus ORCs).

That middle-tier positioning is re-affirmed by underbody changes which borrow from both the Competition and the GTS.

A 3.0-litre in-line six resides under the bonnet, employing virtually the same mechanics as the Competition model save for additional boost from the car’s variable-geometry turbochargers, says BMW.

The resulting 338kW and 600Nm leverages triple figure acceleration from 4.1 seconds to 3.9 seconds -- interestingly, the quickest of any BMW currently on sale and just one-tenth slower than the GTS.

A seven-speed dual-clutch transmission channels drive to the rear wheels via an Active M differential. The dampers have likewise been recalibrated to a slightly firmer tune than the M4 Competition, which starts out 15 per cent firmer than the M4 Pure. Ditto the car’s ESC calibration.

Cosmetically the CS, which stands for Club Sport, bristles with a carbon-fibre front splitter, carbon-fibre roof, bonnet and boot lid, complete with a guerney spoiler at the rear.

At 1580kg – more than 100kg up on the race-ready, rear seatless M4 GTS — it undercuts the stock M4 dual-clutch by 35kg.

The lightweight ethos permeates elements of the interior, including speakerless door sleeves with compressed natural fibres, a lighter nine-speaker stereo, single-zone climate-control and the omission of rear air-vents.

Australian cars still feature electric seat adjustment and a reversing camera, unlike other markets, and BMW has integrated the latest evolution of its infotainment software, iDrive6.

There is a counter argument to all those weight savings: you could simply purchase a manual M4 Competition and you’d only be lugging round an additional seven kegs over the CS; maybe 8kg if you’re carrying around the $70k in cash you’ve just saved yourself.

Gone is the coil-over suspension, which instead reverts back to three-mode adaptive M suspension, the dual-branch sports exhaust cannot be heard from three blocks away and the revolutionary water injection system of the GTS has been eschewed altogether.

Ten-spoke forged alloy wheels, measuring 19x9 inches up front and 20x10 inches at the rear, lends the CS visual appeal, while Michelin Pilot Sport Cup 2 rubber affirms its dynamic stature.

The tweaked cockpit feels familiar upon slipping into the driver’s bucket, which is nicely bolstered and plush enough for longer journeys. The thick steering wheel, concise displays and upholstery imbue the car with a sense of occasion, a slightly thin-sounding stereo and lightweighting reminding you of the CS’ track-ready positioning.

Like any M4, those cheeky buggers at BMW will ask for more hard-earned if you select Apple CarPlay, which is optional.

In a quick back-to-back comparison, the differences between GTS and CS are stark and pronounced on track. Whereas the former offers almost immediate turn-in response, hunkers down through corners and grits its teeth while allowing access to huge amounts of power, the latter is subject to more body roll and offers less meat in the feel of the steering.

That said, added rear-end feel compared with the regular M4 is appreciated on the CS and goes some way in invoking more driver confidence over the donor car.

There is merit to the increase in power, too, enabling a more linear and accessible bandwidth of ponies compared with the regular M4 Competition. Where the donor car intimidates at times with its unruly application of power, the CS coaxes you on, encourages you.

The proof is in the spread of power. The CS’ inline six reaches peak torque of 600Nm at 4000rpm, while peak power chimes in at 6250rpm. In reality, this is where the party really starts; the CS pulls almost maniacally towards its 7600rpm cutout and truly comes to life. What a buzz.

The CS’ added power and grip is matched by a slightly more liberating stability control suite, one that allows you to hang the tail loose in Sport+ mode (we didn’t turn everything off) before promptly regaining control should things go skewwhiff.

While we can’t speak for the CS’ regular four-piston front and two-piston rear brakes, the optional $15,000 carbon-ceramic brakes -- a 380mm front rotor clamped by a six-piston calliper and a 370mm rear with four-piston callipers – are a nice fit for regular tracking.

A more comprehensive assessment will come in due course, when we are afforded an extended road drive. Until then, the character traits of the M4 CS on a circuit read positively.

The caveat here is the price. The Club Sport lifts the bar over the regular M4, but it asks a lot for the privilege.

You’d reckon a more affordable version with the same mechanicals would be a perfect fit – cue variant number seven.

2017 BMW M4 CS pricing and specifications:
Price: $211,900 (plus on-road costs)
Engine: 3.0-litre six-cylinder twin-turbo petrol
Output: 338kW/600Nm
Transmission: Seven-speed dual-clutch automatic
Fuel: 8.4L/100km (ADR Combined)
CO2: 197g/km (ADR Combined)
Safety rating: Five-star ANCAP