2019 BMW M4 CS review

2019 BMW M4 CS

MSRP $101,400.00

“The CS significantly elevates both the looks and performance of the M4, but the price doesn’t match the upgrades.”

Avg

• Sharp aesthetic upgrades

• Appropriate handling

• Excellent stopping power thanks to additional carbon-ceramic brakes

Against

• There is no manual transmission option

• The lack of armrests on the doors and center console is annoying

• Expensive, even with minimal options

Years ago, BMW’s M division became the standard bearer of fast, engaging street cars that threw a bit of motorsport-derived performance into the mix, striking a balance between the responsiveness enthusiasts crave from a sports car and the refinement they need in a daily driver.

However, that mission has evolved over time, with M models in recent years relying more on comfort, technical features and style rather than outright dynamic prowess. However, mediocre dynamics paired with a lack of emotional character is not a strong combination when the goal is to attract the attention of luxury performance enthusiasts. And while it’s a formidable machine in its own right, the M4 has faced some worthy competition not only from its German rivals, but from our side of the pond, with cars like the Camaro SS 1LE and the Mustang Shelby GT350 proving that the Americans can make a car that turns just as well as it goes.

But in 2016, BMW gave the M4 a big dose of credibility when it launched the limited-production GTS model, a hardcore, custom track machine packed with racing buckets with a fixed rear end, fancy aero bits and a trick water injection system that bumped its turbocharged output to nearly 500 horsepower.

The CS offers more power, grip and visual attitude while still admitting to being, at its core, a street car.

Still, with a sticker price of more than $150,000 and only 300 examples allocated for North America, the GTS model was frustratingly out of reach for all but the most die-hard (and wealthy) BMW fanatics. And while the standard M4 has seen steady progress since its debut in 2014, there’s still a significant gap between the base M4 and the near-race car M4 GTS.

The CS model – or Coupe Sport – seeks to bridge that gap. Limited to 3,000 examples worldwide, the CS brings more power, grip and visual attitude to the table while still admitting that it is, at its core, a street car.

Bradley Iger/Digital Trends

Interior and exterior design

The CS borrows heavily from the GTS parts bin, but the former stays closer to the standard model in terms of overall aesthetics. Still, while you won’t find big wings or candy-colored cages here, there are still a number of visual cues that make this model recognizable at first glance.

The CS’s rounded and rounded hood is borrowed from the GTS, and as with the CS’s unique front splitter and rear spoiler, it’s made from lightweight carbon fiber-reinforced plastic. New lightweight forged wheels are also part of the deal, measuring 19 inches at the front and 20 inches at the rear, and they’re paired with Michelin’s incredibly grippy Pilot Sport Cup 2 rubber. The result is an M4 that doesn’t scream for attention like the GTS does, but it does lift the visual appeal considerably. looks beyond the standard car.

The cabin is also eye-catching, with motorsport-inspired door cards from the GTS ditching traditional door handles and armrests in favor of minimalist control knobs and pull bars that close the doors. That motorsport-inspired aesthetic carries over to the center console, which loses its storage and armrest in favor of an Alcantara-covered pad that runs along the transmission tunnel. Alcantara is the general theme here – you’ll find it on the steering wheel, dashboard inserts, seats and elsewhere.

The result is a sharp yet sporty interior that’s also a bit of a mixed message. While the above changes appear to be made in the interest of weight savings and a general focus on track use, the CS also comes standard with a 12-speaker audio system, air conditioning and heated seats. We can’t help but wonder if the inclusion of normal armrests would be a worthwhile compromise, given the liberties taken elsewhere in the name of creature comforts.

Technical features

While the M4 CS doesn’t have the wild water injection system of the GTS, it does have a few tricks up its sleeve. The CS starts with a Competition Pack version of the M4’s 3.0-liter inline-six and boosts power via a less restricted exhaust system as well as engine management software revisions, a combination that results in 454 horsepower and 442 pound-feet of torque.

While that’s only a 10-pony gain compared to the Competition Pack engine, the extra 36 lb-ft gives the CS noticeably more power off the line and when the throttle is down at low speeds. The exhaust tweak also gives the engine more personality, something that has been somewhat lacking since the M4’s debut.

Yet for every two steps the CS takes the M4 forward, it seems to take at least one step back. As for the powertrain, a seven-speed dual-clutch transmission is the only transmission offered with the CS. Those who want to row themselves will have to look elsewhere on the M4 line.

As with the standard M4, infotainment duties are handled by BMW’s iDrive system, which here is equipped with an 8.8-inch display that allows user inputs via hard buttons and a rotary knob on the center console, as well as via a touchscreen. Navigation with real-time traffic information is on hand, as is wireless Apple CarPlay, although the latter is subscription-based after a one-year trial period.

Driving impressions

In many ways, the CS feels like the culmination of years spent tweaking and perfecting the M4, rather than a limited-production, track-focused production. Sure, there’s more noise and more grunt, but since the M4 Competition Pack’s suspension setup carries over to the CS unchanged, it’s fairly civilized around town (though considerably stiffer than the garden-variety 4 Series, even in the Comfort setting).

Also worthy of praise is the steering wheel, which in the past was justifiably slammed because it seemed artificial and distant. Now well weighted in each of its settings, the extra response provided by the Cup 2 tires is fed back to the steering. It’s a similar story with the DCT, which tended to be unrefined and somewhat harsh in the city. While BMW’s dual clutch hasn’t completely solved those problems, they’re significantly less disruptive here than they’ve been in the past.

Although tamer than the GTS, the M4 CS is still really in its element when driven with purpose on a good road. In that context, the lack of armrests is less of a bother because your hands are locked in the 10 and 2 positions on the wheel, and the lack of lumbar support from the sports seats is forgivable because your seating position is configured to prioritize input control over comfort.

As with all M4s, the CS feels properly quick in a straight line, with strong turbocharged mid-range power. While the engine tweaks aren’t transformative, the extra power is appreciated and put to good use with plenty of mechanical grip on hand.

Our tester was equipped with the M Carbon Ceramic Brake package, an $8,150 option. We were impressed not only with the fade-free stopping power they provided, but also the excellent pedal feel and relatively quiet operation we experienced around town – the best-case scenario for carbon-ceramic, which is quite hard to come by, making the price tag an easier option to swallow.

Rivals

The M4’s competitive set usually consists of city rivals like the Audi RS5 and Mercedes-AMG C63 S. However, with a starting MSRP of $103,500 and an as-tested price of $112,795, the M4 CS finds itself in different company.

For that kind of money, you might consider track superstars like the Chevrolet Camaro ZL1 1LE, which offers 650 horsepower, nearly endless mechanical grip, and starts at $30,000 less than the BMW, though it lacks the aesthetic poise and cabin refinement which can be found in the M4.

And at a starting price of $102,100, the Porsche 911 Carrera T is also a viable option. Although it’s down on horsepower compared to the BMW, the Porsche’s build and finish are on par, and the 911’s chassis is arguably the best in the business.

peaceful souls

BMW offers a four-year, 50,000-mile limited warranty on the M4 CS, along with four years of roadside assistance and a 12-year warranty against rust and corrosion issues.

The M4 CS is equipped with frontal airbags for the driver and front passenger, as well as side airbags for front seat passengers.

Our example

While the asking price mostly pushes the M4 CS into the hands of collectors and BMW fanatics, it illustrates that BMW still knows how to make an attractive mid-size sports coupe.

But for those of us who don’t value exclusivity above all else, the compromises inherent in the CS—specifically the race-car look found in the cabin and the lack of availability of a manual transmission—frustratingly make this M4 right next to greatness. We can’t help but wonder what the standard M4 would be like if some of this speedy hardware made its way onto the option list without warning and at an exorbitant price.

In the meantime, if you have your heart set on a fast BMW, we recommend you try the excellent M2 Competition at almost half the price.

Editor’s recommendations

Categories: GAMING
Source: newstars.edu.vn

Links: 2019 BMW M4 CS review – Tekmonk Bio, 2019 BMW M4 CS review – Kungfutv, 2019 BMW M4 CS review – Blogtomoney