2018 BMW M4 CS Competition Sport Interior and Exterior Overview

author AutoHome Press   6 мес. назад

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The 2018 BMW M4 CS the most focused model you can buy from the brand today. Lighter, faster and sharper than the regular M4 coupe – the two-door brother to BMW’s four-door M3 – the new "Club Sport" is pitched as a hardcore alternative to performance coupes such as the Audi RS5 and Mercedes-AMG C63.
BMW charged $211,610 plus on-road costs last time we drove the M4 CS, which dropped to $189,900 following early criticism of its price. With the limited-edition M4 GTS and DTM models sold-out, there are now three models in the M4 coupe family – the M4 Pure ($139,900), M4 Competition ($156,710) and this M4 CS.

Bringing more power and torque than its brethren, the M4 CS also features forged wheels wrapped in track-ready Michelin Plot Sport Cup 2 tyres, a carbon fibre bonnet, roof, boot, front spoiler and rear lip that look brilliant while improving aerodynamics.
Based on the M4 Competition, the CS ditches dual-zone climate control and a high-end 16-speaker stereo in the name of weight-saving, swapping them for regular air-con and a perfectly adequate 12-speaker audio system hooked up to BMW's outstanding iDrive6 infotainment system.

BMW sharpened its twin-turbo 3.0-litre six-cylinder for the CS, which brings 338kW and 600Nm outputs representing 7kW and 50Nm increases over the standard car.

Though it may be turbocharged, BMW’s most exciting engine races to its 7600rpm cut-off like a free-breathing unit, surging forward with a metallic shriek that finally does this engine justice – early examples of the M4 sounded distant, digitized and generally underwhelming.
Exclusively available with a seven-speed dual-clutch transmission, the revised gearbox features new programming and a dedicated oil cooler to improve track performance. This isn’t your garden-variety auto – it can chirp the tyres on full-throttle upchanges and turns heads with a boisterous blip of the throttle while working down through the gears.
BMW claims the combo is good for a 3.9 second dash to 100km/h, 0.1s less than the standard car. That’s impressive for a two-wheel-drive car of this size, and it feels entirely achievable, too.

I warmed slowly to the M4 brood. The decision to ditch the hallowed “M3” badge and beautifully linear naturally aspirated engines in favour of turbocharging didn’t sit well with me, particularly as the M4’s spikey power delivery, stiff suspension and overly sharp throttle response made it hard to find confidence when pressing on.

Years later, familiarity on my part and a touch more finesse from the ladies and gents at “M” helped me get on with the coupe, which generally feels edgier and more competition-oriented than luxury performance rivals.
his CS cranks that up another notch, magnifying the M4’s character with an even sharper engine and suspension combo that make for a truly focused performance car. Helped by a reworked rear and tenacious Michelin “cup” tyres used in many lap record attempts, the M4 CS brings immense traction and cornering power that encourages you to exploit the driveline with newfound confidence.

It’s worth taking the time to dive through drive settings to a combination that suits you – there are three modes each for the steering, suspension, engine, transmission and stability control – but the result is a genuinely exciting car highlighting the best elements of the M4’s character. I’ve had a go in around a dozen examples of the current M3 and M4 family, and this is easily the best yet.

Alcantara steering wheels and cloth door pulls normally lurk in race cars and extreme machines like Porsche’s 911 GT3 RS, though they make a welcome appearance here. While it misses out on the hardcore M4 GTS’ roll cage and fixed-back seats, hugely supportive chairs pinched from the M4 Competition are a more liveable substitute. Raw natural fibre finishes for the door cards add to the lightweight theme while subtracting from the coupe’s luxury appeal – the same goes for its simple air con system and miserable cabin storage.
Engineers ditched the centre console in the name of weight reduction, though we’d happily have it back as a place to stash useful stuff such as garage door remotes and phone charging cables banished to the CS’ glove box. Those fabric door pulls feel a bit silly too, positioned so close to the door hinge you have little leverage when hauling it shut.

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