BMW has been making Clubsport models since the E9 era to showcase the next best thing after the CSL. After the previous generation M3 received the CS treatment in late 2017 with more power and less weight, its successor now arrives with the same recipe. Like the F80 model, this model is also sold only with automatic transmission, but there are key differences. The new M3 CS has xDrive (with selectable RWD) while its predecessor has RWD.
Engineers from BMW M have massaged the twin-turbo, 3.0-liter “S58” engine to unlock 543 horsepower and match it perfectly with the RWD-only M4 CSL. It’s not the most powerful inline-six in the company’s history as the very rare CSL 3.0 is even more powerful, with 553 hp. Peak torque of 479 pound-feet (650 Newton-meters) is unchanged compared to the M3 Competition xDrive on which the CS is based.
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In addition to packing an extra 40 horses, the M3 CS lost about 75 pounds (34 kilograms) thanks to a carbon fiber reinforced plastic diet. CFRP has been used by BMW for the bonnet, front splitter, air intakes, side mirror caps, rear diffuser and trunk lid spoiler. The roof is also made from the same lightweight but durable materials, as are the shift paddles on the inside where the center console and trim strips are also CFRP.
The diet also consists of rear titanium dampers and a pair of front seats with carbon shells. Additionally, we notice the rear air vents and controls have been removed to save precious weight. The M4 CSL went so far as to do away with the rear seats, but that definitely doesn’t make sense for a four-door car. That said, it has done so in recent years as Jaguar sold the wild XE SV Project 8 in a two-seat configuration. Both the previous-generation M3 CS and the larger M5 CS had rear seats, although the latter did away with the bench to make room for two individual seats with more lateral support.
Thanks to added oomph, the M3 CS sprints to 60 mph (96 km/h) from rest in 3.2 seconds or two tenths of a second faster than the Competition xDrive. An M Driver package is included as standard to enable the fast sedan to reach an electronically controlled 188 mph (303 km/h).
The arrangement is controversial, and we’re not necessarily talking about a very large pair of kidneys. Finished in the Individual catalog’s striking Signal Green paint job, the M3 CS has daytime yellow headlights to echo the M4 CSL, M5 CS, and race cars. Much like the hardcore coupe, the contours of the grille are given a red tint while the front bumper has been largely moved. Additionally, the exposed carbon fiber bonnet mirrors the M4 CSL.
Customers aren’t fixated on the green paint as BMW will also be selling the super sedan in Black Sapphire and Brooklyn Gray metallic along with Frozen Solid White Individual. Inside, the electric and heated front seats have an illuminated “CS” logo and Merino leather with Mugello red accents. Rounding out the tweaks are door sill plates with “M3 CS” badge, an Alcantara-wrapped steering wheel, and the famous M color adorning the seat belts.
Even though this is the highest performing M3 to date, BMW still charges extra for carbon ceramic brakes because the standard car is equipped with regular compound brakes. Measuring 275/35 ZR19 front and 285/30 ZR20 rear, Michelin Pilot Sport Cup 2 tires are a no-cost option for forged wheels available in matte black or gold bronze.
BMW said it would build the M3 CS in “limited numbers”, but without disclosing exact numbers. Logic tells us that it will be less exclusive than the M4 CSL which only 1,000 units made for the rest of the world. Priced from $118,700 (plus $995 destination and handling), the US-spec sporty sedan will enter production at the Munich factory in March.
