BMW M3 CS (2024): Review

For comparison: The fastest and sportiest M4 to date, the CSL, is 19,000 euros more expensive and has the ceramic brakes that are optional for the M3 CS as standard. A standard M3 with all-wheel drive is available for 100,300 euros. That sounds as if M GmbH had some CSL parts left over, created an M3 CS with them and set the price quite high. After all, the CSL is legendary, and if something is expensive, then it has to be good and fast.

Curved display: beautiful or too modern, it doesn’t matter. You get used to it and can adjust and configure it endlessly.

Image: Ronald Sassen / Car Whiz

Sorry, dear Garchingers, that is not just our opinion, the many BMW and M forums are full of it. But it is also a fact that if this M3 CS were as fast as an M4 CSL, everyone would certainly be pretty quiet. But even on paper, that won’t work. The CSL is 130 kilograms lighter and has Michelin Cup 2 R, which is not (yet) available for the M3 CS. Sure, the CS has the sure-footed all-wheel drive on board, but honestly, that doesn’t make a difference in seconds. But as is so often the case, we need facts, subjective and objective. Only then can we make a solid statement. So test on and off the Sachsenring.

A quick look at the differences to the normal M3, because as described above, it wasn’t just a bit of CSL makeover. Just give the turbos more boost pressure and be done with it? No, the crankcase of the turbocharged inline six-cylinder is constructed in a bushing-free closed-deck design and, thanks to the extra rigidity, is designed for particularly high combustion pressure. In addition, there are weight-optimized cylinder bores for reduced friction losses and a modified chassis setup including independent axle kinematics and adapted springs and dampers, sharper software for the driving stability control, the adaptive dampers and the braking system.

As with the M4 CSL, the turbos of the well-known six-cylinder engine received more boost pressure.

Image: Ronald Sassen / Car Whiz

We are on the DEKRA test oval at the Lausitzring for the longitudinal dynamics measurement. Zero to 100 should take 3.4 seconds. Activate launch control, the turbos puff up and off you go. Especially in the first few meters, the M3 CS pushes off so hard, as if traction were the most natural thing in the world. Thanks to the Cup tires, the sedan catapults itself to 100 in just 3.2 seconds with virtually no slip or grand gestures, two tenths faster than stated. But only as fast as the Cup-soled, 14 kilogram heavier M3 Competition xDrive in the 2022 Supertest. Up to 200 km/h, the CS with its 550 hp is of course a bit faster, only the CSL was a bit faster in the 200 to 280 km/h range.

We don’t need to talk much about the road, the highway and everyday life. This M3 can do that, despite the increased camber and modified chassis. The sedan feels right at home on the highway, and the 302 km/h is no pipe dream – it manages it without much effort.

But what’s possible on the Sachsenring? Does it come close to the CSL? Does it outperform the normal M3? After the first few meters it becomes clear: it’s definitely not good enough for the CSL. The handling is impressive, combining stability and agility into a flowing line, with a touch more steering precision, cornering grip and traction than the M3. But in the end, that touch only means that the CS is seven tenths faster than the M3. Too little for so much effort and money.

Guido Naumann thinks: “The CS is fun, no question about it. But it lacks the performance leap like the M4 CSL.”

Image: Ronald Sassen / Car Whiz

By the way, the previous model of the M3 CS looked paler than the M4 with the logo. So we can only hope that the M4 CS coming in the summer will be much closer to the CSL and more worthy of its CS logo and money.

To be honest, given the horrendous CS price premium and the minimal performance plus, at the end of this test we can only recommend buying the M3 Competition xDrive, which is 50,000 euros cheaper.