I can’t fall in love with the BMW M3. From the base manual to the xDrive Competition, nothing has captured my heart. It’s fast and fun to drive, but it’s not particularly memorable. The M3 CS is different.
Through a number of mechanical and cosmetic upgrades, the most potent M3 has become more attractive than the sum of its parts. It is a very attractive car and far more exciting than any other modern M car I have ever driven. Its stunning looks, blistering speed and sheer appeal make it a truly popular car from the M division.
| Brief Specifications | 2024 BMW M3 CS |
| Machine | 3.0 liter straight-six twin-turbo engine |
| Transmission | Eight Speed Automatic |
| Output | 543 Horsepower / 479 Pound-Feet |
| Speed 0-60 mph | 3.2 Seconds |
| Base Price / As Tested | $118,700 / $132,695 |
If the M3 CS looks familiar, it should. The updated four-door inherits most of its upgrades from the more potent M4 CSL, a limited-run track-only edition for 2023. The CS uses the same engine—a 3.0-liter twin-turbo straight-six producing 543 horsepower—and many of the same lightweight carbon-fiber components. It also has a completely overhauled suspension with more camber, thicker roll bars, stiffer springs, and retuned shocks.
Most importantly, though, the M3 CS has two features that the CSL doesn’t: All-wheel drive and a set of rear seats. And those are the things that make it my favorite version of the platform.
The CSL is a fun car to drive. It has a very sharp front end and plenty of power on demand. However, it is also a bit sharp, eager to kick the rear and lay rubber whenever given the chance. It is not a scary car to drive, but it is difficult to put down consistent times without going sideways about 37 times per lap.
The M3 CS retains its impressive front end and prodigious power, but ditches the vibrations in favor of a sure-footed ride. On a beautiful spring day along Connecticut’s Lime Rock Park trails, the CS delivered smooth, predictable four-wheel glide, with no hint of wasted traction. At the same time, the rear end is less compressed than the regular M3 xDrive, allowing for real rotation. The car can dance around its center point, but it never gives the impression of suddenly taking over the rear end the way the CSL does.
DW Burnett
Pros: Very Fast, Very Fun on the Corners, Looks Much Better Than Other M Cars
The glue-like Michelin Pilot Sport Cup 2 and suspension tweaks go a long way toward improving the steering feel of BMW’s classic, far-out electric-assist rack. Still, I mostly relied on my butt to give me a sense of what the nose was actually doing. At 3,915 pounds, this track missile is still a heavy thing, so its true feel and purity are overlooked. Still, it’s so much more fun in the corners than its siblings that I almost didn’t care.
The straight-line speed of the CS is even more addictive. It's an ongoing joke these days that BMW seems to be seriously underestimating the power levels from the factory. The S58 under the hood of this car makes about 600 hp. At least that's how it feels when you step on the gas pedal and everyone in the car says “Good grief!!“when you hit second gear. It's incredibly fast in a very efficient, no-nonsense way that only a modern German car can be.
The eight-speed ZF torque converter has been retuned for quicker shifts, but it follows the same ethos as it has always done in modern M cars, producing a blisteringly quick shift that can rival a five-year-old dual-clutch system. Downshifts aren’t quite as crisp, but most people won’t notice. Plus, it makes the car a lot more livable when you just want to slosh through traffic on your way to your soul-sucking finance job (the only way you’ll ever afford the $132,695 3 Series as tested).
DW Burnett
DW Burnett
The optional $8,500 carbon ceramic brakes are also reliable, if a bit touchy at lower speeds and lighter inputs. They take a lap or two to get up to temperature, but when they do, stopping power is immense. They’re also the first part of the car to let you know when its weight is getting too much to handle.
Physics can’t do much for this BMW, and while the car’s peak performance is readily accessible, it only lasts about four or five laps before the brakes start to lose some of their power. Keep going, and the tires get fat, too. The equipment works brilliantly, but with nearly two tonnes of weight to lug around, it can’t do its magic for long.
Tires and brakes wear out gradually, though it’s easy to feel the damage. We never went fast around Big Bend at Lime Rock without brakes, nor did we skid off the road at 80 mph with a blown tire. As the laps go by, the brakes and tires won’t perform as well as they did five laps ago. Our advice? Time your laps early in the session. After that, focus on having fun.
DW Burnett
Cons: Heavy, There Are Cheaper and Better Race Cars Out There
The M3 CS’s cabin is a familiar sight if you’ve ever driven a regular M3. The space is dominated by a pair of 12.3-inch screens. One is for the instrument panel, while the other serves as a central hub for things like climate control and entertainment. The CS stands out with a bit of carbon fiber and Alcantara trim. I don’t mind most of it, but I know the steering wheel won’t age gracefully. If it were my car, I’d swap it out for a leather one. Plus, there’s no center console, which means there’s nowhere to rest your elbows.
While the CSL comes with fixed-back bucket seats as standard, the M3 CS gets the more widely used carbon bucket seats. These seats have become notorious for their odd carbon crotch-area center section and funny vertical thigh bolsters, but I like them. They allow you to sit very low in the car, and because you can move the back, you can adjust them to your body type, which reduces back pain (at least for a few hours). Plus, there’s a long bench in the back, meaning you can fit five people easily. That makes the CS much easier to justify as a do-it-all car.
For the price, there are better race cars out there. You’ll get more fun and more consistent performance in a Boxster or Cayman GTS 4.0, for example. And you can get about 90 percent of the performance out of a regular M3 Competition with xDrive. But there’s no other car on sale that delivers the same blend of utility, fun and blistering speed. Wrapping it all in a bright green and gold Tokyo Drift-style package just adds to the silliness. I’d have a hard time choosing between one of these and the M2. The purist in me wants the coupe with a manual, but ultimately, the CS is just more fun. I guess that’s one way to justify the price.
DW Burnett
