[12] Bmw M4 Csl At Today Issue

America has been denied the ultimate BMW M3 for 26 years. As other markets lapped up harder, faster versions like the E30 Sport Evo, E36 GT, E46 CSL and E92 GTS, all we could do was watch from the sidelines. This time the US doesn't just get the M4 GTS, we're also allocated the biggest chunk of units at 300 of the 700 planned. At $134,200, it's twice the price of an M4 coupe, but the track-focused, road-legal special is already sold out.

Even at a standstill the GTS sounds like a massive leap over the stock M4. Blip the throttle and a short and angry brap immediately fires through the new titanium exhaust. Back off and the aftermath explodes in the quad 80mm exhaust tips like artillery fire in a cave. The exotic new exhaust is 20 percent lighter, but more importantly it injects the attitude we found lacking in the stock M4.

The GTS can walk the walk too. Water injection, ECU re-mapping and an increase in turbo pressure from 2.2 to 2.5 bar boosts M Division's 3.0-liter straight-six bi-turbo from the stock M4's 444hp/406lb ft to 493hp/443lb ft. Three injectors squirt H2O into the M4's intake plenum at 145psi from a 1.3-gallon tank in the trunk, and when the water evaporates the denser air is typically 77 degrees cooler, sometimes more, creating additional power. On track, you'll fill the water tank every time you re-fuel (distilled water only, note); with fast road use it's typically every fifth gas stop.

BMW claims water injection prolongs engine component life by reducing temperatures, and saves gas by becoming more effective the harder you drive: flat-out during our Circuit De Catalunya test laps in Spain, M Division VP Dirk Haecker estimates we'll use one part water to nine parts fuel, reducing fuel consumption by 10 percent.

Dean Smith

But the real point is the upturn in performance: compared with the M4, the GTS drops the 0-60 sprint 0.4sec to 3.7sec, and top speed rises from a limited 155mph to a still-limited 190mph.

The motor has a more engaging character too. Response feels more viciously instant, and of course there's the huge shot of mid-range torque (443lb ft from 4000-5500rpm) to rubber-band you from apex-to-apex. And while the stock car will run to a pretty impressive 7600rpm, it feels like you're supposed to shift far sooner. It simply doesn't feel like a high-revving M engine.

The GTS is a much more successful substitute for the old V8. Not only does its hard-edged snarl sound more in-line with tradition, it also has a more satisfying final rush of revs than before, a burst of boost that makes it clear you've wrung its neck and it's time to pull the paddleshifter for the next instantaneous shift. Check the power graphs and you'll notice the stock car plateaus where the GTS rises to a peak.

The GTS's relatively few exterior modifications are deployed to menacing effect. A vented carbon-fiber hood joins the M4's composite roof and trunklid, increasing both cooling and downforce. Our car's forged alloy wheels measure 19 inches up front, 20 inches at the rear–the stock M4 goes no larger than 19s all round–for a sprinter's stance.

You can also option carbon-compound rims. Offered in the same diameter and with the same gummy Michelin Pilot Sport Cup 2 tires, the four alloys save 15lb total. The M4's optional carbon-ceramic rotors are standard-fit for the GTS; the pedal feel is firm and progressive, the performance sick-bag impressive.

Dean Smith

A new carbon-fiber rear wing on CNC-milled supports is matched to a jutting front splitter, both adjustable. Tweaking the wing to maximum rake and extending the splitter is said to increase downforce tenfold from negligible to 63lbs front/210lbs rear at 186mph. Extended to its max, the karate-chopping front lip also contravenes federal road regulations. Which is cool.

The changes are complemented by our car's OLED taillights (organic light-emitting diodes are a first for BMW) and Frozen Dark Grey paint. Sapphire Black, Mineral Grey and Alpine White are also available.

The interior is the curious mix of lightweight components and high-tech lux that defines most 'stripped-out' specials these days, and for good reason. When BMW launched the E46 M3 CSL in 2003, employees placed bets as to how many owners would add the optional air-conditioning and stereo system. The then boss Gerhard Richter bet on a 50/50 split, and lost when 85 percent of buyers added the weight back in.

Dean Smith

Over a decade on, the M4 GTS reflects that perverse but logical reality. Weight might be saved by 50 percent lighter door casings made from the same plant-based materials as the i3's, the red, purple and blue fabric door pulls, a new lightweight center console (30 percent lighter) and the removal of the rear seats, but it's added back in with iDrive-based infotainment, stereo speakers and air-conditioning, though not digital climate-control, note. You cannot delete this stuff.

As a result, the M4 GTS is only 10lb lighter than a stock M4 with a DCT transmission. No wonder they didn't use the CSL–Coupe Sport Leichtbau or Lightweight–name.

Dean Smith

Our test car is fitted with gorgeous fixed-back leather and Alcantara bucket seats that are generously proportioned and balance daily-driving comfort with exceptional support. Proudly flying the M tricolor and showing a flash of carbon-fiber buttock as you open the door, they have a much more bespoke feel than the fabric Recaros in the last M3 GTS. You can even choose how to be restrained: regular belts or six-point harnesses are both fitted.

Sadly, neither the seats–nor the fire extinguisher fastened behind them–will make it to the US. The Acid Orange half rollcage–a no-cost option in Europe–is factory fit, however, and we're promised 'bucket-style M sports seats' that include 'lightweight back-rests with cut-outs.'

On track, the GTS initially feels so reactive it's almost unstable. Twist the fast and detailed Alcantara steering rim–a milled swivel bearing contributes to a more direct connection–and the body arcs into bends like every apex has a gravitational pull. When the front settles onto its line, the rear end quickly starts to yaw to pick up the slack. M Division promised the GTS would have a racecar feel and it's immediately clear it's delivered: this is take-no-prisoners agility, a balance that'll delight the more experienced driver and perhaps frighten the novice. It feels much lighter than the stock car too.

You quickly learn that the GTS likes to be tipped into a corner with a hint of oversteer. It cancels any understeer and makes you feel that the only limit to your speed is how much torque the rear Cup 2 tires can soak up. The answer is a good deal, but the GTS is far more traction-limited than a 911 GT3 RS; accelerate too early in a second- or third-gear bend and the rear will slide, albeit more benignly than the GTS's initial nervousness suggests.

Three-way adjustable KW coilovers are key to the GTS transformation. They can lower the ride height by up to 15mm, independently adjust high-speed (by 14 clicks) and low-speed (six clicks) compression, and rebound can be tweaked via 16 clicks of adjustment. Negative camber has also been increased by two degrees.

Chassis engineer Joerg Weidinger estimates there are 2500 different set-up combinations once the aero and suspension possibilities are accounted for but recommends two. Weidinger set the 7min 28sec Nürburgring lap (-24sec over the M4's time) in one hit after waiting it out for days of rain, so it's probably best to take his advice.

That time was set on his Street setting (the 'Ring's crests, compressions and Karussells demand compliance). We're driving in Track, a stiffer set-up more suitable for typical smoother circuits.

In some sections of Circuit De Catalunya, Track feels a little too stiff for the GTS, the rear end starting to pogo especially under braking into a downhill left. That my only real criticism pertains to something that can be dialed out is testament to how entertaining and satisfying the GTS is to drive.

Dean Smith

Yes, you could buy both an M3 sedan and an M4 coupe for $134k, and the GTS is so scarce and impractical it runs contrary to M's everyman, blue-collar roots. But that doesn't stop it being one of the most exciting M cars of all time.

Price: $134,200
Powertrain: 3.0-liter straight six twin-turbo, 493 hp, 443 lb-ft; RWD, 7-speed dual-clutch
Weight: 3610 lb0–60 mph: 3.7 sec
Top speed: 190 mph
On sale: Now

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