At last, there are answers. The press information for BMW’s CS models is very light on in terms of technical details, but to drive the cars it’s clear that something has changed, but what? And how many things?
We recently had the chance to put that question to none other than BMW M CEO Frank Van Meel, who explained that the CS variants are essentially lower and stiffer in their chassis settings.
That translates to: drop the ride height, up the spring rates, offer Michelin Pilot Sport Cup 2 tyres as an option, recalibrate the dampers, differentials and stability control to suit, and replace plenty of rubber bushings with metal.
The latter is one of the most obvious changes, with the M4 CS – as with its M3 kin – sending plenty of vibration back through the steering wheel and seat, the moment the engine is awoken.
It’s a useful reminder of why you paid $63,000 more than the regular M4 Competition xDrive, or $254,900 instead of $191,900, both prices before on-road costs. For that you score an extra 15kW from the 3.0-litre twin-turbo inline-six (now 405kW).
Peak torque of 650Nm hangs around a fraction longer. This drops the 0-100km/h time to 3.4 seconds (-0.1sec) while the limited top speed is lifted from 250km/h to 300km/h. As mentioned, Michelin semi-slicks are fitted as standard.
Our press car wore Pirelli P Zeros though, presumably for their better all-weather capabilities and cheaper replacement cost. Either tyre is available for no extra charge. Looks wise, there’s an exterior carbon package, while inside, there are carbon front seats.
You’ll find plenty more of that around the interior, as well as an Alcantara-wrapped steering wheel. Like-for-like, you’ll need to add $22,500 of options to a Competition to match the CS spec, which somewhat mitigates the price difference.
The Frozen Isle of Man green paintwork that suits this car to a tee is an extra $7500, while carbon brakes are another $19,500. There’s also the exclusivity factor, with just 50 M4 CS slated for Australia.
You do lose, however, triple-zone climate control and anywhere to put a drink in the interior, though thankfully the bare door cards of the F82 CS are a thing of the past. A couple more notes on the interior before we get into the driving.
It’s a genuine four-seater, with room in the back for adults or kid seats. The driver can sit extraordinarily low. The wheel rim is ridiculously thick and the infotainment is as per every other BMW.
That means it’s somewhat intimidating in its complexity, but most will probably just use wireless smartphone mirroring. Having started the engine, the next thing to notice is how little compromise the CS requires in terms of daily comfort.
Other reviews have criticised the car’s low-speed ride, but there seems to be very little difference compared to a Competition in terms of its compliance. NVH levels are definitely increased, especially at speed and with the Cup tyres fitted.
All-in-all the CS requires very few concessions for its more focused attitude. As with all the latest full-fat M cars, there is a dizzying array of mechanical configurability, with multiple modes for the powertrain, gearbox, stability control, and all-wheel drive system.
The same goes for the brakes, steering, suspension and exhaust. You can then save your two favoured combinations of settings to the M1 and M2 buttons on the steering wheel to call them up at a moment’s notice.
Experimentation will allow you to find your own sweet spots, but personally I’d steer clear of any steering setting other than Comfort due to the added weight. The most aggressive gearbox setting is ferocious enough to upset the car, so dial it up with care.
The first point to make is that the CS cars deserve the Cup 2 tyres. Having driven the so-shod M3 CS it had extraordinary depths of ability, ability the M4 CS has but can’t fully exploit simply as it doesn’t have the grip platform.
To be blunt, while the extra NVH levels foster an added sense of connection at all speeds, dynamically the CS differences only make themselves known in the final 10 per cent of the envelope. Without the appropriate tyre, you are robbed of that last little bit of excellence.
This is a compliment to the excellence of the base product. An M4 Competition xDrive is a hugely accomplished performance car but the CS does still have an upper hand. If you push the ‘base’ car to its limits, its substantial 1780kg mass begins to gain.
That’s particularly so over crests and on sharp direction changes – but that’s physics for you. While the CS only drops 20kg, the stiffer platform – whether it be springs, dampers or bushes – allows you to quite literally drive the tyres of it.
Great balance, remarkable agility for its size and a heavily rear-biased all-wheel drive system means the CS breeds confidence and the speeds it’s capable of are mind-warping. There are nitpicks though.
The obese steering wheel makes driving fast akin to doing surgery in oven mitts, you’re using your whole hands when you want fingertip control. As mentioned earlier, the more aggressive gearbox settings can upset the car on upshifts.
If you select the MDM stability control setting, you’re forced to have the more rear-biased 4WD Sport – great for the road, but on track, you’re constantly chasing the car’s tail. When it’s just software, why not offer the choice or regular 4WD?
Where the M4 CS also struggles is the value equation. For reference, the price difference between the F82 M4 Competition and M4 CS was $32,700, whereas it’s now swelled to almost double that.
Especially with the Cup tyres, it’s undoubtedly a more potent package, but the margins are small. If you’re happy to tweak your regular M4 – and plenty of owners are – it wouldn’t take much to achieve the same or greater level of performance.
Adding carbon brakes as standard, for instance, would not only give BMW a greater weight saving to crow about, but give greater credence to the CS’s track capabilities. If you want the ultimate M4, this is it, but there’s an element of diminishing returns here too.
You can find out more about the 2026 BMW M4 CS on their website, or by talking to your local dealership. To get a low rate finance quote, talk to Australia’s best reviewed car finance broker; Credit One. To see a great range of vehicles for sale, check out OnlyCars.com.au.
Our test vehicle was provided by BMW Australia for independent review purposes. Exhaust Notes Australia has not been paid to review this vehicle.
