The BMW M4 CSL rightfully sits at the top of the range for this ‘G82’ generation of M4, but - pricing aside - the CSL wasn’t for everyone due to the compromises in its makeup brought about by a focus on pure driving dynamics. It was noisy due to less sound-proofing, had no rear seats and came with special tyres best kept for a dry race circuit, especially as all of its power went through the rear wheels. As a less extreme alternative, the CS specification was first rolled out in the M3 saloon and now it’s offered in the M4 coupe body, too. We drove it flat out on track at the Salzburgring race circuit in Austria.

How can you tell you’re looking at the BMW M4 CS?

Even if it isn’t painted in one of the exclusive paint colours - Riviera Blue, as pictured, or Frozen Isle of Man Green Metallic - it'd be difficult to miss the M4 CS. It sits on forged alloy wheels of mixed sizes (19-inch up front, 20-inch at the rear) that can be finished in Gold Bronze (surely the only one buyers will go for?) or matt black and the visual makeover includes lots of carbon fibre. This is exposed in the bonnet and can also be found on the sharp new aerodynamic splitter up front, the door mirror caps, rear apron and spoiler. It’s also visible in the front air intakes, which are complemented by a pared-back style of upright kidney grilles featuring red detailing.

The CS adopts the M4 CSL’s distinctive lighting, too, with fabulous yellow highlights up front referencing GT racing, paired with laser-lit rear lights that give the back of the car its own look. Obviously, the characteristic M quad-exhaust outlets are present and correct as well.

Is the interior as outrageous?

Not quite. It sits between the CSL and Competition models in terms of design and practicality, but there are two rear seats and all the equipment you’d expect of a high-end BMW. An Alcantara-clad steering wheel is standard in the CS (though we’re not enamoured with the fact it’s now a flat-bottomed design instead of perfectly circular), as are the M Carbon bucket seats up front. These look thin and spindly and uncomfortable, and they are firm to sit into at first, but they’re not as extreme to live with as they appear, as electric adjustment and heating are included. We’ve driven all day in cars fitted with these and they’re supportive and comfortable, though getting in and out of them takes a little practice.

Elsewhere inside there’s a black and red theme and plenty of CS lettering. The dashboard is the now-familiar curved layout encompassing detailed digital instrumentation and BMW’s excellent 14.9-inch touchscreen system. It gets plenty of M-specific graphics and menu options of course, and the driving settings can all be quickly accessed and altered via a menu summoned up when you press the “Setup” button on the bespoke centre console.

How powerful is the BMW M4 CS?

An increase in peak power was achieved for the straight-six engine in the M4 CS by upping boost pressure for the two turbochargers to a maximum of 2.1 bar and recalibrating the engine control unit to suit. Going from 530hp in the Competition car to 550hp here, it’s a modest jump but there’s more to it than just that. This engine has always been defined by its relentless torque output and nothing has changed on that score, with 650Nm of the stuff on tap all the way from 2,750rpm up to 5,950rpm.

This is best illustrated by the 80-120km/h time of just 2.6 seconds in fourth gear, while the benchmark 0-100km/h sprint takes only 3.4 seconds thanks in part to the standard all-wheel-drive ‘M xDrive’ system. Not that it’s relevant in Ireland, but the CS also comes with the M Driver’s Package as standard, upping the electronically limited top speed to 302km/h.

BMW M has increased the stiffness of the engine mounts to enhance response, too, along with the feeling of connection between the driver and the car. Sure, it makes it less smooth at times, but this certainly adds an extra edge to proceedings, differentiating the CS from the regular model.

Another detail is the inclusion of a titanium rear silencer in the exhaust system. This reduces weight, but also gives the car a more menacing sound. That’s variable according to driving mode and driver preference as there are electronically controlled flaps in the system to vary the noise it makes. It’s never what you’d call quiet, though neither is the car deafening on the motorway if you tone down the settings. Do the opposite and it makes a rousing noise, encouraging you to go up and down the gearbox just for the fun of it.

Fans of manual gearboxes will be disappointed to learn that the M4 CS is available solely with the eight-speed M Steptronic transmission, though as automatics go it’s a good one, offering full manual control of the changes if you want it and the option to alter the speed and ferocity of the gear changes using the Drivelogic button on the lever itself. It’s smooth as silk at one end of the spectrum and almost violent at the other, adding to the occasion of driving this car on track. There are carbon-fibre shift paddles behind the steering wheel, too.

Can the BMW M4 CS go quickly around corners?

Undoubtedly, as it should do with huge mechanical grip from its wide tyres, traction from the all-wheel-drive system and cleverly calibrated electronics. However, as is BMW M’s skill, the M4 CS very much involves the driver in the process and makes them feel responsible for it rather than just along for the ride. It takes very little time behind the wheel to realise that this car is a bit special and that doesn’t dull with familiarity.

The specification including M xDrive, the automatic gearbox and adaptive damping means the M4 can be set up to suit the driver or conditions with a few prods of the touchscreen (or better yet, save your favourite two groups of driving settings to the M1/M2 modes that can then be accessed by pressing the red buttons on the steering wheel). In its softest and most forgiving settings, the M4 CS is rapid, but easy to drive quickly, entirely practical for regular road driving in all conditions.

At the other end of the scale, the M4 CS does a good impression of a track-only car with rigid suspension meaning rock-solid body control, along with razor-sharp response to the throttle pedal, brake pedal, steering wheel and gearchange paddle. In fact, there will be some race circuits that are a little too bumpy for the CS in its most extreme settings. Thankfully everything is simply adjusted from the comfort of the cabin.

All this means the car can thrill all manner of drivers, from novices to experts, and the adjustability of the chassis, plus the serious performance on offer, will keep even experienced track drivers interested, as it takes effort and some expertise to extract the most from this car at the limit.

For those that like to go over the limit (in the right environment only of course), the CS retains the standard car’s switchable stability control and variable traction control systems, allowing all power to be sent to the rear wheels if required. The AWD Sport setting sends more of the engine’s output to the back axle more of the time than the default AWD mode and there’s an electronically controlled rear differential to divvy it up between the rear wheels. The amusing Drift Analyser is also present and correct, perhaps best kept for when the M4’s expensive tyres are near the end of their working life anyway...

How much is the BMW M4 CS in Ireland?

I hope you’re sitting down while reading this, as the BMW M4 CS costs €214,841. For reference, the only other M4 available to order in Ireland today is the all-wheel-drive Competition M xDrive variant, priced at €154,918, so it’s basically €50,000 for the exterior and interior enhancements, lightly tuned engine and chassis upgrades. As special as it is to drive, that seems a stretch.

The reasons you’d buy a BMW M4 CS

While mere financial mortals will find it difficult to justify the extra cost of the CS over the regular M4, BMW knows there are enough fans of its M brand around the world to warrant the creation of this car and it won’t struggle to sell enough of them to make its development worthwhile. It lives up to the promise of keener driving dynamics and performance, with a wide range of adjustability built in so it can actually be used on a daily basis, too. Like the CSL before it, it still won’t be for everyone, but it covers more bases for sure and we’ll be sad when cars such as this are no longer made.

Ask us anything about the BMW M4 CS

If there’s anything about the BMW M4 CS we’ve not covered, or you’d like advice in choosing between it and other vehicles, you can avail of our (completely free) expert advice service via the Ask Us Anything page.