M3/M4 CS Owners Thread

[CanAutM3]

Originally Posted by m34m

So here's a question I haven't had answered. Does sport+ throttle mode change sound/exhaust in any way? I can't discern any difference from sport.

The burbles are more prominent and louder in Sport+ than in Sport. I had the MPE on my M4cs, which accentuated the loudness of the burbles and made this more obvious.

[slcook54]

Dialed in

[m34m]

So I have too many cars. It's passion and pain. E92 M3, F80CS, E90 335i (daily), and 300z TT. Wife has an F25 X3. Needless to say the maintenance and costs for all five are a lot of time and money. I'm not a little kid anymore and just properly washing and detailing one car takes a lot of time and energy. The climate I'm in means I've only got 6 months per year to enjoy some of them.

Like seemingly everyone else I want a GT car but I'm not "special" enough for an allocation and I'm certainly not paying current second hand prices. If I ever added one something above would have to go. Even though a GT isn't imminent, lately I've been thinking about simplifying and getting rid of one. But which one? Our dailies are the E90 and F25 so they're going nowhere. The Z has sentimental value, maybe future appreciation potential (low miles 1996) so it stays. The E92 M3 is also a 2013 low miles example in rare color, and it's a great car for well known reasons. So that leaves…..the CS. 😳 I took it out for a spirited rip tonight after laying out the case for my wife about the reasoning for potentially cutting it loose. I drove it with the intent of finding some fault and talking myself into it. All windows down, cool evening, empty roads, Sport+, Sport, Sport, MDM…..I got back and she asked how it went and if I'd decided anything. My response "that car is a raucous, rowdy, riot and it's going fucking nowhere". 😂.

Back to square one and spinning wheels.

[RugbyBro]

Originally Posted by m34m

So I have too many cars. It's passion and pain. E92 M3, F80CS, E90 335i (daily), and 300z TT. Wife has an F25 X3. Needless to say the maintenance and costs for all five are a lot of time and money. I'm not a little kid anymore and just properly washing and detailing one car takes a lot of time and energy. The climate I'm in means I've only got 6 months per year to enjoy some of them.

Like seemingly everyone else I want a GT car but I'm not "special" enough for an allocation and I'm certainly not paying current second hand prices. If I ever added one something above would have to go. Even though a GT isn't imminent, lately I've been thinking about simplifying and getting rid of one. But which one? Our dailies are the E90 and F25 so they're going nowhere. The Z has sentimental value, maybe future appreciation potential (low miles 1996) so it stays. The E92 M3 is also a 2013 low miles example in rare color, and it's a great car for well known reasons. So that leaves…..the CS. 😳 I took it out for a spirited rip tonight after laying out the case for my wife about the reasoning for potentially cutting it loose. I drove it with the intent of finding some fault and talking myself into it. All windows down, cool evening, empty roads, Sport+, Sport, Sport, MDM…..I got back and she asked how it went and if I'd decided anything. My response "that car is a raucous, rowdy, riot and it's going fucking nowhere". 😂.

Back to square one and spinning wheels.

Tough decisions must be made - it basically comes down to the E92 or the CS. In that situation I'd probably give up the E92 for the following reasons (as unbiased as possible):

1. GT car will fill that spot for a NA high rev screaming powerband. So having the CS will compliment the NA car nicely for some good variety. This is might be controversial, but if you can stomach the looks of G8X, you could always eventually move from F80 CS to G80 CS when that is released - it will have xDrive so you could use it year round. Then you'd have all the bases covered... a screaming GT P-car for pleasure, and turbo xDrive M car for variety/everything else. Regardless if you'd ever get into G8X, the first move is the same: keep the CS over the E92 in the specific situation that you need to give one up for a GT car.

2. E9X prices are literally out of this world right now. Will that last? Who knows, but if you have a low mileage example in a desirable color, that's going to fetch more relative value than the CS will. It may be 10+ years before F8X CS catches up on the value curve, if it ever catches the E9X craziness.

[slcook54]

Originally Posted by RugbyBro

Tough decisions must be made - it basically comes down to the E92 or the CS. In that situation I'd probably give up the E92 for the following reasons (as unbiased as possible):

1. GT car will fill that spot for a NA high rev screaming powerband. So having the CS will compliment the NA car nicely for some good variety. This is might be controversial, but if you can stomach the looks of G8X, you could always eventually move from F80 CS to G80 CS when that is released - it will have xDrive so you could use it year round. Then you'd have all the bases covered... a screaming GT P-car for pleasure, and turbo xDrive M car for variety/everything else. Regardless if you'd ever get into G8X, the first move is the same: keep the CS over the E92 in the specific situation that you need to give one up for a GT car.

2. E9X prices are literally out of this world right now. Will that last? Who knows, but if you have a low mileage example in a desirable color, that's going to fetch more relative value than the CS will. It may be 10+ years before F8X CS catches up on the value curve, if it ever catches the E9X craziness.

Them is fighting words, buddy. 😘

I have keys to both and it's a 50/50 split. The limits on the CS are higher and if I'm in the mood to hoon, I reach for the CS key. Nothing like roasting cup2's in 2nd gear.

If I want flow and high revving theatre, e92 all day. I've also entertained 991.2 gt3 but the math doesn't make sense to me. It's definitely not 4x the car. I also like insuring the E92 on the track for $300 a day, gt3 is triple.

I also don't believe it daily's. Are you commuting 100 miles a day? If not, daily what you love. Sell 335, that's where the overlap is, don't need two 4 door turbo bmws.

[m34m]

Originally Posted by RugbyBro

Tough decisions must be made - it basically comes down to the E92 or the CS. In that situation I'd probably give up the E92 for the following reasons (as unbiased as possible):

1. GT car will fill that spot for a NA high rev screaming powerband. So having the CS will compliment the NA car nicely for some good variety. This is might be controversial, but if you can stomach the looks of G8X, you could always eventually move from F80 CS to G80 CS when that is released - it will have xDrive so you could use it year round. Then you'd have all the bases covered... a screaming GT P-car for pleasure, and turbo xDrive M car for variety/everything else. Regardless if you'd ever get into G8X, the first move is the same: keep the CS over the E92 in the specific situation that you need to give one up for a GT car.

2. E9X prices are literally out of this world right now. Will that last? Who knows, but if you have a low mileage example in a desirable color, that's going to fetch more relative value than the CS will. It may be 10+ years before F8X CS catches up on the value curve, if it ever catches the E9X craziness.

Some good insights here that has me thinking about the unthinkable…..letting E92 go. Then I read slcook54 post and I relate with it completely in terms of being torn between the two cars with each having its unique character. He suggests letting 335i go but in my climate I need the Xdrive and I do about 60-70 miles a day in it. If I could have a GT car tomorrow I honestly don't know what car I'd happily give up.

[RugbyBro]

Originally Posted by slcook54

I have keys to both and it's a 50/50 split.

Ugh dream garage problems!

Originally Posted by slcook54

I also don't believe it daily's. Are you commuting 100 miles a day? If not, daily what you love. Sell 335, that's where the overlap is, don't need two 4 door turbo bmws.

Facts here^^^

CS makes an awesome daily, I think that's part of the charm of the modern M3 - it's really a do it all car

Originally Posted by m34m

Some good insights here that has me thinking about the unthinkable…..letting E92 go. Then I read slcook54 post and I relate with it completely in terms of being torn between the two cars with each having its unique character. He suggests letting 335i go but in my climate I need the Xdrive and I do about 60-70 miles a day in it. If I could have a GT car tomorrow I honestly don't know what car I'd happily give up.

Well if it makes it easier, at current GT prices you might need to let all of them go

[DeTh]

Threw a MPE exhaust on the CS paired with a single midpipe… Definitely worth it! Not obnoxiously loud, just right. Can hear the car now, sport + there's burbles, then valves close in efficient. Couldn't be better!

[Ex_Stig]

I daily drove my M3 CS for 2.5 years. Put roughly 21k miles on it and loved every moment. I miss that car, but I had to unload it to make room for the M5 CS.

6k miles on the M5 CS since I got it in August of last year.

[Wanted_M]

Originally Posted by Ex_Stig

I daily drove my M3 CS for 2.5 years. Put roughly 21k miles on it and loved every moment. I miss that car, but I had to unload it to make room for the M5 CS.

6k miles on the M5 CS since I got it in August of last year.

Oh man, thats next on my list. Please post a picture, its a CS you know .

[m34m]

Originally Posted by Ex_Stig

I daily drove my M3 CS for 2.5 years. Put roughly 21k miles on it and loved every moment. I miss that car, but I had to unload it to make room for the M5 CS.

6k miles on the M5 CS since I got it in August of last year.

Can you give an objective review of how the DCT in the F80 compares with the ZF in the M5?

[Ex_Stig]

Originally Posted by m34m

Can you give an objective review of how the DCT in the F80 compares with the ZF in the M5?

Shortest version: I prefer the DCT. It just felt better.

[Ex_Stig]

Originally Posted by Wanted_M

Oh man, thats next on my list. Please post a picture, its a CS you know .

Here's one from when I got it tinted last summer. Sadly, I don't take enough pics.

[11LMBiSTT]

Originally Posted by Ex_Stig

Here's one from when I got it tinted last summer. Sadly, I don't take enough pics.

Future goals in the FDG or custom SMB ��

[dezzracer]

Originally Posted by RugbyBro

On M4 Comp, to emulate M4CS you only need to swap out the front sway bar for a non-comp sway bar. You can then hit up either tuner that 11LMBiSTT mentioned and have the coding done. You can have it done regardless of sway bar but you may get some understeer compared to a correct CS setup as the relative front roll stiffness is greater than the dampers are tuned for.

Chassis tuning, e diff, bushings, sway bars, wheels, springs all different on CS. Good luck getting exact CS performance without spending a fortune. Suspension was just part of the 25 K markup. Then add motor tuning, carbon fiber bits, different interior etc. etc. and the 25K extra everybody complained about was not a bad bargain.

[jmg]

Originally Posted by dezzracer

Chassis tuning, e diff, bushings, sway bars, wheels, springs all different on CS. Good luck getting exact CS performance without spending a fortune. Suspension was just part of the 25 K markup. Then add motor tuning, carbon fiber bits, different interior etc. etc. and the 25K extra everybody complained about was not a bad bargain.

Not to mention a lot of us got almost $20k off MSRP.

[CSBM5]

Originally Posted by dezzracer

Chassis tuning, e diff, bushings, sway bars, wheels, springs all different on CS. Good luck getting exact CS performance without spending a fortune. Suspension was just part of the 25 K markup. Then add motor tuning, carbon fiber bits, different interior etc. etc. and the 25K extra everybody complained about was not a bad bargain.

The electrically controlled mechanical LSD diff is the identical part in all M3, M4, M2, so it's only a matter of coding to choose CS settings or perhaps GTS. Similarly the CS engine tune is out there along of course with other choices too. The front sway bar is an OE part from the base M3. Damper tuning is again a choice of coding, base, ZCP, CS, GTS. The 763M wheels are the most expensive part to purchase perhaps along with the carbon fiber bits. However, for a mild outlay of $, you can get very close to the CS performance envelope starting with a base M3, perhaps a 2016 higher mileage example if you forego all the appearance items.

The flip side to the above is that the current market is pricing so little premium on M3 CS examples versus same mileage non-CS cars, that it's a fantastic deal to buy one now if you plan to keep for the long haul. That spread between CS and non-CS cars will widen substantially going forward I would guess...it surely won't collapse further than the current moment in time.

[RugbyBro]

Originally Posted by dezzracer

Chassis tuning, e diff, bushings, sway bars, wheels, springs all different on CS. Good luck getting exact CS performance without spending a fortune. Suspension was just part of the 25 K markup. Then add motor tuning, carbon fiber bits, different interior etc. etc. and the 25K extra everybody complained about was not a bad bargain.

Same diff, bushings, sways, springs, etc. all from the general F8X parts bin or said another way: none of those hardware items are bespoke for CS. They’re just matched and tuned much better. I agree, suspension is only 1 part of the total package, but it’s the most significant part IMO and the one I would definitely “retrofit” if I didn’t have a CS. I also agree that isolated tuning a non-CS won’t get you a CS; that’s not what I was saying in my post.

[CanAutM3]

Originally Posted by CSBM5

The electrically controlled mechanical LSD diff is the identical part in all M3, M4, M2, so it's only a matter of coding to choose CS settings or perhaps GTS. Similarly the CS engine tune is out there along of course with other choices too. The front sway bar is an OE part from the base M3. Damper tuning is again a choice of coding, base, ZCP, CS, GTS. The 763M wheels are the most expensive part to purchase perhaps along with the carbon fiber bits. However, for a mild outlay of $, you can get very close to the CS performance envelope starting with a base M3, perhaps a 2016 higher mileage example if you forego all the appearance items.

The flip side to the above is that the current market is pricing so little premium on M3 CS examples versus same mileage non-CS cars, that it's a fantastic deal to buy one now if you plan to keep for the long haul. That spread between CS and non-CS cars will widen substantially going forward I would guess...it surely won't collapse further than the current moment in time.

As a tidbit, the CS uses a different oil sump (shared with the GTS) with a 0.5L greater capacity for improved lubrication capabilities during high g maneuvers.

What is the most amazing about the CS is how all the small changes work in unison to provide an overall improvement that seems far greater than the sum of the individual changes. The CS is really optimized around the use of R-compound tires. The fact that I was 2.5sec/lap faster with my CS vs my previous M4 on the same tires was quite revealing to me.

[Mikewills98]

Originally Posted by Zulu Saffa

Came from a 2018 comp to a 2019 M4cs. Torque difference can really be felt mid range. Car is stock other than wheels/tires/pads/brake fluid. Has a MPE too. No real plans for power upgrades, but looking at camber plates, sway bars, control arms and possible BBK. Thinking I will leave stock dampers for now.

Currently in track set up mode - back to back track days tomorrow and Thursday (H2R and COTA).

Car is phenomenal.

Came from a 2018 comp to a 2019 M4cs. Torque difference can really be felt mid range. Car is stock other than wheels/tires/pads/brake fluid. Has a MPE too. No real plans for power upgrades, but looking at camber plates, sway bars, control arms and possible BBK. Thinking I will leave stock dampers for now.

[CSBM5]

Originally Posted by CanAutM3

As a tidbit, the CS uses a different oil sump (shared with the GTS) with a 0.5L greater capacity for improved lubrication capabilities during high g maneuvers.

Like most dealer service departments (when they do an oil change on an M2 CS, M3 CS or M4 CS and leave it a 1/2 liter short on the fill), I forgot about that part. P/N: 11-13-7-838-706. Looks like it is $896.50 at getbmwparts.

[m34m]

Originally Posted by CanAutM3

As a tidbit, the CS uses a different oil sump (shared with the GTS) with a 0.5L greater capacity for improved lubrication capabilities during high g maneuvers.

What is the most amazing about the CS is how all the small changes work in unison to provide an overall improvement that seems far greater than the sum of the individual changes. The CS is really optimized around the use of R-compound tires. The fact that I was 2.5sec/lap faster with my CS vs my previous M4 on the same tires was quite revealing to me.

I realize they aren't even anywhere near the same league but I'd be interested to hear a compare and contrast between your old CS and current 911 Turbo.