[medphysdave]

If you print the article to PDF you can upload to Google translate. Formatting is strange but you can get a feel for commentary.

[medphysdave]

Teamwork makes the dream work.

[Mastertec]

Great Job Team!

[lax01]

Jesus - is the M5 Comp really that fast?

[medphysdave]

Originally Posted by lax01

Jesus - is the M5 Comp really that fast?

M5 is a beast. Probably less fun in the corners, but it's a rocket as soon as it can dig in coming out.

[sdhotwn]

how much negative camber is stock on the M2 Comp? Curious if the numbers on the CS are appreciably different

EDIT: Looks like maybe -1.3/-1.5 for the comp versus -1.4/-1.8 for the CS, so not a lot.

[medphysdave]

Definitely get the sense that it can be a handful. They call this fun/exciting, but I'm not so sure. I do like how they mentioned lowering the rear tire pressure to regain some balance if desired.

The racing suspension is definitely superior, but seems the adaptive setup is done well for track. Curious how the off track settings will impact ones's spine and fillings.

[sdhotwn]

Originally Posted by medphysdave

Definitely get the sense that it can be a handful. They call this fun/exciting, but I'm not so sure. I do like how they mentioned lowering the rear tire pressure to regain some balance if desired.

The racing suspension is definitely superior, but seems the adaptive setup is done well for track. Curious how the off track settings will impact ones's spine and fillings.

You are planning to daily this right? Some quick alignment adjustments can quickly tame things too. A touch of rear toe in will calm that pretty quickly and same on the front can reduce tramming etc. Reduces liveliness quickly. As far as stiffness. That will be interesting to see as more info comes out. What these reviewers liked and felt have the car some edge the UK review didn't seem to like much.

[Karmic Man]

Peak toque is the same but they have obviously tuned it to reduce the turbos spool up time, like the old M4, torque ramps in faster when in-gear thus the snappy/old school characteristic.

I wouldn't pair it with Cup 2 on the street. Just get the PS4S and then RE-71R or AD08R thereafter.

[Davil]

THE NEW BMW MOTORSPORT CUSTOMER RACE CAR HAS THE NAME BMW M2 CS RACING AND IS BASED ON THE LIMITED M2 CS ROAD MODEL. REASON ENOUGH TO ROCK THE HOCKENHEIMRING WITH THE BOTH M-BROTHERS.

Do you still know this feeling? The analog speedometer needle trembles under the 250 km / h mark while the back of the hand gets wet and the fingers clasp nervously around the steering wheel.

Sounds like a high-speed story from the late nineties, but it's a highway story of today. Welcome to the BMW M2 CS on the journey to Hockenheim.

With calm, straight-ahead running, many vehicles today make fast driving a finger exercise. Often you can hardly feel the speed in modern automobiles. The M2 CS is the complete opposite. He sniffs every groove in the road and jumps over transverse joints. In fast freeway curves, the rear is more alive than tacked.

And do you know what? I find this vintage driving style, which is reminiscent of earlier times, really pleasant here. It immediately gives the M2 CS character that many modern vehicles are unfortunately lacking due to their willingness to compromise. Already on the highway you will notice that the agile tuning of the M2 CS also requires some driving skills. At the latest on winding country roads you finally fall in love with the bright driving behavior.

What a driving pleasure - arrival at the Hockenheimring with a big grin. Even if the test routine on our reference track is whining at a very high level, this test day has nothing to do with it
“Normal” sport car everyday life together. There is a puristic M2 version hidden behind a pit gate. Isn't it more puristic than the CS? Go then. Allow BMW M2 CS Racing in a traditional factory outfit.

M2 Racing: the ideal beginner
With the racing team Adrenalin Motorsport, the VLN champions team from 2018 and 2019 jacks up the M2 CS Racing with the stamps of its air lifting system and straps it with electric blankets on its Michelin slicks. If Corona did not give motorsport a spin and the 24-hour race at the Nürburgring on the new date in September (24th to started in May with the M2 CS Racing at the annual highlight on the Nordschleife.

Right, the M2 CS Racing is the sport auto racing project for 2020. Good news: If the 24-hour race is allowed to make a new start at the alternative date in September, our racing project will also run. By the way: Adrenaline Motorsport would use the M2 racer twice around the clock for BMW Motorsport in the Eifel marathon.

BMW Motorsport uses the so-called media vehicle to present new racing vehicles again and again before they make their official racing debut in customer hands. The M2 CS Racing is based on the CS road model and is placed as an entry-level customer racing car beneath the well-known BMW M4 GT4.

Today the ultimate M2-CS brothers duel is waiting. While the adrenaline motorsport team is preparing the M2 CS Racing for today's track test, the pit lights for the M2 CS go green.

Introductory round, short time to present the coupé, limited to 2200 units. At first glance, the CS differs from the previous M2 models. The paint finish in Misano Blue metallic is reserved exclusively for him. The exterior also reveals numerous components made of visible carbon (front splitter, wing mirror caps, roof in sandwich construction, Gurney on the tailgate, diffuser) and the 19-inch forged wheels with Michelin Pilot Sport Cup 2 tires the new special model.

Something has also changed under the bonnet, which is made of carbon in the M2 CS and therefore weighs 50 percent less. Compared to the M2 Competition, the three-liter inline six-cylinder bi-turbo now delivers 40 hp more and has a nominal output of 450 hp.

Entrance start / finish, warm-up lap completed, now it counts. While the CS is chasing the start / finish straight, we quickly mention the lightweight carbon center console, which should also weigh 50 percent less. Also noteworthy CS details in the interior: the optional M sports steering wheel with a non-slip Alcantara cover and the M sports seats, which cry out for a quick lap with the optimum seating position and gripping side support.

But now focus on the lap time - the M2 CS has already taken the north curve with a smile and is now sprinting towards Turn 2. Boah, what a move. Fresher, scratched up and more motivated - the CS engine not only looks subjectively much more potent than the 410 HP competition engine. The M2 CS accelerates 2.3 seconds faster to 200 km / h than the M2 Competition.

Braking on Turn 2. Ideally, you brake late into the sharp right. Thanks to the mixture of the high grip level of the cup tires and the well-applied ABS control, you can brake into the curve much later with the M2 CS than with the M2 Competition, which is known to be the standard Michelin Pilot tires Super sports wear.

At the end of the parabolics, it also shows how well the cup tires and the ABS tuning harmonize. In the slightly rising and undulating braking zone, the top speed of 250 km / h up to 43 km / h at the apex of the hairpin. The M2 CS does the trick very well. In combination with the direct steering front axle, it is a great pleasure to thresh the Hardcore-M2 into the curve.

The CS steers right in, jagged - wonderful! One notices that the developers have once again adapted springs and adaptive dampers specifically for the CS.
Already during the turn-in process one should mentally prepare for a steering correction when accelerating out. Simply stepping on the gas from the apex does not work because the M2 CS tends to override performance. Also when accelerating out of turn 8 and then when turning left to right in turn 10, a sensitive gas foot is required.

Driving fun coordination
Direct steering with a crisp Sport-Plus hand torque meets a bright rear axle - even in the Motodrom, the agility of the M2 CS is somewhat reminiscent of an old-school sports car that demands a little talent on the steering wheel for a quick lap. With a slightly lower air pressure on the rear than on the front axle, the balance can be trimmed to a more neutral driving behavior. In the development, however, the decision was deliberately made to match driving fun.
Pit stop after the M2 CS set a fantastic lap time. At 1.54.8 minutes, he undercuts the lap time of the M2 Competition by 3.1 seconds. Big respect!

How many kilos does the CS model actually weigh less than the competition version? Fill up, then on to the scales traditionally used for our tests in the Hockenheim paddock.
When the M2 CS and its racing car brother approach the historic scales in the DEKRA house, a hint of the good old DTM resonates. The M2 CS records 1,588 kilos. It is 43 kilos lighter than the M2 Competition. A respectable achievement by the M developers - that is how much weight you have to get out of a production vehicle today.
And what weighs the M2 CS Racing, whose interior is almost bare except for a full bucket seat, the dashboard and the roll cage welded to the body?

1579 kilos - only nine kilos less than the CS series vehicle. Why not less? On the one hand, the M2 CS Racing was not developed as a thoroughbred racing car, but the street model forms the basis. On the other hand, with a full 84-liter tank, it carries more fuel and therefore more weight than the M2 CS with road approval (52-liter tank). The weight of the roll cage should also not be underestimated.

Lash the six-point belts, press the start button, out of the box. Wonderful how the M2 CS Racing can roar in comparison to its slightly OPF-inhibited brother through its motorsport exhaust system with racing catalytic converters and the CS series silencer. Hearty voice, but weaker core. The 205-kilo in-line six-cylinder biturbo named S55B30 delivers up to 365 hp in the racing model - depending on the balance of performance.

The main areas of application for M2 CS Racing as the successor to the M240i Racing will be its one-make cup class as part of the NLS (Nürburgring endurance series) and the TC America. Incidentally, BMW Motorsport will add an even more powerful CS-racing version later.

Four times green, four times yellow, two times red - ten switch lamps light up in succession at the top of the dashboard, while a large gear display in the middle signals the current gear level. Third, fourth, fifth - the M2 CS Racing takes off on the start / finish straight. As in the production model, the gears are changed at lightning speed using the rocker command on the steering wheel. Eight switches, two rotary controls - you can crank the M2 CS Racing in style on a removable racing steering wheel.
Numerous modules have been specially adapted for motorsport use. The seven-speed dual clutch transmission is launched with special motorsport software. The M2 CS Racing also uses a mechanical Drexler limited slip differential with separate cooling (street version with electronically controlled multi-plate lock) as well as a propeller shaft with a reinforced center bearing and special drive shafts.

Even more precise steering behavior, greater mechanical grip - as expected, the M2 CS Racing shines with significantly higher cornering speeds than the standard counterpart. On the chassis side, of course, a few things have changed for racing. In addition to motorsport-specific handlebar connections, double-adjustable stabilizers, 1-way shock absorbers from ZF and special springs (main springs optionally available in different spring rates) characterize the chassis.

Braking into the curve late!
Overall, the axle geometry was of course also significantly more aggressive than that of the road model. (For comparison: M2 CS Racing: camber front axle - 3.4 degrees; rear axle
-2.7 degrees. Street model M2 CS: camber front axle –1.8 degrees; Not to forget: the M2 CS Racing runs on Michelin slicks (three compounds available for the CS Racing), which offer a much higher dry grip than the Cup tires with street approval. The control systems around DSC and ABS were also adapted to racing use. The DSC can be varied in three stages (DSC on, MDM, DSC off) using a toggle switch. Fastest setting today for the Hockenheim trip? The MDM mode, as it works like a traction control with slight control interventions. In the MDM setting, you can climb the gas earlier and more aggressively, the rest regulates the electronics. With the DSC completely deactivated, the M2 CS Racing tends to oversteer slightly with its current suspension configuration, especially when accelerating out of tight bends.

Fascinating how much later you can brake with the racing car compared to the production model. At the end of the parabolics, the M2 CS Racing sets its braking point 45 meters later than the M2 CS. The much later braking point is of course also due to the lower top speed of the racer compared to that of the street brother. Regardless of this, you can brake into the bend later with the racing car, as the deceleration values on slicks are yet another house number. The ABS has also been modified for racing.

With a lap time of 1.52.5 minutes, the M2 CS Racing, despite its lower nominal power, is over two seconds faster than the M2-CS road version. By the way: on page 53, the BMW M8 Competition clocks up almost the same lap time as the M2 racing car - the M8 with 625 hp also needs 260 hp more than the M2 CS Racing. Engine power is not everything on the racetrack.

CONCLUSION
BMW M2 CS AND M2 CS RACING TEST
Even more precise steering behavior, greater mechanical grip - as expected, the M2 CS Racing shines with significantly higher cornering speeds than the standard counterpart. On the chassis side, of course, a few things have changed for racing. In addition to motorsport-specific handlebar connections, the front and top gas climbs mark the rest of the rules that I would take if I had to make a decision? Both! The M2 CS has been refreshingly agile and is a real driving hero with character in everyday life. The counterpart for the racetrack? M2 CS Racing! A simply mastery
Tough entry-level racing car: get in, step on the gas, have fun!

[Davil]

Some parts similar to the vibe I got from the Car review. It's an end of an era car. Exciting to drive and can bite you. Just my cup of tea but not for everyone.

[SeanWRT]

Originally Posted by medphysdave

Teamwork makes the dream work.

Good stuff. Last time the pre-production car was tested. See thread here.

https://f87.bimmerpost.com/forums/sh....php?t=1654057

The 1:55.8 min laptime was achieved by Uwe Sener at high ambient temp.
This time around, temp is cooler and driver is Christian Gebhardt, leading to a time of 1:54.80, on par with top G generation M performers (M5C & M8C).

Quite an achievement for the F8X at its very finale.

[Poochie]

You guys have to looks beyond the comparable paper numbers to M2 Competition and factor in the alterations that give the club sport variant it's pizzaz and the right to brand that "CS" badge, on its back.

Since this vehicles marketing emphasis is on track-able endurance, the ultra-sticky Michelin PSC2 tuned to mate with the Adaptive M Suspension and Active M differential have specific 'sharpened' tunes, where everything work in cahoots with each other, yet can dynamically alter, on-the-fly to adjust a varying load, according the real-time accelerometer sensors data, on each wheel, DSC angle, X, Y, horizontals and vertical maneuvers shift.

The M2 CS also utilizes a weight-optimised magnesium oil pan, with addition, clever, oil baffles, to always provide oil pockets of lubrication, during high-G & altitudes, apexes, reducing potential oil starvation.

As its best effort to live up to the name, the M2 CS is still not track-monster as the it might imply. It can hold its own and as much as the enhancements are a welcome addition, which really tighten up an already ridge package, there is really no mystique behind the curtain.

Any question one might have about it's offering can be picked & deciphered from any generic 2017+ F80/82 with a Competition package review.

Removing emotion form the equation, M2 CS is merely a M4 with a ZCP Competition Package, shrunk down to size, adorn with carbon fiber. It wouldn't exactly call it a parts bin vehicle but it's certainly not the right be considered bespoke.

However, the addition of the adaptive dampers to the M2 chassis might add that esoteric dynamism to the platform. Adaptive Suspension might add that missing ingredient that transform the M2 CS in the most dynamic platform, to grace the earth.

The fact that all future G80/82 comes standard with Adaptive Suspension says BMW engineer has confidence in the technology and doesn't see it as fluff, as some seem to believe.

As in the way the M Adaptive Limited Slip differential, brought M cars to the forefront of sublime handling, due to ability to variable lock-up from 100% to 0%, per wheel, as oppose to a static set locking LSD.

Now it's just the lingering $85,000 question is the CS worth the additional $25,000 for the privilege of owning this bite-size, M4 ZCP Competition Pack - which, in itself, might seem a bit cheeky but remember, for the M2 fanatic, which bounds (and bank book) know no limits, they're we're shoo-in before this automobile even came into fusion.



Scan the specs to the M4 with the Competition Package, it follows and lines-up verbatim to that of the M2 CS.. 🤨

https://www.press.bmwgroup.com/usa/a...language=en_US

[medphysdave]

Well said @Poochie

[CSBM5]

Originally Posted by Poochie

As its best effort to live up to the name, the M2 CS is still not track-monster as the it might imply. It can hold its own and as much as the enhancements are a welcome addition, which really tighten up an already ridge package, there is really no mystique behind the curtain.

Agreed. With non-adjustable and way too little camber up front, it will overheat and eat its front tire outside edges alive on track. I would only consider it a "track car" or "designed for the racetrack" it actually *was* designed to be used at the track. A nicely engineered method of adjustable front camber would have sealed that deal. Instead we're left with immediately needing adjustable camber plates similar to every BMW M car.

If BMW M really wanted to do this, I'm sure they could have, but it's not really about "track" but the appearance of track-worthiness apparently. They should have taken a page from the Corvette C8 playbook with a fully adjustable over a wide range suspension, and then did what the vette folks did and provide optimal suspension settings for street and track -- look at the huge difference in lap times (and reduction in tire wear) the track settings accomplish on the C8. Of course that's nothing new to most all of us (I started fighting too little camber on BMWs in the 70s! - yes, I'm ancient).

[Pol]

Difficult to understand all that commotion of whether buy or not the M2 CS. For me the CS gives the best of both worlds and is worth the money. You can always upgrade a M2 Competition but nevertheless it will stay a competition.

[Poochie]

Originally Posted by Pol

Difficult to understand all that commotion of whether buy or not the M2 CS. For me the CS gives the best of both worlds and is worth the money. You can always upgrade a M2 Competition but nevertheless it will stay a competition.

If you can swing it, ignore everything and get one; it's a one of a kind, the M2 world..

This pricing dispute is just a select few weighting its worth, over a Competition, who might skewed towards a better value.

However, if you see worth in the overall CS package, by all means, go for it..

[medphysdave]

HAS and front camber plates

[sdhotwn]

Originally Posted by medphysdave

HAS and front camber plates

First two mods?

The HAS made me think HANS right away instead of height adjustable... I didn't think the shots in the german article had quite the gap issues discussed previously.

The lack of ability to run a 4 point with the seats is a little annoying. I'll need to change my HANS to a hybrid because of it which is fine. That, camber plates, and PPF are likely immediate and only changes for me (and maybe some black paint on the muffler ).

[Davil]

Originally Posted by medphysdave

HAS and front camber plates

Why? Will it be a track only car? Front camber will wear your tyres prematurely on the street and make the steering annoying. Lowering ride height will screw up that lovely lip in a couple of days.

[medphysdave]

Originally Posted by Davil

Why? Will it be a track only car? Front camber will wear your tyres prematurely on the street and make the steering annoying. Lowering ride height will screw up that lovely lip in a couple of days.

Just thoughts at this point. Nothing will be done fresh out of the gate. Must get used to the as delivered setup. Reading a bit into the M4 comp suspension it would appear that more aggressive camber can be run without compromising tire wear. In some instances my reading suggests improvement in tire wear. My historical preference has been to run as agressively as possible on the street while maintaining an even wear. Since the geometry does seem to mimic the M4 comp I've been doing some research. An idle mind is the devil's playground.

[CSBM5]

Originally Posted by medphysdave

Just thoughts at this point. Nothing will be done fresh out of the gate. Must get used to the as delivered setup. Reading a bit into the M4 comp suspension it would appear that more aggressive camber can be run without compromising tire wear. In some instances my reading suggests improvement in tire wear. My historical preference has been to run as agressively as possible on the street while maintaining an even wear. Since the geometry does seem to mimic the M4 comp I've been doing some research. An idle mind is the devil's playground.

On my daughter's E46 with Ground Control coilovers and camber plates, about 10 years ago we were able to experiment on the alignment rack and set it up perfectly for street and track/autox and mark those two camber settings on the plates. We moved it back and forth, and the repeatability of camber and toe values was excellent on the rack. Then it became an easy thing to change at the track only requiring a few minutes to jack the wheel on each side and move the plate.

With the tie rods in front of the centerline, when you add negative camber, the toe goes outward. Hence we set -1.5 degrees camber for street use with toe dead center on the factory spec, and then when we moved it to -2.8 the toe moved outward to just a touch over 0.

As an aside on camber wear -- on my E39 M5 with GC plates, I ran -2.4 degrees front camber for over 10 years without a significant wear issue as I kept the front toe-in small (0.02 degrees).