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      10-04-2020, 01:20 PM   #1
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M2CS review auto motor und sport

https://www.auto-motor-und-sport.de/...-cs-supertest/
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      10-04-2020, 01:21 PM   #2
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Shortly before the end of production of the M2 series, known as the F87, BMW M GmbH is knocking out another real hit with the M2 CS. Is the special edition limited to 2,200 copies the legend of the day after tomorrow?
"What really annoys me about today's vehicles is the constant trend towards larger vehicle dimensions," wrote me recently from reader Marcus Horn. Thank you, Marcus, you speak out of my mind! Most automobiles used to be petite and compact, today they are often moving cupboards. Despite the mostly astonishing driving dynamics on the racetrack, you have to be happy on the country road if the exterior mirrors are not inhaled by oncoming traffic or traffic signs. But they still exist today - these compact, handy and playful athletes: welcome to the BMW M2 CS.

Motorway exit Wehr in the direction of the Nürburgring: Seldom has anyone recently made me so greedy for the lonely Eifel country roads with his lively driving behavior. Decoupled and comfort-filtered driving behavior are alien to the hardcore pair. Here you can really feel the contact with the street again. With its straight-line stability, it shows that straights are only a means to an end for the CS. The special model, which is limited to 2,200 copies, slightly lags behind the asphalt and feels like it turns in by itself. The CS doesn't even want to be this adapted, decent and compromise-ready type like so many modern vehicles.

BMW M2 CS, exterior
Achim Hartmann
Today M2, earlier M3 - at least in terms of dimensions. The length, width and height of the M2 CS are close to the blissful M3 CSL of the E46 series (4,492 mm, 1,780 mm, 1,365 mm).
What is now called M2 was previously packaged as M3 - at least in terms of dimensions. With its external dimensions, the M2 CS is reminiscent of a BMW legend - the M legend par excellence after the turn of the millennium. The length, width and height of the M2 CS are close to the blissful M3 CSL of the E46 series (4,492 mm, 1,780 mm, 1,365 mm).

Has what it takes to achieve cult status

"Legend status" has been a big word since the 2003 CSL. For the die-hard of the M community, the legendary sucker trumpet is the last "real M" to date. Increasing weight and growing vehicle dimensions and, last but not least, the switch from the unique M naturally aspirated engines to the turbo engines based on BMW modular systems do not warm the hearts of all M fans.

After Eifel-Landstrasse comes the Eifel race track - open fire on the Nordschleife. Hatzenbach, Quiddelbacher Höhe, Flugplatz - the M2 CS quickly makes it clear from the first few meters that it too has what it takes to achieve cult status.

Top speed approach to Schwedenkreuz? 260 km / h! Here the "normal" M2 Competition was 11 km / h slower. Compared to the said basic version, the three-liter biturbo of the special model has 40 hp more. Rated capacity? 450 hp.

BMW M2 CS, exterior
Achim Hartmann
The modified exhaust system with stainless steel tailpipes is exclusive to the CS. "OPF" is and will remain a bad word here, because neither Competition nor CS sound as emotional as our M2 long-term test car (370 PS, without OPF) once did.
And the sound? It's okay, but nothing more. You could gloss over the high-pitched CS voice - "OPF" is and will remain a bad word here too. From bassy to hoarse screaming - neither Competition nor CS sound as emotional as our M2 endurance test car (370 PS, without OPF) once did.

But you shouldn't reduce the most powerful series M2 to just its powerful and easy-turning S55B30 series six with largely linear power delivery. Braking, turning in, Aremberg curve - with a snappy grip level, the M2 CS grabs the right-hand bend before it plunges down into the Fuchsröhre.

Comparison of clocks in the Aremberg curve? 99 km / h mid-corn speed in the CS. The M2 Competition only reached 89 km / h here. Reason for the noticeably higher mechanical grip? Especially the choice of tires. In contrast to the M2 Competition, the CS does not wear Michelin Pilot Super Sport tires, but instead uses the Michelin Pilot Sport Cup 2 tires that focus even more on dry grip.

Compared to the Cup 2 tires that the M4 CS already wore, according to BMW M, the compound has been further developed in terms of thermal stability. The structure of the carcass has also been optimized. Compared to other semi-slicks, this Cup 2 also shows a pronounced peak with very high grip when new. The tire then works a surprisingly long time at a constant level of grip before the grip decreases.

However, it is not just the new cup tires that are responsible for the increased mechanical grip of the M2 CS, but also chassis modifications. Unlike the previous M2 versions, the CS now has the adaptive chassis familiar from the M4 models with the three modes Comfort, Sport and Sport Plus. The CS chassis is a component mix of new developments as well as acquisitions from the M2 / M4 construction kit.
The damper hardware and the rear axle stabilizer come from the M4 Competition, while the front axle stabilizer was taken from the M4 CS. The springs on the front and rear axles were taken over unchanged from the M2 Competition, while the additional springs at the front and rear were retuned. The regulated rear axle lock comes from the hardware side unchanged from the previously known M2 / M4 models. However, the software-based data for all systems (damper control, steering, controlled lock) has been specially adapted to the M2 CS.

Regardless of the damper setting, the CS subjectively springs a bit more robust in everyday life than its competition brother. This immediately makes him appear more focused on the racetrack. Recommendation of the M team for the damper hardness? Hockenheim in "Sport Plus", Nordschleife in sport mode. Said setting now fits very well on the Eifel bumps.

Grip, grip, hurray?

And how does the electromechanical steering feel? The overall ratio of the EPS steering remained unchanged at 15.0: 1 compared to the M2 Competition, while the steering assistance can still be varied in three different characteristics. Comfort mode does not play a role on the racetrack due to its ease of movement. In Sport Plus mode, the very high manual torque of the steering takes away the feeling of being in the middle. The sport setting, on the other hand, is perfect for steering that is precise but not exaggerated from the center.

BMW M2 CS, Nürburgring
Achim Hartmann
The second Nordschleife sector characterizes the M2 CS better than any other sector on the Ring. The CS takes a full 5.5 seconds from the M2 Competition here.
Fuchsröhre, Adenauer Forst, Metzgesfeld, Kallenhard, Wehrseifen, Ex-Mühle - in the second Nordschleife sector, it's not just performance that counts, but also steering precision and driving stability, especially on winding downhill sections. And this second sector characterizes the M2 CS better than any other sector on the ring. The CS takes 5.5 seconds from the M2 Competition over the 4,235 meters of this sector. Wow!

In the fixed Metzgesfeld links, the CS makes its competition brother clearly wet. Cornering speed in comparison: 164 to 152 km / h. In medium-fast and fast corners, the CS impresses with more driving stability. While the previous M2 models started with a "drift adjustment" defined by the rear axle, the M developers have now made the driving behavior of the CS rear axle a little more stable.

The emphasis is on "something". The M2 CS cannot completely hide the tendency to overdrive. In everyday life on the country road and on flat GP courses à la Hockenheim, driving is great, while on the Nordschleife special attention is sometimes required. This is especially true in slow corners where traction counts, or in downhill, slightly outward sloping sections where the rear axle is relieved.

A modern "driver's car"

BMW M2 CS, Nürburgring
Achim Hartmann
While the previous M2 models were more likely to have a "drift setting" defined via the rear axle, the M developers now made the driving behavior of the CS rear axle somewhat more stable.
The Uphill Right Ex-Mill is such a tricky case. If you approach this curve too sharply and then try to be on the gas early, the CS tail wedges out like a raid. Instead of a narrow choice of lines, you should choose a wider curve radius and gradually increase the accelerator angle when accelerating out.

Don't get it wrong: The traction of the CS is clearly better than that of the M2 Competition, but the special model also retains the basic power oversteering character. And that's what makes the M2 CS so adorable. In order to be really fast at the limit, you have to think about every pinch of the accelerator pedal angle. In short: the accelerator pedal should be understood as part of the steering.

With the M Dynamic Mode (MDM) there is a kind of traction control in which the DSC is not completely deactivated, but the control interventions serve more for safe drifts with a lifeline than to make them faster in the limit area. In short: the CS is still a real "driver's car" that has to be ridden with completely deactivated ESP and sometimes requires counter-steering reflexes.

How can you trim the CS from "oversteering" towards "neutral"? In order to shift the balance a little more towards the rear axle, it helps to adjust the tire inflation pressure with significantly higher inflation pressures in the front wheels compared to the rear wheels. The precise front axle is somewhat defused, while the rear axle gains mechanical grip.

A "driver's car" also means that you have to change gear yourself. Even in the M2 CS, the seven-speed DCT does not have an autonomous operating strategy in which the gears are autonomously shifted up and down in the limit area. The automatic mode sees itself as a helping everyday buddy. The paddle shifters on the steering wheel are an essential companion to be fast on the racetrack at the limit. Gear changes follow the rocker pull, without delay.

BMW M2 CS, interior
Hans-Dieter Seufert
The M2 CS is the first CS to be available with a six-speed manual switch. This means plus 0.2 seconds to 100 km / h, but the manual transmission weighs 25 kilos less than the DKG.
All previous CS models (F80-M3 / F82-M4) were only available with DKG, the M2 CS now also with a six-speed manual switch. A dream comes true that not even the M3 CSL, which is supplied exclusively with SMG, could come true. When a dream becomes reality, the acceleration time increases (plus 0.2 seconds to 100 km / h), but also the driving pleasure. And: the manual gearbox weighs 25 kilos less than the DKG.

Now: Lauda left with over 200 km / h "full", then brake on the mine right. Thanks to the higher grip level of the cup tires, you can drop anchor with the M2 CS later than with the M2 Competition. "Late, but not too late" is the motto for the braking points, otherwise the ABS will be overwhelmed and the CS will then want to push it slightly over the front axle when decelerating.

As standard, the M2 CS carries the so-called M sport brake, which was only available for the M2 Competition at an additional cost. Of course, the Extreme M2 now uses the carbon-ceramic brake system, which is only available as an option for the CS, and which can withstand the ride on the Nordschleife and in Hockenheim.

The advantage of the CS option brake is not only the even greater stability when used on the racetrack, but above all the weight savings compared to the M sport brake. The carbon-ceramic brake on the front axle is 14.3 kilos lighter. The delta weight on the rear axle is 8.7 kilos. Together they make a weight reduction of a whopping 23 kilos compared to the aforementioned M-Sport brake.

While the abbreviation of the honored M3 CSL stands for "Coupé, Sport, Lightweight Construction", the makers of the M2 CS did not leave out the "L" for "Lightweight Construction". No, "CS" stands for "Clubsport" today. Even if the M2 CS does not live out the lightweight construction issue nearly as excessively as the M3 CSL once did, it also inspires with diet measures.

BMW M2 CS, performance measurement
Achim Hartmann
The M2 CS weighs a whopping 1,588 kilograms despite the weight savings and tons of carbon, 43 kilograms less than the M2 Competition, but an incredible 167 kilograms heavier than the holy M3 CSL.
After all, the CS weighs 43 kilos less than the M2 Competition. A respectable weight saving in today's world, which is generally characterized by much too heavy automobiles. At 1,588 kilos, the M2 CS is an incredible 167 kilos heavier than the holy M3 CSL - without words.

Mine, cauldron, courage curve - while the M2 CS storms through the Eifel forest, we take a moment to shed light on its diet measures. In addition to the carbon-ceramic brake system, there are: the lightweight center console, which we already know from the M4 CS (saves 2.5 kilos compared to the conventional center console of the M2 Competition), the carbon bonnet (saves 7.5 kilos compared to the competition Bonnet) and the carbon roof installed for the first time in an M2 series model (saves 4 kilos). Due to the modifications described, the vehicle's center of gravity has been reduced by around five millimeters compared to the Competition version, while the axle load distribution has shifted by 0.2 percent towards the rear axle.

Carousel and Hohe Acht are already history. On the technically demanding passage through Wippermann via Brünnchen and Pflanzgarten to the Schwalbenschwanz, the CS shines again with steering precision and mechanical grip.

Faster than the 991 Carrera S.

BMW M2 CS, Nürburgring
Achim Hartmann
With exactly 7.42.99 minutes, the M2 CS is not only significantly faster than the legendary M3 CSL (7.50 min), but also than many a sports car from the last decade (2013: Audi R8 V10 Plus 7.45 min, 2011: Porsche 991.1 Carrera S 7.44 min).
Döttinger Höhe, Tiergarten, T13 - after exactly 7.42.99 minutes the M2 CS runs across the finish line. This means that it is not only significantly faster than the legendary M3 CSL (7.50 min), but also than many a sports car from the last decade (2013: Audi R8 V10 Plus 7.45 min, 2011: Porsche 991.1 Carrera S 7.44 min).

My prognosis: The M2 CS will be a cult classic of the day after tomorrow not only because of its fixed lap time - especially as a rare hand switch. Tip: Hit it now!

NÜRBURGRING NORDSCHLEIFE
14th
maximum of 20 points
On the Nordschleife, the CS model is nine seconds faster than the M2 Competition. In addition to the increase in performance, the modified chassis and the change to cup tires are also responsible for this. The extreme M2 tends to be designed to overdrive. Thanks to the adjustment of the tire inflation pressure with significantly higher inflation pressures on the front axle compared to the inflation pressures on the rear axle, the balance could be trimmed a little more neutral. The optional carbon-ceramic brake system withstands the load on the Nordschleife unimpressed and impresses with its stability.

HOCKENHEIM RING SMALL COURSE
13th
maximum of 20 points
The M2 Competition started on the small course in the 11/2018 Supertest, so a lap time on the GP course from a comparison test is used for comparison with the M2 CS. With 1.54.8 minutes, the CS undercuts the competition lap time by 3.1 seconds. Thanks to the chassis modifications and the cup tires, the mechanical grip has increased noticeably. However, the CS remains true to the basic M2 character. It also tends to be tuned to oversteer. Especially when accelerating out of tight curve radii (hairpin, turn 8) the stern is pushing.

ACCELERATION / BRAKING
8th
maximum 10 points
Thanks to its increased performance, the M2 CS accelerates from 0 to 200 km / h 2.4 seconds faster than the M2 Competition. The CS also has slight advantages over the Competition model when it comes to deceleration (200–0 km / h in 4.9 seconds; braking distance 135.4 meters).

WIND CHANNEL
9
maximum 10 points
At first glance, the add-on parts around the front splitter, gurney and rear diffuser look like ornament, but far from it. The aerodynamics benefit measurably from this. Compared to the M2 Competition, the M2 CS has significantly reduced lift on both axles.

LATERAL ACCELERATION
7th
maximum 10 points
The chassis modifications and the change to Michelin Pilot Sport Cup 2 cup tires are also reflected in the lateral acceleration values. Compared to the M2 Competition with Michelin Pilot Super Sport tires, the maximum lateral acceleration of the M2 CS increases from 1.30 to 1.35 g. The mechanical grip of the special model is noticeably higher than that of the competition model.

36-METER SLALOM
11
maximum of 15 points
In the fast 36-meter slalom, the CS steers in with a slight delay, the chassis must first sit down before the steering commands can be converted into a change of direction. It is advisable to turn in earlier and more gently, then the always swinging tail remains calmer. In other words: a real, pure driver's car without electronic intervention. If you like it and can do it, you have a lot of fun!

EVIDENCE
9
maximum of 15 points
Even in the evasive test, you have to turn in a little earlier. With increasing speed, the side slip angle also increases. At the limit, when DSC is deactivated, one drift is implemented into the next, but the BMW M2 is always easy to control. The real challenge is to hit the narrow pylon lanes despite the drift angles.

CONCLUSION
71 maximum 100 points
The M2 CS is the crowning achievement of the F87 series shortly before the end of production. Thanks to numerous detailed modifications, it takes the M2 concept to the extreme. An ideal mix was achieved. With its unfiltered character, the M2 CS not only delivers great driving fun on country roads, but also impresses with its increased racetrack performance. It should only have been a little lighter. 1,588 kilos is simply too much weight!
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Last edited by ///M2CS; 10-04-2020 at 01:28 PM..
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      10-04-2020, 01:37 PM   #3
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I'd be fun to see some of the wind tunnel testing analysis as a video.
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      10-04-2020, 03:36 PM   #5
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Great read, thanks for sharing...that magazine really understands the details of what makes a driver's car instead of hyperbole and sensationalism.
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      10-04-2020, 05:03 PM   #6
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With measured 491 ps at 6760 rpm, the factory specification of 450 ps is exceeded by 9 percent. A maximum of two percent are at the expense of the test bench.
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Originally Posted by ///M2CS View Post
Shortly before the end of production of the M2 series, known as the F87, BMW M GmbH is knocking out another real hit with the M2 CS. Is the special edition limited to 2,200 copies the legend of the day after tomorrow?
"What really annoys me about today's vehicles is the constant trend towards larger vehicle dimensions," wrote me recently from reader Marcus Horn. Thank you, Marcus, you speak out of my mind! Most automobiles used to be petite and compact, today they are often moving cupboards. Despite the mostly astonishing driving dynamics on the racetrack, you have to be happy on the country road if the exterior mirrors are not inhaled by oncoming traffic or traffic signs. But they still exist today - these compact, handy and playful athletes: welcome to the BMW M2 CS.

Motorway exit Wehr in the direction of the Nürburgring: Seldom has anyone recently made me so greedy for the lonely Eifel country roads with his lively driving behavior. Decoupled and comfort-filtered driving behavior are alien to the hardcore pair. Here you can really feel the contact with the street again. With its straight-line stability, it shows that straights are only a means to an end for the CS. The special model, which is limited to 2,200 copies, slightly lags behind the asphalt and feels like it turns in by itself. The CS doesn't even want to be this adapted, decent and compromise-ready type like so many modern vehicles.

BMW M2 CS, exterior
Achim Hartmann
Today M2, earlier M3 - at least in terms of dimensions. The length, width and height of the M2 CS are close to the blissful M3 CSL of the E46 series (4,492 mm, 1,780 mm, 1,365 mm).
What is now called M2 was previously packaged as M3 - at least in terms of dimensions. With its external dimensions, the M2 CS is reminiscent of a BMW legend - the M legend par excellence after the turn of the millennium. The length, width and height of the M2 CS are close to the blissful M3 CSL of the E46 series (4,492 mm, 1,780 mm, 1,365 mm).

Has what it takes to achieve cult status

"Legend status" has been a big word since the 2003 CSL. For the die-hard of the M community, the legendary sucker trumpet is the last "real M" to date. Increasing weight and growing vehicle dimensions and, last but not least, the switch from the unique M naturally aspirated engines to the turbo engines based on BMW modular systems do not warm the hearts of all M fans.

After Eifel-Landstrasse comes the Eifel race track - open fire on the Nordschleife. Hatzenbach, Quiddelbacher Höhe, Flugplatz - the M2 CS quickly makes it clear from the first few meters that it too has what it takes to achieve cult status.

Top speed approach to Schwedenkreuz? 260 km / h! Here the "normal" M2 Competition was 11 km / h slower. Compared to the said basic version, the three-liter biturbo of the special model has 40 hp more. Rated capacity? 450 hp.

BMW M2 CS, exterior
Achim Hartmann
The modified exhaust system with stainless steel tailpipes is exclusive to the CS. "OPF" is and will remain a bad word here, because neither Competition nor CS sound as emotional as our M2 long-term test car (370 PS, without OPF) once did.
And the sound? It's okay, but nothing more. You could gloss over the high-pitched CS voice - "OPF" is and will remain a bad word here too. From bassy to hoarse screaming - neither Competition nor CS sound as emotional as our M2 endurance test car (370 PS, without OPF) once did.

But you shouldn't reduce the most powerful series M2 to just its powerful and easy-turning S55B30 series six with largely linear power delivery. Braking, turning in, Aremberg curve - with a snappy grip level, the M2 CS grabs the right-hand bend before it plunges down into the Fuchsröhre.

Comparison of clocks in the Aremberg curve? 99 km / h mid-corn speed in the CS. The M2 Competition only reached 89 km / h here. Reason for the noticeably higher mechanical grip? Especially the choice of tires. In contrast to the M2 Competition, the CS does not wear Michelin Pilot Super Sport tires, but instead uses the Michelin Pilot Sport Cup 2 tires that focus even more on dry grip.

Compared to the Cup 2 tires that the M4 CS already wore, according to BMW M, the compound has been further developed in terms of thermal stability. The structure of the carcass has also been optimized. Compared to other semi-slicks, this Cup 2 also shows a pronounced peak with very high grip when new. The tire then works a surprisingly long time at a constant level of grip before the grip decreases.

However, it is not just the new cup tires that are responsible for the increased mechanical grip of the M2 CS, but also chassis modifications. Unlike the previous M2 versions, the CS now has the adaptive chassis familiar from the M4 models with the three modes Comfort, Sport and Sport Plus. The CS chassis is a component mix of new developments as well as acquisitions from the M2 / M4 construction kit.
The damper hardware and the rear axle stabilizer come from the M4 Competition, while the front axle stabilizer was taken from the M4 CS. The springs on the front and rear axles were taken over unchanged from the M2 Competition, while the additional springs at the front and rear were retuned. The regulated rear axle lock comes from the hardware side unchanged from the previously known M2 / M4 models. However, the software-based data for all systems (damper control, steering, controlled lock) has been specially adapted to the M2 CS.

Regardless of the damper setting, the CS subjectively springs a bit more robust in everyday life than its competition brother. This immediately makes him appear more focused on the racetrack. Recommendation of the M team for the damper hardness? Hockenheim in "Sport Plus", Nordschleife in sport mode. Said setting now fits very well on the Eifel bumps.

Grip, grip, hurray?

And how does the electromechanical steering feel? The overall ratio of the EPS steering remained unchanged at 15.0: 1 compared to the M2 Competition, while the steering assistance can still be varied in three different characteristics. Comfort mode does not play a role on the racetrack due to its ease of movement. In Sport Plus mode, the very high manual torque of the steering takes away the feeling of being in the middle. The sport setting, on the other hand, is perfect for steering that is precise but not exaggerated from the center.

BMW M2 CS, Nürburgring
Achim Hartmann
The second Nordschleife sector characterizes the M2 CS better than any other sector on the Ring. The CS takes a full 5.5 seconds from the M2 Competition here.
Fuchsröhre, Adenauer Forst, Metzgesfeld, Kallenhard, Wehrseifen, Ex-Mühle - in the second Nordschleife sector, it's not just performance that counts, but also steering precision and driving stability, especially on winding downhill sections. And this second sector characterizes the M2 CS better than any other sector on the ring. The CS takes 5.5 seconds from the M2 Competition over the 4,235 meters of this sector. Wow!

In the fixed Metzgesfeld links, the CS makes its competition brother clearly wet. Cornering speed in comparison: 164 to 152 km / h. In medium-fast and fast corners, the CS impresses with more driving stability. While the previous M2 models started with a "drift adjustment" defined by the rear axle, the M developers have now made the driving behavior of the CS rear axle a little more stable.

The emphasis is on "something". The M2 CS cannot completely hide the tendency to overdrive. In everyday life on the country road and on flat GP courses à la Hockenheim, driving is great, while on the Nordschleife special attention is sometimes required. This is especially true in slow corners where traction counts, or in downhill, slightly outward sloping sections where the rear axle is relieved.

A modern "driver's car"

BMW M2 CS, Nürburgring
Achim Hartmann
While the previous M2 models were more likely to have a "drift setting" defined via the rear axle, the M developers now made the driving behavior of the CS rear axle somewhat more stable.
The Uphill Right Ex-Mill is such a tricky case. If you approach this curve too sharply and then try to be on the gas early, the CS tail wedges out like a raid. Instead of a narrow choice of lines, you should choose a wider curve radius and gradually increase the accelerator angle when accelerating out.

Don't get it wrong: The traction of the CS is clearly better than that of the M2 Competition, but the special model also retains the basic power oversteering character. And that's what makes the M2 CS so adorable. In order to be really fast at the limit, you have to think about every pinch of the accelerator pedal angle. In short: the accelerator pedal should be understood as part of the steering.

With the M Dynamic Mode (MDM) there is a kind of traction control in which the DSC is not completely deactivated, but the control interventions serve more for safe drifts with a lifeline than to make them faster in the limit area. In short: the CS is still a real "driver's car" that has to be ridden with completely deactivated ESP and sometimes requires counter-steering reflexes.

How can you trim the CS from "oversteering" towards "neutral"? In order to shift the balance a little more towards the rear axle, it helps to adjust the tire inflation pressure with significantly higher inflation pressures in the front wheels compared to the rear wheels. The precise front axle is somewhat defused, while the rear axle gains mechanical grip.

A "driver's car" also means that you have to change gear yourself. Even in the M2 CS, the seven-speed DCT does not have an autonomous operating strategy in which the gears are autonomously shifted up and down in the limit area. The automatic mode sees itself as a helping everyday buddy. The paddle shifters on the steering wheel are an essential companion to be fast on the racetrack at the limit. Gear changes follow the rocker pull, without delay.

BMW M2 CS, interior
Hans-Dieter Seufert
The M2 CS is the first CS to be available with a six-speed manual switch. This means plus 0.2 seconds to 100 km / h, but the manual transmission weighs 25 kilos less than the DKG.
All previous CS models (F80-M3 / F82-M4) were only available with DKG, the M2 CS now also with a six-speed manual switch. A dream comes true that not even the M3 CSL, which is supplied exclusively with SMG, could come true. When a dream becomes reality, the acceleration time increases (plus 0.2 seconds to 100 km / h), but also the driving pleasure. And: the manual gearbox weighs 25 kilos less than the DKG.

Now: Lauda left with over 200 km / h "full", then brake on the mine right. Thanks to the higher grip level of the cup tires, you can drop anchor with the M2 CS later than with the M2 Competition. "Late, but not too late" is the motto for the braking points, otherwise the ABS will be overwhelmed and the CS will then want to push it slightly over the front axle when decelerating.

As standard, the M2 CS carries the so-called M sport brake, which was only available for the M2 Competition at an additional cost. Of course, the Extreme M2 now uses the carbon-ceramic brake system, which is only available as an option for the CS, and which can withstand the ride on the Nordschleife and in Hockenheim.

The advantage of the CS option brake is not only the even greater stability when used on the racetrack, but above all the weight savings compared to the M sport brake. The carbon-ceramic brake on the front axle is 14.3 kilos lighter. The delta weight on the rear axle is 8.7 kilos. Together they make a weight reduction of a whopping 23 kilos compared to the aforementioned M-Sport brake.

While the abbreviation of the honored M3 CSL stands for "Coupé, Sport, Lightweight Construction", the makers of the M2 CS did not leave out the "L" for "Lightweight Construction". No, "CS" stands for "Clubsport" today. Even if the M2 CS does not live out the lightweight construction issue nearly as excessively as the M3 CSL once did, it also inspires with diet measures.

BMW M2 CS, performance measurement
Achim Hartmann
The M2 CS weighs a whopping 1,588 kilograms despite the weight savings and tons of carbon, 43 kilograms less than the M2 Competition, but an incredible 167 kilograms heavier than the holy M3 CSL.
After all, the CS weighs 43 kilos less than the M2 Competition. A respectable weight saving in today's world, which is generally characterized by much too heavy automobiles. At 1,588 kilos, the M2 CS is an incredible 167 kilos heavier than the holy M3 CSL - without words.

Mine, cauldron, courage curve - while the M2 CS storms through the Eifel forest, we take a moment to shed light on its diet measures. In addition to the carbon-ceramic brake system, there are: the lightweight center console, which we already know from the M4 CS (saves 2.5 kilos compared to the conventional center console of the M2 Competition), the carbon bonnet (saves 7.5 kilos compared to the competition Bonnet) and the carbon roof installed for the first time in an M2 series model (saves 4 kilos). Due to the modifications described, the vehicle's center of gravity has been reduced by around five millimeters compared to the Competition version, while the axle load distribution has shifted by 0.2 percent towards the rear axle.

Carousel and Hohe Acht are already history. On the technically demanding passage through Wippermann via Brünnchen and Pflanzgarten to the Schwalbenschwanz, the CS shines again with steering precision and mechanical grip.

Faster than the 991 Carrera S.

BMW M2 CS, Nürburgring
Achim Hartmann
With exactly 7.42.99 minutes, the M2 CS is not only significantly faster than the legendary M3 CSL (7.50 min), but also than many a sports car from the last decade (2013: Audi R8 V10 Plus 7.45 min, 2011: Porsche 991.1 Carrera S 7.44 min).
Döttinger Höhe, Tiergarten, T13 - after exactly 7.42.99 minutes the M2 CS runs across the finish line. This means that it is not only significantly faster than the legendary M3 CSL (7.50 min), but also than many a sports car from the last decade (2013: Audi R8 V10 Plus 7.45 min, 2011: Porsche 991.1 Carrera S 7.44 min).

My prognosis: The M2 CS will be a cult classic of the day after tomorrow not only because of its fixed lap time - especially as a rare hand switch. Tip: Hit it now!

NÜRBURGRING NORDSCHLEIFE
14th
maximum of 20 points
On the Nordschleife, the CS model is nine seconds faster than the M2 Competition. In addition to the increase in performance, the modified chassis and the change to cup tires are also responsible for this. The extreme M2 tends to be designed to overdrive. Thanks to the adjustment of the tire inflation pressure with significantly higher inflation pressures on the front axle compared to the inflation pressures on the rear axle, the balance could be trimmed a little more neutral. The optional carbon-ceramic brake system withstands the load on the Nordschleife unimpressed and impresses with its stability.

HOCKENHEIM RING SMALL COURSE
13th
maximum of 20 points
The M2 Competition started on the small course in the 11/2018 Supertest, so a lap time on the GP course from a comparison test is used for comparison with the M2 CS. With 1.54.8 minutes, the CS undercuts the competition lap time by 3.1 seconds. Thanks to the chassis modifications and the cup tires, the mechanical grip has increased noticeably. However, the CS remains true to the basic M2 character. It also tends to be tuned to oversteer. Especially when accelerating out of tight curve radii (hairpin, turn 8) the stern is pushing.

ACCELERATION / BRAKING
8th
maximum 10 points
Thanks to its increased performance, the M2 CS accelerates from 0 to 200 km / h 2.4 seconds faster than the M2 Competition. The CS also has slight advantages over the Competition model when it comes to deceleration (200–0 km / h in 4.9 seconds; braking distance 135.4 meters).

WIND CHANNEL
9
maximum 10 points
At first glance, the add-on parts around the front splitter, gurney and rear diffuser look like ornament, but far from it. The aerodynamics benefit measurably from this. Compared to the M2 Competition, the M2 CS has significantly reduced lift on both axles.

LATERAL ACCELERATION
7th
maximum 10 points
The chassis modifications and the change to Michelin Pilot Sport Cup 2 cup tires are also reflected in the lateral acceleration values. Compared to the M2 Competition with Michelin Pilot Super Sport tires, the maximum lateral acceleration of the M2 CS increases from 1.30 to 1.35 g. The mechanical grip of the special model is noticeably higher than that of the competition model.

36-METER SLALOM
11
maximum of 15 points
In the fast 36-meter slalom, the CS steers in with a slight delay, the chassis must first sit down before the steering commands can be converted into a change of direction. It is advisable to turn in earlier and more gently, then the always swinging tail remains calmer. In other words: a real, pure driver's car without electronic intervention. If you like it and can do it, you have a lot of fun!

EVIDENCE
9
maximum of 15 points
Even in the evasive test, you have to turn in a little earlier. With increasing speed, the side slip angle also increases. At the limit, when DSC is deactivated, one drift is implemented into the next, but the BMW M2 is always easy to control. The real challenge is to hit the narrow pylon lanes despite the drift angles.

CONCLUSION
71 maximum 100 points
The M2 CS is the crowning achievement of the F87 series shortly before the end of production. Thanks to numerous detailed modifications, it takes the M2 concept to the extreme. An ideal mix was achieved. With its unfiltered character, the M2 CS not only delivers great driving fun on country roads, but also impresses with its increased racetrack performance. It should only have been a little lighter. 1,588 kilos is simply too much weight!
Appreciate the effort in translation. Thank you
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      10-11-2020, 06:00 PM   #8
vladberca
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Quote:
Originally Posted by gmhl10 View Post


With measured 491 ps at 6760 rpm, the factory specification of 450 ps is exceeded by 9 percent. A maximum of two percent are at the expense of the test bench.
Now this might be one of the most interesting points from the entire test report 👍
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