MORE RECENT WORK
Glen Waddington has already told you how great the E46 M3 CSL is (see previous feature). The standard M3 was so good to begin with, thanks to its new engine and playful chassis, and its SMG-II sequential gearbox became a more common option for buyers – but, unlike the CSL, it could still be had with a sweet sixspeed manual. That makes a manual-equipped CS model – which features some of the CSL’s improvements – a great buy.
Up next was a new M5, this time with a V10: as road car engines go, it’s up there with the Porsche Carrera GT and Ferrari F50 for drama. Probably not far off in running costs, either. The V10 pushed the M5 beyond 500bhp for the first time, and one was unofficially clocked at over 200mph on the Autobahn. For ultimate laughs, you could opt for the Touring version. This engine was also offered in the M6 Coupé.
The Z4M Roadster and Coupé from 2006, like their Z3M forebears, have improved with perspective. The Coupé was a hardcore little sports car, with notoriously tricky handling; powered by the E46’s straight-six, it was quicker than the M3 in a straight-line sprint.
Then came another V8. In 2007, the M3’s cylinder count rose with another gem of an M engine: although we didn’t know it at the time, this would be the M3’s final fling with natural aspiration and, while some missed the straightsix, the V8 is on another level of special. Just like the M5, there’s F1 tech here, allowing the 4.0-litre to rev to 8400rpm, with (finally!) a much better DCT transmission alongside the traditional manual. Offered in coupé and saloon form, the pick of the bunch has to be the run-out M3 CRT – basically a four-door version of the fantastic 444bhp GTS.
It’s strange to imagine now how controversial the switch to forced induction was at the time, but for many in 2011 it called into question the 1M’s credentials as a ‘proper’ M car. Legislation had killed the nat-asp screamers, but the 1M offered huge performance from its 335bhp 3.0-litre turbo straight-six. Only 450 came to the UK and some argue it stands comparison with the E46 M3 CSL as greatest M-car of all.
2014 saw the new turbocharged M3 (saloon) and M4 (as the coupé became), no longer a V8 but a turbocharged 3.0-litre straight-six with a stonking 425bhp. The Competition package was a leap forward, but 2016’s rangetopping GTS was billed as BMW’s fastest-ever car. It even had a factory-fitted water injection system to help squeeze out 493bhp, and could hit 62mph in 3.8 seconds, going on to 190mph (it wasn’t fitted with a speed limiter).
Following the 1M in 2015, the original M2 was a flawed gem that gained a cult following. It was small, powerful and had plenty of attitude, and subsequent revisions improved its dynamics. The CS in particular turned this baby M-car into one of the best of the lot: powered by the M4’s 444bhp turbo six and still available with a six-speed manual, the M2 CS flies and makes you feel thoroughly involved.
Does an M-car have to be rear-wheel drive? The latest F90-generation M5 says no and – frankly – its 600bhp 4.4-litre twin-turbo V8 means it probably needs its 4WD. The latest CS version, with a ‘lightweight’ 1825kg spec and offering 626bhp, is an awe-inspiring driver’s car.
What lies ahead? M has just announced the M4 CSL. In 50 years, this is only the third time BMW has employed that fabled badge: it drops 100kg over the standard M4, the rear seats have been ditched, there’s a carbon roof… We’ll leave you to make your mind up about the styling, although it does have a cool-looking ducktail spoiler. Just like the E46 M3 CSL.