M3 CSL Wiki - User contributions [en]

Modifications & Upgrades

2022-06-23T11:03:42Z

Mike RT4:

'''Oil catch tank'''

Catch Tanks (such as the Radiumauto catch can )help condense the oil and water vapours in engines with positive crankcase ventilation systems venting into the airbox. Instead of allowing them to re-enter and potentially contaminate the engine air intake and combustion process they condense in an external vessel which must be manually emptied. This residue is normally more visible on tracked or heavy use cars but the majority of cars appear to benefit from these tanks in that the air filter and velocity stack area of the air box will be cleaner and the combustion process will be slightly more efficient and the sensors will be cleaner and less susceptible to failure. 

'''SAP delete'''

The SAP (Secondary Air Pump) exists purely to reduce emissions on a cold start by pumping air into the exhaust just after the exhaust manifold. Removal is easy but cars require a software update to permanently remove the possible appearance of a fault light on a cold start. 

<gallery>
Image: CSL Sapdelete02.jpg
Image: CSL Sapdelete03.jpg
Image: CSL Sapdelete00.jpg
Image: CSL Sapdelete01.jpg
Image: CSL Sapdelete04.jpg
</gallery>

'''AP Brakes'''

The most common upgrade is the AP kit front and rear which utilises the CP5575 (a narrower version of the CP5555) 6-pot calliper with 356mm x 32mm discs on the front and the CP5144 4-pot calliper on the rear using either the OEM discs or AP's own (both standard sized (328mm x 20mm) due to the inbuilt handbrake mechanism).

<gallery>
Image: Mike's CSL 38.jpg
Image: Mike's CSL 03.jpg
</gallery>

'''Replacement disc options for AP front kit'''

OE AP items - 356mm x 228.6mm x 32mm - 48 vane - CP3581-536/7G8 - 6.7kg

Performace Friction - 356mm x 228.6mm x 32mm - 48 vane - 356.32.0054.03/04 - 7.14kg

Upgraded AP - 356mm x 228.6mm x 32mm - 72 vane - CP7177-110/1G8 - 72 vane - 7.4kg

(Standard front disc - 8.55kg)

Modifications & Upgrades

2022-06-23T11:03:31Z

Mike RT4:

Modifications & Upgrades

2022-06-23T10:58:02Z

Mike RT4:

Modifications & Upgrades

2022-06-23T10:57:38Z

Mike RT4:

'''Oil catch tank'''

Catch Tanks (such as the Radiumauto catch can )help condense the oil and water vapours in engines with positive crankcase ventilation systems venting into the airbox. Instead of allowing them to re-enter and potentially contaminate the engine air intake and combustion process they condense in an external vessel which must be manually emptied. This residue is normally more visible on tracked or heavy use cars but the majority of cars appear to benefit from these tanks in that the air filter and velocity stack area of the air box will be cleaner and the combustion process will be slightly more efficient and the sensors will be cleaner and less susceptible to failure. 

'''SAP delete'''

The SAP (Secondary Air Pump) exists purely to reduce emissions on a cold start by pumping air into the exhaust just after the exhaust manifold. Removal is easy but cars require a software update to permanently remove the possible appearance of a fault light on a cold start. 

<gallery>
Image: CSL Sapdelete02.jpg
Image: CSL Sapdelete03.jpg
Image: CSL Sapdelete00.jpg
Image: CSL Sapdelete01.jpg
Image: CSL Sapdelete04.jpg
</gallery>

'''AP Brakes'''

The most common upgrade is the AP kit front and rear which utilises the CP5575 (a narrower version of the CP5555) 6-pot calliper with 356mm x 32mm discs on the front and the CP5144 4-pot calliper on the rear using either the OEM discs or AP's own (both standard sized (328mm x 20mm) due to the inbuilt handbrake mechanism).

<gallery>
Image: Mike's CSL 38.jpg
Image: Mike's CSL 03.jpg
</gallery>

'''Replacement disc options for AP front kit'''

OE items - 356mm x 228.6mm x 32mm - 48 vane - CP3581-536/7G8 - 6.7kg

Performace Friction - 356mm x 228.6mm x 32mm - 48 vane - 356.32.0054.03/04 - 7.14kg

Upgraded AP - 356mm x 228.6mm x 32mm - 72 vane - CP7177-110/1G8 - 72 vane - 7.4kg

Modifications & Upgrades

2022-06-23T10:57:17Z

Mike RT4:

'''Oil catch tank'''

Catch Tanks (such as the Radiumauto catch can )help condense the oil and water vapours in engines with positive crankcase ventilation systems venting into the airbox. Instead of allowing them to re-enter and potentially contaminate the engine air intake and combustion process they condense in an external vessel which must be manually emptied. This residue is normally more visible on tracked or heavy use cars but the majority of cars appear to benefit from these tanks in that the air filter and velocity stack area of the air box will be cleaner and the combustion process will be slightly more efficient and the sensors will be cleaner and less susceptible to failure. 

'''SAP delete'''

The SAP (Secondary Air Pump) exists purely to reduce emissions on a cold start by pumping air into the exhaust just after the exhaust manifold. Removal is easy but cars require a software update to permanently remove the possible appearance of a fault light on a cold start. 

<gallery>
Image: CSL Sapdelete02.jpg
Image: CSL Sapdelete03.jpg
Image: CSL Sapdelete00.jpg
Image: CSL Sapdelete01.jpg
Image: CSL Sapdelete04.jpg
</gallery>

'''AP Brakes'''

The most common upgrade is the AP kit front and rear which utilises the CP5575 (a narrower version of the CP5555) 6-pot calliper with 356mm x 32mm discs on the front and the CP5144 4-pot calliper on the rear using either the OEM discs or AP's own (both standard sized (328mm x 20mm) due to the inbuilt handbrake mechanism).

<gallery>
Image: Mike's CSL 38.jpg
Image: Mike's CSL 03.jpg
</gallery>

'''Replacement disc options for AP front kit'''

OE items - 356mm x 228.6mm x 32mm - 48 vane - CP3581-536/7G8 - 6.7kg
Performace Friction - 356mm x 228.6mm x 32mm - 48 vane - 356.32.0054.03/04 - 7.14kg
Upgraded AP - 356mm x 228.6mm x 32mm - 72 vane - CP7177-110/1G8 - 72 vane - 7.4kg

Modifications & Upgrades

2022-06-23T10:56:54Z

Mike RT4:

'''Oil catch tank'''

Catch Tanks (such as the Radiumauto catch can )help condense the oil and water vapours in engines with positive crankcase ventilation systems venting into the airbox. Instead of allowing them to re-enter and potentially contaminate the engine air intake and combustion process they condense in an external vessel which must be manually emptied. This residue is normally more visible on tracked or heavy use cars but the majority of cars appear to benefit from these tanks in that the air filter and velocity stack area of the air box will be cleaner and the combustion process will be slightly more efficient and the sensors will be cleaner and less susceptible to failure. 

'''SAP delete'''

The SAP (Secondary Air Pump) exists purely to reduce emissions on a cold start by pumping air into the exhaust just after the exhaust manifold. Removal is easy but cars require a software update to permanently remove the possible appearance of a fault light on a cold start. 

<gallery>
Image: CSL Sapdelete02.jpg
Image: CSL Sapdelete03.jpg
Image: CSL Sapdelete00.jpg
Image: CSL Sapdelete01.jpg
Image: CSL Sapdelete04.jpg
</gallery>

'''AP Brakes'''

The most common upgrade is the AP kit front and rear which utilises the CP5575 (a narrower version of the CP5555) 6-pot calliper with 356mm x 32mm discs on the front and the CP5144 4-pot calliper on the rear using either the OEM discs or AP's own (both standard sized (328mm x 20mm) due to the inbuilt handbrake mechanism).

<gallery>
Image: Mike's CSL 38.jpg
Image: Mike's CSL 03.jpg
</gallery>

'''Replacement disc options for AP front kit'''
OE items - 356mm x 228.6mm x 32mm - 48 vane - CP3581-536/7G8 - 6.7kg
Performace Friction - 356mm x 228.6mm x 32mm - 48 vane - 356.32.0054.03/04 - 7.14kg
Upgraded AP - 356mm x 228.6mm x 32mm - 72 vane - CP7177-110/1G8 - 72 vane - 7.4kg

Modifications & Upgrades

2020-10-08T14:00:25Z

Mike RT4:

File:Mike's CSL 03.jpg

2020-10-08T13:56:56Z

Mike RT4:

File:Mike's CSL 38.jpg

2020-10-08T13:55:52Z

Mike RT4:

Modifications & Upgrades

2020-10-08T13:49:08Z

Mike RT4:

Everything you wanted to know about the CSL (but were afraid to ask)

2020-10-08T13:38:52Z

Mike RT4:

This is in relation to "that" review by a certain Jeremy Clarkson (which to be fair is probably responsible for many a person lusting after this car).

Although I appreciate that he says a lot of things for artistic licence and to garner attention, let’s start by debunking the plethora of myths perpetuated by Jezza in that legendary Top Gear video:

*“You don’t get electric seats, you don’t get air conditioning, you don’t even get a radio.”

Despite the former being true, you actually had to specify the car with no AC and no radio (and even the car that Jezzer was driving had BOTH options as you can clearly see from the interior shots as the business CD player and HVAC panel are plain to see). By all accounts there are only 7 cars of the 422 that came to the UK that are specified like that and most (including Jezza’s test car) have both or at least the AC. In fact Jeremy’s test car was only missing the Xenon light option (identified by the lack of headlight washer jets) and even had the rear PDC option.

*“The floor of the boot is made of cardboard….”

The cardboard floor referred to, is just a lightweight cover (something that many cars of the era featured) to hide the compressor and jack located under this within the actual metal boot floor. However, I could be cruel and confirm that the boot floor may as well have been made from cardboard given how poorly it was designed from the factory.

I’m sure if you are reading this, then you will be familiar with the issue of the subframe mounting points being so thin that the yawing effect of the subframe bolts in acceleration and deceleration causes the floor to crack around these and can (if untreated) actually lead to the floor pan almost completely detaching itself….

*“You had to sign a disclaimer to confirm that you understand that the tyres don’t work in the rain or if it’s a bit chilly.”
This is actually true. The original full-fat Cups even came with a window sticker reminding you that there was:
Increased risk of aquaplaning in very wet conditions.
Reduced levels of grip when ambient temp drops below 7°c.
Increased rate of tyre wear.

*“ You can’t put heavy shopping in the boot in case it falls through the cardboard floor.”
See above, you can actually put a full set of wheels inside the boot without any issue with the "cardboard" floor cover.

*Although not mentioned in the Top Gear video, you will often see YouTubers (too lazy to do their research ;)) refer to the seats as being based on Recaro Pole Positions, where they were in fact based on the Recaro SPG, but with lowered side bolsters and a (stupid) lack of harness holes.

*Now comes the part that really grinds my gears (no pun intended ;)) and that is the slating the CSL gets for it’s SMG gearbox. Every YouTuber under the sun, gets in the car and states how slow the shift speed is compared to modern DCTs. These people are retards and should not be listened to ;). Firstly, when you watch the videos, you will notice that there is invariably no yellow light illuminated on the centre of the dash, which signifies that the traction control is switched off (although I do appreciate that this may be for insurance reasons).

This means that in every video where this is the case, the maximum shift speed that can be selected is S5. You only get to access the hidden menu for S6 by turning the traction control off. When you do, only then can you get to the 80ms shift speed that the SMGII system can achieve. In the lower gears, it is brutal and you actually fear for the life of both the diff and the aforementioned rear subframe mounting points.

I think also because people have become so used to the later far more advance transmissions, even the ferocity of the shift in S5 can frighten people, so they then start lifting between the gear-shifts to "protect" the drivetrain and make the gearchange "smoother". Unfortunately due to the (limited) self-learning capability of the SMG DME, it adapts to this kind of driving, which will lead to clutch slur, which further dampens the experience of the transmission. The best thing to do when you want to be kinder to the drive-train is just to select a slower shift speed and never (ever) lift.

The CSL's SMGII in S6 is actually as fast or faster than the quoted shift speeds for many current DCT transmissions (but only if it is in tip-top condition and not self adapted to some muppet lifting between shifts all the time...).

The E92's DCT is actually quoted at the same 80ms shift speed as the SMGII, where these cars are all slower:

*Bugatti Veyron (DSG): 100 ms
*Ferrari FXX: 100 ms
*Maserati GranTurismo S Cambiocorsa: 100 ms
*Mercedes-Benz SLS AMG: 100 ms
*Fastest Automatic transmission: 100 ms
*Lexus LC500: 120ms
*Chevrolet Camaro ZL1: 150 ms
*Clio RS EDC 200: 150 ms (race mode)
*Enzo Ferrari: 150 ms
*Nissan GT-R: 150 ms (R Mode)
*FXX Evoluzione: 160 ms
*Dodge Challenger/ Charger: 160 ms (Track Mode)
*Lexus LFA: 200 ms
*Ferrari 360 Challenge Stradale & Ferrari F430: 250 ms
*BMW M3 E36 with SMG I: 250 ms
*Aston Martin Vanquish: 250 ms
*Ferrari 575M: 280 ms
*Lamborghini Performante DCT LDF: 290 ms

Now don’t get me wrong, I’m not saying the SMGII is flawless – in auto mode it is a very shonky thing indeed that doesn’t know whether it is coming or going. What I don’t understand is the level of criticism that is aimed at this system compared to it’s superiority over other manufacturer’s similar single clutch automated manual transmissions (that don’t seem to receive the same kind of flack).

I can only presume that this is down to the fact that most people’s experience of the SMG is in the frankly wanky standard set-up of the normal M3 tarnishing the CSL’s (due to superior software in the transmission DME). I do fully appreciate that at less than 7/10ths the CSL’s SMG system is never going to be as involving as a manual transmission, but the Getrag 420G that the E46 M3 uses is not exactly known for being one of the best manuals in the first place. Where the CSL’s SMG system does come into it’s own is on track – the original design remit for the car. You have to remember that the CSL was originally built with only one goal, and that was to go under 8 mins for a full lap of the Nordschleife (whilst show-casing BMW's motorsport prowess and their (at the time) new carbon technology by building such a car). This time may seem pretty slow by modern standards, but what that doesn’t show is the speed of the ‘ring has increased in its current format. Back in 2003, a 7.50 for a full lap was something else (faster than the original 996 GT3, Ferarri 360 Challenge Stradale and only a couple of seconds adrift of a 997 GT3 RS – all with the same driver at the wheel). Sadly, you can’t compare the times achieved now to then, as the track is currently widely acknowledged as being 5-7s faster due to the many surface improvements over the last 17 years, so any suggestion of much later lap times being better, needs to take this into account.

Everything you wanted to know about the CSL (but were afraid to ask)

2020-10-08T13:33:52Z

Mike RT4:

This is in relation to "that" review by a certain Jeremy Clarkson (which to be fair is probably responsible for many a person lusting after this car).

Although I appreciate that he says a lot of things for artistic licence and to garner attention, let’s start by debunking the plethora of myths perpetuated by Jezza in that legendary Top Gear video:

*“You don’t get electric seats, you don’t get air conditioning, you don’t even get a radio.”

Despite the former being true, you actually had to specify the car with no AC and no radio (and even the car that Jezzer was driving had BOTH options as you can clearly see from the interior shots as the business CD player and HVAC panel are plain to see). By all accounts there are only 7 cars of the 422 that came to the UK that are specified like that and most (including Jezza’s test car) have both or at least the AC. In fact Jeremy’s test car was only missing the Xenon light option (identified by the lack of headlight washer jets) and even had the rear PDC option.

*“The floor of the boot is made of cardboard….”

The cardboard floor referred to, is just a lightweight cover (something that many cars of the era featured) to hide the compressor and jack located under this within the actual metal boot floor. However, I could be cruel and confirm that the boot floor may as well have been made from cardboard given how poorly it was designed from the factory.

I’m sure if you are reading this, then you will be familiar with the issue of the subframe mounting points being so thin that the yawing effect of the subframe bolts in acceleration and deceleration causes the floor to crack around these and can (if untreated) actually lead to the floor pan almost completely detaching itself….

*“You had to sign a disclaimer to confirm that you understand that the tyres don’t work in the rain or if it’s a bit chilly.”
This is actually true. The original full-fat Cups even came with a window sticker reminding you that there was:
Increased risk of aquaplaning in very wet conditions.
Reduced levels of grip when ambient temp drops below 7°c.
Increased rate of tyre wear.

*“ You can’t put heavy shopping in the boot in case it falls through the cardboard floor.”
See above, you can actually put a full set of wheels inside the boot without any issue with the "cardboard" floor cover.

*Although not mentioned in the Top Gear video, you will often see YouTubers (too lazy to do their research ;)) refer to the seats as being based on Recaro Pole Positions, where they were in fact based on the Recaro SPG, but with lowered side bolsters and a (stupid) lack of harness holes.

*Now comes the part that really grinds my gears (no pun intended ;)) and that is the slating the CSL gets for it’s SMG gearbox. Every YouTuber under the sun, gets in the car and states how slow the shift speed is compared to modern DCTs. These people are retards and should not be listened to ;). Firstly, when you watch the videos, you will notice that there is invariably no yellow light illuminated on the centre of the dash, which signifies that the traction control is switched off (although I do appreciate that this may be for insurance reasons).

This means that in every video where this is the case, the maximum shift speed that can be selected is S5. You only get to access the hidden menu for S6 by turning the traction control off. When you do, only then can you get to the 80ms shift speed that the SMGII system can achieve. In the lower gears, it is brutal and you actually fear for the life of both the diff and the aforementioned rear subframe mounting points.

I think also because people have become so used to the later far more advance transmissions, even the ferocity of the shift in S5 can frighten people, so they then start lifting between the gear-shifts to "protect" the drivetrain and make the gearchange "smoother". Unfortunately due to the (limited) self-learning capability of the SMG DME, it adapts to this kind of driving, which will lead to clutch slur, which further dampens the experience of the transmission. The best thing to do when you want to be kinder to the drive-train is just to select a slower shift speed and never (ever) lift.

The CSL's SMGII in S6 is actually as fast or faster than the quoted shift speeds for many current DCT transmissions (but only if it is in tip-top condition and not self adapted to some muppet lifting between shifts all the time...).

The E92's DCT is actually quoted at the same 80ms shift speed as the SMGII, where these cars are all slower:

*Bugatti Veyron (DSG): 100 ms
*Ferrari FXX: 100 ms
*Maserati GranTurismo S Cambiocorsa: 100 ms
*Mercedes-Benz SLS AMG: 100 ms
*Fastest Automatic transmission: 100 ms
*Lexus LC500: 120ms
*Chevrolet Camaro ZL1: 150 ms
*Clio RS EDC 200: 150 ms (race mode)
*Enzo Ferrari: 150 ms
*Nissan GT-R: 150 ms (R Mode)
*FXX Evoluzione: 160 ms
*Dodge Challenger/ Charger: 160 ms (Track Mode)
*Lexus LFA: 200 ms
*Ferrari 360 Challenge Stradale & Ferrari F430: 250 ms
*BMW M3 E36 with SMG I: 250 ms
*Aston Martin Vanquish: 250 ms
*Ferrari 575M: 280 ms
*Lamborghini Performante DCT LDF: 290 ms

Now don’t get me wrong, I’m not saying the SMGII is flawless – in auto mode it is a very shonky thing indeed that doesn’t know whether it is coming or going. What I don’t understand is the level of criticism that is aimed at this system compared to it’s superiority over other manufacturer’s similar single clutch automated manual transmissions (that don’t seem to receive the same kind of flack).

I can only presume that this is down to the fact that most people’s experience of the SMG is in the frankly wanky standard set-up of the normal M3 tarnishing the CSL’s (due to superior software in the transmission DME). I do fully appreciate that at less than 7/10ths the CSL’s SMG system is never going to be as involving as a manual transmission, but the Getrag 420G that the E46 M3 uses is not exactly known for being one of the best manuals in the first place. Where the CSL’s SMG system does come into it’s own is on track – the original design remit for the car. You have to remember that the CSL was originally built with only one goal, and that was to go under 8 mins for a full lap of the Nordschleife (whilst show-casing BMW's motorsport prowess by building such a car). This may seem pretty slow by modern standards, but what that doesn’t show is the speed of the ‘ring in its current format. Back in 2003, a 7.50 for a full lap was something else (faster than the original 996 GT3, Ferarri 360 Challenge Stradale and only a couple of seconds adrift of a 997 GT3 RS – all with the same driver at the wheel). Sadly, you can’t compare the times achieved then to now, as the track is widely acknowledged as being 5-7s faster now due to the many surface improvements over the last 17 years, so any suggestion of much later lap times being better, needs to take this into account.

Everything you wanted to know about the CSL (but were afraid to ask)

2020-10-08T13:32:28Z

Mike RT4:

This is in relation to "that" review by a certain Jeremy Clarkson (which to be fair is probably responsible for many a person lusting after this car).

Although I appreciate that he says a lot of things for artistic licence and to garner attention, let’s start by debunking the plethora of myths perpetuated by Jezza in that legendary Top Gear video:

*“You don’t get electric seats, you don’t get air conditioning, you don’t even get a radio.”

Despite the former being true, you actually had to specify the car with no AC and no radio (and even the car that Jezzer was driving had BOTH options as you can clearly see from the interior shots as the business CD player and HVAC panel are plain to see). By all accounts there are only 7 cars of the 422 that came to the UK that are specified like that and most (including Jezza’s test car) have both or at least the AC. In fact Jeremy’s test car was only missing the Xenon light option (identified by the lack of headlight washer jets) and even had the rear PDC option.

*“The floor of the boot is made of cardboard….”

The cardboard floor referred to, is just a lightweight cover (something that many cars of the era featured) to hide the compressor and jack located under this within the actual metal boot floor. However, I could be cruel and confirm that the boot floor may as well have been made from cardboard given how poorly it was designed from the factory.

I’m sure if you are reading this, then you will be familiar with the issue of the subframe mounting points being so thin that the yawing effect of the subframe bolts in acceleration and deceleration causes the floor to crack around these and can (if untreated) actually lead to the floor pan almost completely detaching itself….

*“You had to sign a disclaimer to confirm that you understand that the tyres don’t work in the rain or if it’s a bit chilly.”
This is actually true. The original full-fat Cups even came with a window sticker reminding you that there was:
Increased risk of aquaplaning in very wet conditions.
Reduced levels of grip when ambient temp drops below 7°c.
Increased rate of tyre wear.

*“ You can’t put heavy shopping in the boot in case it falls through the cardboard floor.”
See above, you can actually put a full set of wheels inside the boot without any issue with the "cardboard" floor cover.

*Although not mentioned in the Top Gear video, you will often see YouTubers (too lazy to do their research ;)) refer to the seats as being based on Recaro Pole Positions, where they were in fact based on the Recaro SPG, but with lowered side bolsters and a (stupid) lack of harness holes.

*Now comes the part that really grinds my gears (no pun intended ;)) and that is the slating the CSL gets for it’s SMG gearbox. Every YouTuber under the sun, gets in the car and states how slow the shift speed is compared to modern DCTs. These people are retards and should not be listened to ;). Firstly, when you watch the videos, you will notice that there is invariably no yellow light illuminated on the centre of the dash which signifies that the traction control is switched off (which may be for insurance reasons).

This means that in every video where this is the case, the maximum shift speed that can be selected is S5. You only get to access the hidden menu for S6 by turning the traction control off. When you do, only then can you get to the 80ms shift speed that the SMGII system can achieve. In the lower gears, it is brutal and you actually fear for the life of both the diff and the aforementioned rear subframe mounting points.

I think also because people have become so used to the later far more advance transmissions, even the ferocity of the shift in S5 can frighten people, so they then start lifting between the gear-shifts to "protect" the drivetrain and make the gearchange "smoother". Unfortunately due to the (limited) self-learning capability of the SMG DME, it adapts to this kind of driving, which will lead to clutch slur, which further dampens the experience of the transmission. The best thing to do when you want to be kinder to the drive-train is just to select a slower shift speed and never (ever) lift.

The CSL's SMGII in S6 is actually as fast or faster than the quoted shift speeds for many current DCT transmissions (but only if it is in tip-top condition and not self adapted to some muppet lifting between shifts all the time...).

The E92's DCT is actually quoted at the same 80ms shift speed as the SMGII, where these cars are all slower:

*Bugatti Veyron (DSG): 100 ms
*Ferrari FXX: 100 ms
*Maserati GranTurismo S Cambiocorsa: 100 ms
*Mercedes-Benz SLS AMG: 100 ms
*Fastest Automatic transmission: 100 ms
*Lexus LC500: 120ms
*Chevrolet Camaro ZL1: 150 ms
*Clio RS EDC 200: 150 ms (race mode)
*Enzo Ferrari: 150 ms
*Nissan GT-R: 150 ms (R Mode)
*FXX Evoluzione: 160 ms
*Dodge Challenger/ Charger: 160 ms (Track Mode)
*Lexus LFA: 200 ms
*Ferrari 360 Challenge Stradale & Ferrari F430: 250 ms
*BMW M3 E36 with SMG I: 250 ms
*Aston Martin Vanquish: 250 ms
*Ferrari 575M: 280 ms
*Lamborghini Performante DCT LDF: 290 ms

Now don’t get me wrong, I’m not saying the SMGII is flawless – in auto mode it is a very shonky thing indeed that doesn’t know whether it is coming or going. What I don’t understand is the level of criticism that is aimed at this system compared to it’s superiority over other manufacturer’s similar single clutch automated manual transmissions (that don’t seem to receive the same kind of flack).

I can only presume that this is down to the fact that most people’s experience of the SMG is in the frankly wanky standard set-up of the normal M3 tarnishing the CSL’s (due to superior software in the transmission DME). I do fully appreciate that at less than 7/10ths the CSL’s SMG system is never going to be as involving as a manual transmission, but the Getrag 420G that the E46 M3 uses is not exactly known for being one of the best manuals in the first place. Where the CSL’s SMG system does come into it’s own is on track – the original design remit for the car. You have to remember that the CSL was originally built with only one goal, and that was to go under 8 mins for a full lap of the Nordschleife (whilst show-casing BMW's motorsport prowess by building such a car). This may seem pretty slow by modern standards, but what that doesn’t show is the speed of the ‘ring in its current format. Back in 2003, a 7.50 for a full lap was something else (faster than the original 996 GT3, Ferarri 360 Challenge Stradale and only a couple of seconds adrift of a 997 GT3 RS – all with the same driver at the wheel). Sadly, you can’t compare the times achieved then to now, as the track is widely acknowledged as being 5-7s faster now due to the many surface improvements over the last 17 years, so any suggestion of much later lap times being better, needs to take this into account.

Everything you wanted to know about the CSL (but were afraid to ask)

2020-10-08T10:58:48Z

Mike RT4:

This is in relation to "that" review by a certain Jeremy Clarkson (which to be fair is probably responsible for many a person lusting after this car).

Although I appreciate that he says a lot of things for artistic licence and to garner attention, let’s start by debunking the plethora of myths perpetuated by Jezza in that legendary Top Gear video:

*“You don’t get electric seats, you don’t get air conditioning, you don’t even get a radio.”

Despite the former being true, you actually had to specify the car with no AC and no radio (and even the car that Jezzer was driving had BOTH options as you can clearly see from the interior shots as the business CD player and HVAC panel are plain to see). By all accounts there are only 7 cars of the 422 that came to the UK that are specified like that and most (including Jezza’s test car) have both or at least the AC. In fact Jeremy’s test car was only missing the Xenon light option (identified by the lack of headlight washer jets) and even had the rear PDC option.

*“The floor of the boot is made of cardboard….”

The cardboard floor referred to, is just a lightweight cover (something that many cars of the era featured) to hide the compressor and jack located under this within the actual metal boot floor. However, I could be cruel and confirm that the boot floor may as well have been made from cardboard given how poorly it was designed from the factory.

I’m sure if you are reading this, then you will be familiar with the issue of the subframe mounting points being so thin that the yawing effect of the subframe bolts in acceleration and deceleration causes the floor to crack around these and can (if untreated) actually lead to the floor pan almost completely detaching itself….

*“You had to sign a disclaimer to confirm that you understand that the tyres don’t work in the rain or if it’s a bit chilly.”
This is actually true. The original full-fat Cups even came with a window sticker reminding you that there was:
Increased risk of aquaplaning in very wet conditions.
Reduced levels of grip when ambient temp drops below 7°c.
Increased rate of tyre wear.

*“ You can’t put heavy shopping in the boot in case it falls through the cardboard floor.”
See above, you can actually put a full set of wheels inside the boot without any issue with the "cardboard" floor cover.

*Although not mentioned in the Top Gear video, you will often see YouTubers (too lazy to do their research ;)) refer to the seats as being based on Recaro Pole Positions, where they were in fact based on the Recaro SPG, but with lowered side bolsters and a (stupid) lack of harness holes.

*Now comes the part that really grinds my gears (no pun intended ;)) and that is the slating the CSL gets for it’s SMG gearbox. Every YouTuber under the sun, gets in the car and states how slow it is compared to modern DCTs. These people are retards and should not be listened to ;). Firstly, when you watch the videos, you will notice that there is invariably no yellow light illuminated on the centre of the dash which signifies that the traction control is switched off (which may be for insurance reasons).

This means that in every video where this is the case, the maximum shift speed that can be selected is S5. You only get to access the hidden menu for S6 by turning the traction control off. When you do, only then can you get to the 80ms shift speed that the SMGII system can achieve. In the lower gears, it is brutal and you actually fear for the life of both the diff and the aforementioned rear subframe mounting points.

I think also because people have become so used to the later far more advance transmissions, even the ferocity of the shift in S5 can frighten people, so they then start lifting between the gear-shifts to "protect" the drivetrain and make the gearchange "smoother". Unfortunately due to the (limited) self-learning capability of the SMG DME, it adapts to this kind of driving, which will lead to clutch slur, which further dampens the experience of the transmission. The best thing to do when you want to be kinder to the drive-train is just to select a slower shift speed and never (ever) lift.

The CSL's SMGII in S6 is actually as fast or faster than the quoted shift speeds for many current DCT transmissions (but only if it is in tip-top condition and not self adapted to some muppet lifting between shifts all the time...).

The E92's DCT is actually quoted at the same 80ms shift speed as the SMGII, where these cars are all slower:

*Bugatti Veyron (DSG): 100 ms
*Ferrari FXX: 100 ms
*Maserati GranTurismo S Cambiocorsa: 100 ms
*Mercedes-Benz SLS AMG: 100 ms
*Fastest Automatic transmission: 100 ms
*Lexus LC500: 120ms
*Chevrolet Camaro ZL1: 150 ms
*Clio RS EDC 200: 150 ms (race mode)
*Enzo Ferrari: 150 ms
*Nissan GT-R: 150 ms (R Mode)
*FXX Evoluzione: 160 ms
*Dodge Challenger/ Charger: 160 ms (Track Mode)
*Lexus LFA: 200 ms
*Ferrari 360 Challenge Stradale & Ferrari F430: 250 ms
*BMW M3 E36 with SMG I: 250 ms
*Aston Martin Vanquish: 250 ms
*Ferrari 575M: 280 ms
*Lamborghini Performante DCT LDF: 290 ms

Now don’t get me wrong, I’m not saying the SMGII is flawless – in auto mode it is a very shonky thing indeed that doesn’t know whether it is coming or going. What I don’t understand is the level of criticism that is aimed at this system compared to it’s superiority over other manufacturer’s similar single clutch automated manual transmissions (that don’t seem to receive the same kind of flack).

I can only presume that this is down to the fact that most people’s experience of the SMG is in the frankly wanky standard set-up of the normal M3 tarnishing the CSL’s (due to superior software in the transmission DME). I do fully appreciate that at less than 7/10ths the CSL’s SMG system is never going to be as involving as a manual transmission, but the Getrag 420G that the E46 M3 uses is not exactly known for being one of the best manuals in the first place. Where the CSL’s SMG system does come into it’s own is on track – the original design remit for the car. You have to remember that the CSL was originally built with only one goal, and that was to go under 8 mins for a full lap of the Nordschleife (whilst show-casing BMW's motorsport prowess by building such a car). This may seem pretty slow by modern standards, but what that doesn’t show is the speed of the ‘ring in its current format. Back in 2003, a 7.50 for a full lap was something else (faster than the original 996 GT3, Ferarri 360 Challenge Stradale and only a couple of seconds adrift of a 997 GT3 RS – all with the same driver at the wheel). Sadly, you can’t compare the times achieved then to now, as the track is widely acknowledged as being 5-7s faster now due to the many surface improvements over the last 17 years, so any suggestion of much later lap times being better, needs to take this into account.

Everything you wanted to know about the CSL (but were afraid to ask)

2020-10-08T10:58:08Z

Mike RT4:

This is in relation to "that" review by a certain Jeremy Clarkson (which to be fair is probably responsible for many a person lusting after this car).

Although I appreciate that he says a lot of things for artistic licence and to garner attention, let’s start by debunking the plethora of myths perpetuated by Jezza in that legendary Top Gear video:

*“You don’t get electric seats, you don’t get air conditioning, you don’t even get a radio.”

Despite the former being true, you actually had to specify the car with no AC and no radio (and even the car that Jezzer was driving had BOTH options as you can clearly see from the interior shots as the business CD player and HVAC panel are plain to see). By all accounts there are only 7 cars of the 422 that came to the UK that are specified like that and most (including Jezza’s test car) have both or at least the AC. In fact Jeremy’s test car was only missing the Xenon light option (identified by the lack of headlight washer jets) and even had the rear PDC option.

*“The floor of the boot is made of cardboard….”

The cardboard floor referred to, is just a lightweight cover (something that many cars of the era featured) to hide the compressor and jack located under this within the actual metal boot floor. However, I could be cruel and confirm that the boot floor may as well have been made from cardboard given how poorly it was designed from the factory.

I’m sure if you are reading this, then you will be familiar with the issue of the subframe mounting points being so thin that the yawing effect of the subframe bolts in acceleration and deceleration causes the floor to crack around these and can (if untreated) actually lead to the floor pan almost completely detaching itself….

*“You had to sign a disclaimer to confirm that you understand that the tyres don’t work in the rain or if it’s a bit chilly.”
This is actually true. The original full-fat Cups even came with a window sticker reminding you that there was:
Increased risk of aquaplaning in very wet conditions.
Reduced levels of grip when ambient temp drops below 7°c.
Increased rate of tyre wear.

*“ You can’t put heavy shopping in the boot in case it falls through the cardboard floor.”
See above, you can actually put a full set of wheels inside the boot without any issue with the "cardboard" floor cover.

*Although not mentioned in the Top Gear video, you will often see YouTubers (too lazy to do their research ;)) refer to the seats as being based on Recaro Pole Positions, where they were in fact based on the Recaro SPG, but with lowered side bolsters and a (stupid) lack of harness holes.

*Now comes the part that really grinds my gears (no pun intended ;)) and that is the slating the CSL gets for it’s SMG gearbox. Every YouTuber under the sun, gets in the car and states how slow it is compared to modern DCTs. These people are retards and should not be listened to ;). Firstly, when you watch the videos, you will notice that there is invariably no yellow light illuminated on the centre of the dash which signifies that the traction control is switched off (which may be for insurance reasons).

This means that in every video where this is the case, the maximum shift speed that can be selected is S5. You only get to access the hidden menu for S6 by turning the traction control off. When you do, only then can you get to the 80ms shift speed that the SMGII system can achieve. In the lower gears, it is brutal and you actually fear for the life of both the diff and the aforementioned rear subframe mounting points.

I think also because people have become so used to the later far more advance transmissions, even the ferocity of the shift in S5 can frighten people, so they then start lifting between the gear-shifts to "protect" the drivetrain and make the gearchange "smoother". Unfortunately due to the (limited) self-learning capability of the SMG DME, it adapts to this kind of driving, which will lead to clutch slur, which further dampens the experience of the transmission. The best thing to do when you want to be kinder to the drive-train is just to select a slower shift speed and never (ever) lift.

The CSL's SMGII in S6 is actually as fast or faster than the quoted shift speeds for many current DCT transmissions (but only if it is in tip-top condition and not self adapted to some muppet lifting between shifts all the time...).

The E92's DCT is actually quoted at the same 80ms shift speed as the SMGII, where these cars are all slower:

*Bugatti Veyron (DSG): 100 ms[9]
*Ferrari FXX: 100 ms[10]
*Maserati GranTurismo S Cambiocorsa: 100 ms
*Mercedes-Benz SLS AMG: 100 ms[7]
*Fastest Automatic transmission: 100 ms
*Lexus LC500: 120ms
*Chevrolet Camaro ZL1: 150 ms
*Clio RS EDC 200: 150 ms (race mode)
*Enzo Ferrari: 150 ms
*Nissan GT-R: 150 ms (R Mode)
*FXX Evoluzione: 160 ms
*Dodge Challenger/ Charger: 160 ms (Track Mode)
*Lexus LFA: 200 ms
*Ferrari 360 Challenge Stradale & Ferrari F430: 250 ms
*BMW M3 E36 with SMG I: 250 ms
*Aston Martin Vanquish: 250 ms
*Ferrari 575M: 280 ms
*Lamborghini Performante DCT LDF: 290 ms

Now don’t get me wrong, I’m not saying the SMGII is flawless – in auto mode it is a very shonky thing indeed that doesn’t know whether it is coming or going. What I don’t understand is the level of criticism that is aimed at this system compared to it’s superiority over other manufacturer’s similar single clutch automated manual transmissions (that don’t seem to receive the same kind of flack).

I can only presume that this is down to the fact that most people’s experience of the SMG is in the frankly wanky standard set-up of the normal M3 tarnishing the CSL’s (due to superior software in the transmission DME). I do fully appreciate that at less than 7/10ths the CSL’s SMG system is never going to be as involving as a manual transmission, but the Getrag 420G that the E46 M3 uses is not exactly known for being one of the best manuals in the first place. Where the CSL’s SMG system does come into it’s own is on track – the original design remit for the car. You have to remember that the CSL was originally built with only one goal, and that was to go under 8 mins for a full lap of the Nordschleife (whilst show-casing BMW's motorsport prowess by building such a car). This may seem pretty slow by modern standards, but what that doesn’t show is the speed of the ‘ring in its current format. Back in 2003, a 7.50 for a full lap was something else (faster than the original 996 GT3, Ferarri 360 Challenge Stradale and only a couple of seconds adrift of a 997 GT3 RS – all with the same driver at the wheel). Sadly, you can’t compare the times achieved then to now, as the track is widely acknowledged as being 5-7s faster now due to the many surface improvements over the last 17 years, so any suggestion of much later lap times being better, needs to take this into account.

Everything you wanted to know about the CSL (but were afraid to ask)

2020-10-08T10:54:36Z

Mike RT4:

This is in relation to "that" review by a certain Jeremy Clarkson (which to be fair is probably responsible for many a person lusting after this car).

Although I appreciate that he says a lot of things for artistic licence and to garner attention, let’s start by debunking the plethora of myths perpetuated by Jezza in that legendary Top Gear video:

*“You don’t get electric seats, you don’t get air conditioning, you don’t even get a radio.”

Despite the former being true, you actually had to specify the car with no AC and no radio (and even the car that Jezzer was driving had BOTH options as you can clearly see from the interior shots as the business CD player and HVAC panel are plain to see). By all accounts there are only 7 cars of the 422 that came to the UK that are specified like that and most (including Jezza’s test car) have both or at least the AC. In fact Jeremy’s test car was only missing the Xenon light option (identified by the lack of headlight washer jets) and even had the rear PDC option.

*“The floor of the boot is made of cardboard….”

The cardboard floor referred to, is just a lightweight cover (something that many cars of the era featured) to hide the compressor and jack located under this within the actual metal boot floor. However, I could be cruel and confirm that the boot floor may as well have been made from cardboard given how poorly it was designed from the factory.

I’m sure if you are reading this, then you will be familiar with the issue of the subframe mounting points being so thin that the yawing effect of the subframe bolts in acceleration and deceleration causes the floor to crack around these and can (if untreated) actually lead to the floor pan almost completely detaching itself….

*“You had to sign a disclaimer to confirm that you understand that the tyres don’t work in the rain or if it’s a bit chilly.”
This is actually true. The original full-fat Cups even came with a window sticker reminding you that there was:
Increased risk of aquaplaning in very wet conditions.
Reduced levels of grip when ambient temp drops below 7°c.
Increased rate of tyre wear.

*“ You can’t put heavy shopping in the boot in case it falls through the cardboard floor.”
See above, you can actually put a full set of wheels inside the boot without any issue with the "cardboard" floor cover.

*Although not mentioned in the Top Gear video, you will often see YouTubers (too lazy to do their research ;)) refer to the seats as being based on Recaro Pole Positions, where they were in fact based on the Recaro SPG, but with lowered side bolsters and a (stupid) lack of harness holes.

*Now comes the part that really grinds my gears (no pun intended ;)) and that is the slating the CSL gets for it’s SMG gearbox. Every YouTuber under the sun, gets in the car and states how slow it is compared to modern DCTs. These people are retards and should not be listened to ;). Firstly, when you watch the videos, you will notice that there is invariably no yellow light illuminated on the centre of the dash which signifies that the traction control is switched off (which may be for insurance reasons).

This means that in every video where this is the case, the maximum shift speed that can be selected is S5. You only get to access the hidden menu for S6 by turning the traction control off. When you do, only then can you get to the 80ms shift speed that the SMGII system can achieve. In the lower gears, it is brutal and you actually fear for the life of both the diff and the aforementioned rear subframe mounting points.

I think also because people have become so used to the later far more advance transmissions, even the ferocity of the shift in S5 can frighten people, so they then start lifting between the gear-shifts to "protect" the drivetrain abd make the gearchange "smoother". Unfortunately due to the (limited) self-learning capability of the SMG DME, it adapts to this kind of driving, which will lead to clutch slur, which further dampens the experience of the transmission. The best thing to do when you want to be kinder to the drive-train is just to select a slower shift speed and never (ever) lift.

The CSL's SMGII in S6 is actually as fast or faster than the quoted shift speeds for many current DCT transmissions (but only if it is in tip-top condition and not self adapted to some muppet lifting between shifts all the time...).

The E92's DCT is actually quoted at the same 80ms shift speed as the SMGII, where these cars are all slower:

*Bugatti Veyron (DSG): 100 ms[9]
*Ferrari FXX: 100 ms[10]
*Maserati GranTurismo S Cambiocorsa: 100 ms
*Mercedes-Benz SLS AMG: 100 ms[7]
*Fastest Automatic transmission: 100 ms
*Lexus LC500: 120ms
*Chevrolet Camaro ZL1: 150 ms
*Clio RS EDC 200: 150 ms (race mode)
*Enzo Ferrari: 150 ms
*Nissan GT-R: 150 ms (R Mode)
*FXX Evoluzione: 160 ms
*Dodge Challenger/ Charger: 160 ms (Track Mode)
*Lexus LFA: 200 ms
*Ferrari 360 Challenge Stradale & Ferrari F430: 250 ms
*BMW M3 E36 with SMG I: 250 ms
*Aston Martin Vanquish: 250 ms
*Ferrari 575M: 280 ms
*Lamborghini Performante DCT LDF: 290 ms

Now don’t get me wrong, I’m not saying the SMGII is flawless – in auto mode it is a very shonky thing indeed that doesn’t know whether it is coming or going. What I don’t understand is the level of criticism that is aimed at this system compared to it’s superiority over other manufacturer’s similar single clutch automated manual transmissions (that don’t seem to receive the same kind of flack).

I can only presume that this is down to the fact that most people’s experience of the SMG is in the frankly wanky standard set-up of the normal M3 tarnishing the CSL’s (due to superior software in the transmission DME). I do fully appreciate that at less than 7/10ths the CSL’s SMG system is never going to be as involving as a manual transmission, but the Getrag 420G that the E46 M3 uses is not exactly known for being one of the best manuals in the first place. Where the CSL’s SMG system does come into it’s own is on track – the original design remit for the car. You have to remember that the CSL was originally built with only one goal, and that was to go under 8 mins for a full lap of the Nordschleife (whilst show-casing BMW's motorsport prowess by building such a car). This may seem pretty slow by modern standards, but what that doesn’t show is the speed of the ‘ring in its current format. Back in 2003, a 7.50 for a full lap was something else (faster than the original 996 GT3, Ferarri 360 Challenge Stradale and only a couple of seconds adrift of a 997 GT3 RS – all with the same driver at the wheel). Sadly, you can’t compare the times achieved then to now, as the track is widely acknowledged as being 5-7s faster now due to the many surface improvements over the last 17 years, so any suggestion of much later lap times being better, needs to take this into account.

Everything you wanted to know about the CSL (but were afraid to ask)

2020-10-08T10:00:12Z

Mike RT4: Created page with "This is in relation to "that" review by a certain Jeremy Clarkson (which to be fair is probably responsible for many a person lusting after this car). Although I appreciate..."

This is in relation to "that" review by a certain Jeremy Clarkson (which to be fair is probably responsible for many a person lusting after this car).
Although I appreciate that he says a lot of things for artistic licence and to garner attention, let’s start by debunking the plethora of myths perpetuated by Jezza in that legendary Top Gear video:
1. “You don’t get electric seats, you don’t get air conditioning, you don’t even get a radio.”
Despite the former being true, you actually had to specify the car with no AC and no radio (and even the car that Jezzer was driving had BOTH options as you can clearly see from the interior shots as the business CD player and HVAC panel are plain to see). By all accounts there are only 7 cars of the 422 that came to the UK that are specified like that and most (including Jezza’s test car) have both or at least the AC. In fact Jeremy’s test car was only missing the Xenon light option (identified by the lack of headlight washer jets) and even had the rear PDC option.
2. “The floor of the boot is made of cardboard….”
The cardboard floor referred to, is just a lightweight cover (something that many cars of the era featured) to hide the compressor and jack located under this within the actual metal boot floor. However, I could be cruel and confirm that the boot floor may as well have been made from cardboard given how poorly it was designed from the factory. I’m sure if you are reading this, then you will be familiar with the issue of the subframe mounting points being so thin that the yawing effect of the subframe bolts in acceleration and deceleration causes the floor to crack around these and can (if untreated) actually lead to the floor pan almost completely detaching itself….
3. “You had to sign a disclaimer to confirm that you understand that the tyres don’t work in the rain or if it’s a bit chilly.”
This is actually true. The original full-fat Cups even came with a window sticker reminding you that there was:
Increased risk of aquaplaning in very wet conditions.
Reduced levels of grip when ambient temp drops below 7°c.
Increased rate of tyre wear.
4. “ You can’t put heavy shopping in the boot in case it falls through the cardboard floor.”
See above, you can actually put a full set of wheels inside the boot without any issue with the "cardboard" floor cover.
5. Now comes the part that really grinds my gears (no pun intended ;)) and that is the slating the CSL gets for it’s SMG gearbox. Every YouTuber under the sun, gets in the car and states how slow it is compared to modern DCTs. These people are retards and should not be listened to ;). Firstly, when you watch the videos, you will notice that there is invariably no yellow light illuminated on the centre of the dash which signifies that the traction control is switched off (this may be for insurance reasons). This means that in every video where this is the case, the maximum shift speed that can be selected is S5. You only get to access the hidden menu for S6 by turning the traction control off. When you do, only then can you get to the 80ms shift speed that the SMGII system can achieve. In the lower gears, it is brutal and you actually fear for the life of both the diff and the aforementioned rear subframe mounting points. I think also because people have become so used to the later far more advance transmissions, even the ferocity of the shift in S5 can frighten people, so they then start lifting between the gear-shifts to "protect" the drivetrain abd make the gearchange "smoother". Unfortunately due to the limited self-learning capability of the SMG DME, it adapts to this kind of driving, which will lead to clutch slur, which further dampens the experience of the transmission. The best thing to do when you want to be kinder to the drive-train is just to select a slower shift speed and never (ever) lift. The CSL's SMGII in S6 is actually as fast or faster than the quoted shift speeds for many current DCT transmissions (but only if it is in tip-top condition and not self adapted to some muppet lifting between shifts all the time...). The E92's DCT is actually quoted at the same 80ms shift speed as the SMGII, where these cars are all slower:
• Bugatti Veyron (DSG): 100 ms[9]
• Ferrari FXX: 100 ms[10]
• Maserati GranTurismo S Cambiocorsa: 100 ms
• Mercedes-Benz SLS AMG: 100 ms[7]
• Fastest Automatic transmission: 100 ms
• Lexus LC500: 120ms
• Chevrolet Camaro ZL1: 150 ms
• Clio RS EDC 200: 150 ms (race mode)
• Enzo Ferrari: 150 ms
• Nissan GT-R: 150 ms (R Mode)
• FXX Evoluzione: 160 ms
• Dodge Challenger/ Charger: 160 ms (Track Mode)
• Lexus LFA: 200 ms
• Ferrari 360 Challenge Stradale & Ferrari F430: 250 ms
• BMW M3 E36 with SMG I: 250 ms
• Aston Martin Vanquish: 250 ms
• Ferrari 575M: 280 ms
• Lamborghini Performante DCT LDF: 290 ms
Now don’t get me wrong, I’m not saying the SMGII is flawless – in auto mode it is a very shonky thing indeed that doesn’t know whether it is coming or going. What I don’t understand is the level of criticism that is aimed at this system compared to it’s superiority over other manufacturer’s similar single clutch automated manual transmissions (that don’t seem to receive the same kind of flack). I can only presume that this is down to the fact that most people’s experience of the SMG is in the frankly wanky standard set-up of the normal M3 tarnishing the CSL’s set-up. I do fully appreciate that at less than 7/10ths the CSL’s SMG system is never going to be as involving as a manual transmission, but the Getrag 420G that the E46 M3 uses is not exactly known for being one of the best manuals in the first place. Where the CSL’s SMG system does come in to it’s own is on track – the original design remit for the car. You have to remember that the CSL was originally built with only one goal, and that was to go under 8 mins for a full lap of the Nordschleife and to show-case BMW's motorsport prowess by building such a car. This may seem pretty slow by modern standards, but what that doesn’t show is the speed of the ‘ring in its current format. Back in 2003, 7.50 was something else (faster than the original 996 GT3, Ferarri 360 Challenge Stradale and only a couple of seconds adrift of the 997 GT3 RS – all with the same driver at the wheel). Sadly, you can’t compare the times achieved then to now, as the track is widely acknowledged as being 5-7s faster now due to the many surface improvements over the last 17 years, so any suggestion of much later lap times being better, needs to take this into account.

Main Page

2020-10-08T09:33:42Z

Mike RT4:

Welcome to the M3 CSL Wiki

[[Image: CSL_Inward.png]]

This is a central repository for all things related to BMW's wonderous M3 CSL.

[[History]]

[[Development & Concept]]

[[Build Specifications]]

[[CSL differences from stock]]

[[CSL Memorabilia]]

[[Production Data]]

[[Everything you wanted to know about the CSL (but were afraid to ask)]]

----

[[10th Anniversary Homecoming]]

----

[[All things SMG]]

[[All things S54]]

[[Capacities & Volumes]]

[[Coding & Flashing]]

[[DIY & How to]]

[[Manual Conversion]]

[[Modifications & Upgrades]]

[[NLA Parts]]

[[Parts Information & Alternatives]]

----

[[Online review Sources]]

[[Photographs]]

[[Social Media Reference sites]]

[[Video Links]]

----

DIY & How to

2020-07-13T15:55:42Z

Mike RT4:

Currently the major technical reference area for all things CSL is [http://www.cslregister.com/forum/forumdisplay.php?f=16 ''HERE''] on the CSL Register.

Select items: 
[http://www.cslregister.com/forum/showthread.php?t=14786 Alternative MAP sensor] 
[http://www.cslregister.com/forum/showthread.php?t=15199 Bumper Wiring Conversion]

'''DIY Items'''

[[#Airbox Removal]] 
[[#Next1]] 
[[#Next2]] 
[[#Next3]] 

----
<div id="Airbox Removal">Airbox (Outer part) Removal</div>

''For air filter change or manual oil dipstick access''

For those that have never done this, it really is easy:

Leave the strut brace on for now, as it is something to lean on.
Twist the spring loaded clips on the cover of the cabin filter so they pop up.

Lift up and slide out from under the back rubber (may need a little tug, as the rubber grips it).

Lift up and slide out the cabin filter.

This will then reveal four T30 torx head screws along the back.

Remove those (being careful not to drop the outer two down the drainage holes😛).

Unclip front of cable tray cover and remove. Pull cables out of the tray.

Lift up and pull the cabin filter housing out of the out of the way.

Remove electrical connectors from the airbox one on flap and one on the opposite side. To do this you squeeze the metal spring clip inwards and once fully pressed as far in as it will go, give a gentle tug👍.

Un-clip breather hose from the part of the airbox you are going to remove (this is just squeeze together and pull)

Now remove strut brace, as you won’t need to lean on it any more (13mm socket).

Unscrew the four T25 torx on top of the airbox.

Everything is now ready to come apart. The airbox has to be lifted up as there are location pins on the bottom.

Be careful not to scratch it on the wires at the back and also I found it easier to move the SMG reservoir out of the way (just pull upwards and tie it with string so it is out of the way and is not hanging upside down (as the lids leak🤣).

You will then see the air filter that is obvious on how to remove. 
<gallery>
Image: CSL_Dipstick00.jpg
Image: CSL_Dipstick01.jpg
</gallery>

And then all will be revealed: (you can also get to the dipstick and check the oil - it requires a good tug to pop it out AND a firm push to click it back in).

Installation is just the reverse of the above.

----
<div id="Next1">Next...</div>
----
<div id="Next2">Next...</div>
----
<div id="Next3">Next...</div>

Build Specifications

2020-07-13T11:15:00Z

Mike RT4:

'''So how did BMW create the M3 CSL?'''

Intelligent lightweight technology

For optimum weight reduction, BMW M engineers turned to ‘intelligent’ lightweight technology. This meant matching the most appropriate materials to the component or assembly requirements and resulted in widespread use of carbon fibre reinforced plastics, lightweight aluminium and glass fibre plastics.
Much of this technology has been transferred from Formula 1.

Award winning engine — made better

BMW’s M3 engine has just received its third accolade in a row at the 2003 International Engine of the Year Awards. Now an enhanced version of this 3.2 litre straight-six power house, has been developed for the M3 CSL. Power output has been boosted from 343 to 360 bhp at 7,900 rpm, while torque is up from 365 to 370 Nm at 4,900 rpm.

The enhancements include: 
• Thinner exhaust walls 
• Larger air intake opening and carbon fibre air collector 
• Camshafts with longer valve opening periods 
• Air intake and volume calculated according to Fl principles 
• Optimised exhaust valves 
• Modified exhaust emission manifold 

M3 CSL gearbox

BMW M’s most sporting and dynamic transmission features on the M3 CSL - the paddle shift SMG gearbox with Drivelogic and new software. Based on Fl technology, it allows ultra-fast shifting through all six gears, using the gear stick or paddles, with changes taking just 0.08 seconds. Drivers can choose between sequential and automated mode.

Handling dynamics

Precision handling comes courtesy of a wider front track and modified suspension geometry, including bespoke springs and dampers. A more direct ratio for the rack-and-pinion steering (14.5 : 1, compared to 15.4 : 1 for the M3) offers greater steering response in all conditions. While substantially modified brakes slow the M3 CSL to a standstill from 62 mph in less than 34 metres — just seven and a half car lengths.

Driver aids

M Track Mode is a unique function of Dynamic Stability Control (DSC), activated via a steering wheel mounted switch. This allows skilled track drivers to push the car to the absolute limit of transverse and longitudinal acceleration, with DSC operating only where these limits are exceeded.

The optional 19” wheels and tyres for the BMW M3 are fitted as standard but Michelin Pilot Sport Cup tyres, with asymmetric treads developed especially for the MS CSL mounted on unique alloy wheels, can be specified as a no cost option. The tyres, which are suitable for both road and track, measure 235/35 ZR 19 at the front and 265/30 ZR 19 at the rear. Complementing the performance of the car, they offer outstanding lateral grip, up to 1.6g, improving the M3 CSL’s already remarkable handling qualities and cornering capability.

To ensure M3 CSL owners are comfortable with the handling of these specially designed optional tyres, dealers will explain the need for caution while they warm up and during very poor weather. Buyers will also be required to confirm that they are aware of and understand the unique performance characteristics.

Free driver training for all M3 CSL customers is also included in the price. Worth £850, this offers drivers a day at the Pro-Drive Live circuit, driving under the guidance of experienced racing drivers, learning how to get the most out of the car.

Interior

In the cockpit, the M3 CSL follows the principles of a genuine sports car.
Options are kept to a minimum, with a focus on the functional, like contoured, glass fibre bucket seats, offering optimum side support in fast bends.

Centre console and door trims are made of carbon fibre reinforced plastic and the M Sports steering wheel is clothed in Alcantara. To make best use of the reduced weight potential many features of modern cars normally considered as essential, such as air conditioning and a radio, are excluded from standard specification, but can be specified as no cost options if the customer wants them.

Standard equipment - interior 
• Cloth Laser/Amaretta ‘Reflex Pur’ Anthracite 
• Anthracite Headlining 
• Individual high gloss satin chrome 
• Titanium Shadow Interior Trim 
• Chrome gear lever knob 
• 4 Seats 
• M Steering Wheel with switch for M Track Mode 

Standard equipment — exterior 
• M3 CSL specific suspension settings 
• M Mobility System to inflate tyres 
• Tailgate with low loading sill and integrated rear spoiler 
• Front apron without fog lights, with extra air intake 
• Model designation M3 CSL 
• Choice of Black Sapphire or Silver Grey metallic paint 
• 19” double spoke alloy wheels style 67M 

No cost options 
• 19” M light alloy wheels ‘M3 CSL’ with Michelin Pilot Sport Cup tyres 
• Auto air conditioning 
• BMW Business radio / cassette 
• No model inscription 
• Graduated tint front windscreen 
• Smoker package

Cost options 
• Climate comfort front windscreen £190.00 
• Floor mats £75.00 
• Park Distance Control (PDC) £340.00 
• Rain sensor £160.00 
• Xenon headlights with headlamp wash £770.00 
• Single CD £100 
• Mini disc player £295.00 

'''Specifications'''

'''Body'''
{|
|No. of doors/seats || ||2/4||
|-
|Length/width/height (unladen) ||mm ||4,492/1,780/1,365||
|-
|Wheelbase ||mm ||2,729||
|-
|Track, front/rear ||mm ||1,518/1,525||
|-
|Turning circle ||m ||11.0||
|-
|Tank capacity ||approx.ltr ||63||
|-
|Cooling system inc. heater ||ltr ||10.7||
|-
|Engine oil ||ltr ||7.0||
|-
|Transmission fluid ||ltr ||1.9||
|-
|Final drive fluid ||ltr ||1.2||
|-
|Unladen weight, EU ||kg ||1,385||
|-
|Max. load to DIN standard ||kg ||415||
|-
|Max. permissible weight to DIN ||kg ||1,800||
|-
|Max. axle load, front/rear ||kg ||880/1,020||
|-
|Luggage compartment to VDA st. ||ltr ||410||
|-
|Air drag ||Cx*A ||0.683||
|-
|}

'''Power unit'''
{|
|Configuration/cylinders/valves || ||Straight/6/4||
|-
|Engine management || ||MSS 54HP
|-
|Capacity ||cc ||3,246||
|-
|Bore/stroke ||mm ||87.0/91.0||
|-
|Compression ratio ||1 ||11.5||
|-
|Fuel ||RON ||98||
|-
|Output ||kW/bhp ||265/360||
|-
|at ||rpm ||7,900||
|-
|Torque ||Nm (lb-ft) ||370(273)||
|-
|at ||rpm ||4,900||
|-
|}

'''Electrical system'''
{|
|Battery/location ||Ah/- ||55/luggage comp||
|-
|Alternator ||A/W ||120/7,680||
|-
|}

'''Suspension'''
{|
|Front ||Single-joint spring strut axle with displaced castor; small positive steering roll radius, compensation of transverse forces, anti-dive||
|-
|Rear ||central-arm axle with longitudinal control arms and double track control arms, anti-squat and anti-dive||
|-
|}

'''Brakes'''
{|
|Front ||Single-piston swing-caliper disc brakes||
|-
|Diameter ||mm ||345 x 28, vented||
|-
|Rear ||Single-piston swing-caliper disc brakes||
|-
|Diameter ||mm ||328 x 20, vented||
|-
|Driving stability systems ||ABS, CBC, DSC; M differential lock||
|-
|}

'''Steering - Rack-and-pinion'''
{|
|Overall steering transmission ||1 ||14.5||
|-
|}

'''Transmission Six-speed manual'''
{|
|Transmission ratios and maximum speed at 8000rpm||:
|-
|1st ||4.227|| 39.29mph (63.23km/h)
|-
|2nd ||2.528|| 65.69mph (105.72km/h)
|-
|3rd ||1.669|| 99.50mph (160.14km/h)
|-
|4th ||1.226|| 135.46mph (218.00km/h)
|-
|5th ||1.000|| 166.07mph (267.27km/h)
|-
|6th ||0.828|| 200.57mph (322.79km/h)
|-
|Rev ||3.746|| 44.33mph (71.35km/h)
|-
|Final Drive Ratio ||3.620||
|-
|Tyres, front/rear ||235/35 ZR19 ||265/30 ZR19||
|-
|Rims, front/rear ||8.5J x 19 EH 2 IS 44 alu || 9.5J x 19 EH 2 IS 27 alu||
|-
|}

'''Performance'''
{|
|Power-to-weight ratio to DIN stand ||kg/kW ||5.2||
|-
|Output per litre ||kW/bhp ||81.6/111.0||
|-
|Acceleration
|-
|0—62 mph ||sec || 4.9||
|-
|Stand-start km ||sec ||23.5||
|-
|In 4th gear 62—80 mph ||sec || 5.0||
|-
|Top speed ||Restricted cars top speed = 161mph / 259km/h (167mph / 269km/h indicated). Derestricted cars top speed = 174mph / 280km/h (180mph / 290km/h indicated)
|-
|}

'''Fuel consumption (Eu cycle)'''
{|
|Urban ||Mpg ||15.9||
|-
|Extra urban ||Mpg ||33.6||
|-
|Composite ||Mpg ||23.7||
|-
|CO2 ||g/km|| 287||
|-
|}

'''Other data'''
{|
|Emission category ||EU3||
|-
|}

Build Specifications

2020-07-13T11:11:57Z

Mike RT4:

'''So how did BMW create the M3 CSL?'''

Intelligent lightweight technology

For optimum weight reduction, BMW M engineers turned to ‘intelligent’ lightweight technology. This meant matching the most appropriate materials to the component or assembly requirements and resulted in widespread use of carbon fibre reinforced plastics, lightweight aluminium and glass fibre plastics.
Much of this technology has been transferred from Formula 1.

Award winning engine — made better

BMW’s M3 engine has just received its third accolade in a row at the 2003 International Engine of the Year Awards. Now an enhanced version of this 3.2 litre straight-six power house, has been developed for the M3 CSL. Power output has been boosted from 343 to 360 bhp at 7,900 rpm, while torque is up from 365 to 370 Nm at 4,900 rpm.

The enhancements include: 
• Thinner exhaust walls 
• Larger air intake opening and carbon fibre air collector 
• Camshafts with longer valve opening periods 
• Air intake and volume calculated according to Fl principles 
• Optimised exhaust valves 
• Modified exhaust emission manifold 

M3 CSL gearbox

BMW M’s most sporting and dynamic transmission features on the M3 CSL - the paddle shift SMG gearbox with Drivelogic and new software. Based on Fl technology, it allows ultra-fast shifting through all six gears, using the gear stick or paddles, with changes taking just 0.08 seconds. Drivers can choose between sequential and automated mode.

Handling dynamics

Precision handling comes courtesy of a wider front track and modified suspension geometry, including bespoke springs and dampers. A more direct ratio for the rack-and-pinion steering (14.5 : 1, compared to 15.4 : 1 for the M3) offers greater steering response in all conditions. While substantially modified brakes slow the M3 CSL to a standstill from 62 mph in less than 34 metres — just seven and a half car lengths.

Driver aids

M Track Mode is a unique function of Dynamic Stability Control (DSC), activated via a steering wheel mounted switch. This allows skilled track drivers to push the car to the absolute limit of transverse and longitudinal acceleration, with DSC operating only where these limits are exceeded.

The optional 19” wheels and tyres for the BMW M3 are fitted as standard but Michelin Pilot Sport Cup tyres, with asymmetric treads developed especially for the MS CSL mounted on unique alloy wheels, can be specified as a no cost option. The tyres, which are suitable for both road and track, measure 235/35 ZR 19 at the front and 265/30 ZR 19 at the rear. Complementing the performance of the car, they offer outstanding lateral grip, up to 1.6g, improving the M3 CSL’s already remarkable handling qualities and cornering capability.

To ensure M3 CSL owners are comfortable with the handling of these specially designed optional tyres, dealers will explain the need for caution while they warm up and during very poor weather. Buyers will also be required to confirm that they are aware of and understand the unique performance characteristics.

Free driver training for all M3 CSL customers is also included in the price. Worth £850, this offers drivers a day at the Pro-Drive Live circuit, driving under the guidance of experienced racing drivers, learning how to get the most out of the car.

Interior

In the cockpit, the M3 CSL follows the principles of a genuine sports car.
Options are kept to a minimum, with a focus on the functional, like contoured, glass fibre bucket seats, offering optimum side support in fast bends.

Centre console and door trims are made of carbon fibre reinforced plastic and the M Sports steering wheel is clothed in Alcantara. To make best use of the reduced weight potential many features of modern cars normally considered as essential, such as air conditioning and a radio, are excluded from standard specification, but can be specified as no cost options if the customer wants them.

Standard equipment - interior 
• Cloth Laser/Amaretta ‘Reflex Pur’ Anthracite 
• Anthracite Headlining 
• Individual high gloss satin chrome 
• Titanium Shadow Interior Trim 
• Chrome gear lever knob 
• 4 Seats 
• M Steering Wheel with switch for M Track Mode 

Standard equipment — exterior 
• M3 CSL specific suspension settings 
• M Mobility System to inflate tyres 
• Tailgate with low loading sill and integrated rear spoiler 
• Front apron without fog lights, with extra air intake 
• Model designation M3 CSL 
• Choice of Black Sapphire or Silver Grey metallic paint 
• 19” double spoke alloy wheels style 67M 

No cost options 
• 19” M light alloy wheels ‘M3 CSL’ with Michelin Pilot Sport Cup tyres 
• Auto air conditioning 
• BMW Business radio / cassette 
• No model inscription 
• Graduated tint front windscreen 
• Smoker package

Cost options 
• Climate comfort front windscreen £190.00 
• Floor mats £75.00 
• Park Distance Control (PDC) £340.00 
• Rain sensor £160.00 
• Xenon headlights with headlamp wash £770.00 
• Single CD £100 
• Mini disc player £295.00 

'''Specifications'''

'''Body'''
{|
|No. of doors/seats || ||2/4||
|-
|Length/width/height (unladen) ||mm ||4,492/1,780/1,365||
|-
|Wheelbase ||mm ||2,729||
|-
|Track, front/rear ||mm ||1,518/1,525||
|-
|Turning circle ||m ||11.0||
|-
|Tank capacity ||approx.ltr ||63||
|-
|Cooling system inc. heater ||ltr ||10.7||
|-
|Engine oil ||ltr ||7.0||
|-
|Transmission fluid ||ltr ||1.9||
|-
|Final drive fluid ||ltr ||1.2||
|-
|Unladen weight, EU ||kg ||1,385||
|-
|Max. load to DIN standard ||kg ||415||
|-
|Max. permissible weight to DIN ||kg ||1,800||
|-
|Max. axle load, front/rear ||kg ||880/1,020||
|-
|Luggage compartment to VDA st. ||ltr ||410||
|-
|Air drag ||Cx*A ||0.683||
|-
|}

'''Power unit'''
{|
|Configuration/cylinders/valves || ||Straight/6/4||
|-
|Engine management || ||MSS 54HP
|-
|Capacity ||cc ||3,246||
|-
|Bore/stroke ||mm ||87.0/91.0||
|-
|Compression ratio ||1 ||11.5||
|-
|Fuel ||RON ||98||
|-
|Output ||kW/bhp ||265/360||
|-
|at ||rpm ||7,900||
|-
|Torque ||Nm (lb-ft) ||370(273)||
|-
|at ||rpm ||4,900||
|-
|}

'''Electrical system'''
{|
|Battery/location ||Ah/- ||55/luggage comp||
|-
|Alternator ||A/W ||120/7,680||
|-
|}

'''Suspension'''
{|
|Front ||Single-joint spring strut axle with displaced castor; small positive steering roll radius, compensation of transverse forces, anti-dive||
|-
|Rear ||central-arm axle with longitudinal control arms and double track control arms, anti-squat and anti-dive||
|-
|}

'''Brakes'''
{|
|Front ||Single-piston swing-caliper disc brakes||
|-
|Diameter ||mm ||345 x 28, vented||
|-
|Rear ||Single-piston swing-caliper disc brakes||
|-
|Diameter ||mm ||328 x 20, vented||
|-
|Driving stability systems ||ABS, CBC, DSC; M differential lock||
|-
|}

'''Steering - Rack-and-pinion'''
{|
|Overall steering transmission ||1 ||14.5||
|-
|}

'''Transmission Six-speed manual'''
{|
|Transmission ratios and maximum speed at 8000rpm|| Restricted cars top speed = 161mph / 259km/h (167mph / 269km/h indicated). Derestricted cars top speed = 174mph / 280km/h (180mph / 290km/h indicated):
|-
|1st ||4.227|| 39.29mph (63.23km/h)
|-
|2nd ||2.528|| 65.69mph (105.72km/h)
|-
|3rd ||1.669|| 99.50mph (160.14km/h)
|-
|4th ||1.226|| 135.46mph (218.00km/h)
|-
|5th ||1.000|| 166.07mph (267.27km/h)
|-
|6th ||0.828|| 200.57mph (322.79km/h)
|-
|Rev ||3.746|| 44.33mph (71.35km/h)
|-
|Final Drive Ratio ||3.620||
|-
|Tyres, front/rear ||235/35 ZR19 ||265/30 ZR19||
|-
|Rims, front/rear ||8.5J x 19 EH 2 IS 44 alu || 9.5J x 19 EH 2 IS 27 alu||
|-
|}

'''Performance'''
{|
|Power-to-weight ratio to DIN stand ||kg/kW ||5.2||
|-
|Output per litre ||kW/bhp ||81.6/111.0||
|-
|Acceleration
|-
|0—62 mph ||sec || 4.9||
|-
|Stand-start km ||sec ||23.5||
|-
|In 4th gear 62—80 mph ||sec || 5.0||
|-
|Top speed ||mph || 155||
|-
|}

'''Fuel consumption (Eu cycle)'''
{|
|Urban ||Mpg ||15.9||
|-
|Extra urban ||Mpg ||33.6||
|-
|Composite ||Mpg ||23.7||
|-
|CO2 ||g/km|| 287||
|-
|}

'''Other data'''
{|
|Emission category ||EU3||
|-
|}

Parts Information & Alternatives

2020-07-10T09:49:34Z

Mike RT4:

[[#Parts Information]]

[[#Quality Alternatives]]

----
<div id="Parts Information">Parts Information</div>

This section provides a list of parts from questions that have arisen on the WhatsApp Group chat:

The SMG reservoir rubber seal is identical to the power steering pump cap seal: 
''Steering > Lubrication system'' 
Pt No: '''32411128333''' Gasket Ring From: 09/01/1982 
Supersedes: 32410141428 (04/01/2001 — 01/30/2007) 

This needs to be changed if you are getting oil residue on the SMG oil header tank (normally in track use).
 

 

----
<div id="Quality Alternatives">Quality Alternative Parts</div>

Here...

Parts Information & Alternatives

2020-07-10T09:48:12Z

Mike RT4:

[[#Parts Information]]

[[#Quality Alternatives]]

----
<div id="Parts Information">Parts Information</div>

This section provides a list of parts from questions that have arisen on the WhatsApp Group chat:

The SMG reservoir rubber seal is identical to the power steering pump cap seal: 
''Steering > Lubrication system'' 
Pt No: '''32411128333''' Gasket Ring From: 09/01/1982 
Supersedes: 32410141428 (04/01/2001 — 01/30/2007) 

 

 

----
<div id="Quality Alternatives">Quality Alternative Parts</div>

Here...

NLA Parts

2020-07-10T09:38:55Z

Mike RT4:

'''NLA Parts'''

Current NLA or zero or extremely low stock items with no production dates (No Longer Available new from BMW) parts as of July 2020

1. Carbon Roof - 41007895382

2. Light weight Pollen tray - 64317895939

3. RHD carbon centre console - 51167896359

4. Rear seat headrests - 52207896794

5. Front seat coverings - 52107919184

6. Front seat cushions - 52107919183 and 52107919181 and 52107919266

7. Full front seats complete - 52100031830 and 52100302831

8. Seat rails - 52107895957 and 52107895958

9. Rear seat base - 52207896809

10. Rear seat cover - 52207896800

11. Body Skeleton RHD and LHD

12. Thinner Rear glass - 51317895441

13. Rear seat support bracket cover - 52207896962

14. Engine DME - 12147834981

15. Original Map sensor - 13627833561

16. Engine wiring harness - 12517833336

17. Main bumper wiring harness - 61127833671

18. RHD steering rack - 32132282647

19. Non AC control panel

20. Rear diffuser - 51127897863

21. Front intake muffler pipe - 13717896774

22. Front carbon door panels - 51417895581 and 51417895582

23. Rear carbon door panels - 51437895580 and 51437895579

24. M3 CSL display number plates - 81850306797

25. CSL Baseball cap - 80300145434

CSL differences from stock

2020-07-10T09:28:31Z

Mike RT4:

Lightweight modifications resulting in a minimum weight reduction of 110kg (depending on standard M3 spec) to a weight of 1385kg (10 litres of fuel, no driver, all fluids - no option car. Fully optioned car 1420kg).

Carbon fibre roof (-6kg) 
Lighter and wider (front) 19in wheels and wider tyres 
Front: 19" x 8½" ET44 - 10.5kg with 235/35 x 19 tyres (Standard M3 19" x 8" ET47 - 11.8kg with 225/40 x 19 tyres) 
Rear: 19" x 9½" ET27 - 11.35kg with 265/30 x 19 tyres (Standard M3 19" x 9.5" ET27 12.4kg with 255/35 x 19 tyres 
Removal of sound deadening under bonnet and above the waistline 
Lightweight instrument panel console and carbon fibre door cards 
Race bucket seats (based on Recaro SPG) and lighter rear seats 
Carbon fibre composite front and rear bumpers 
Composite fibre reinforced plastic boot lid 
Paper honeycomb sandwich panel for the internal boot floor 
Thinner glass for rear window 
Thinner full exhaust construction, 200 cell catalytic converter and lighter backbox 
Carbon fibre airbox 
Inlet camshaft 268° compared to 260° of standard M3 (same lift) 
Exhaust camshaft 264° compared to 260° of standard M3 (same lift) 
Larger exhaust valves 
Rear wheel arches rolled from factory to accommodate wider wheels 
Different suspension and springs (Sachs dampers with a shorter spring and different bump and rebound rates and bump stops 
Lighter battery from Mini Cooper S 55Ah 480 cca - 15.9kg (Standard M3 70Ah - 20.46kg) 
Lighter main wiring harness - 16.51kg (Standard M3 18.93kg) 
Lighter microfilter housing 

MK60 update 
SMG Drivelogic update with launch control 
MSS54HP DME (25% more memory) with CSL specific map 
M-trac mode allows for some slip angle before traction control intervenes 
Power: 360PS (355bhp) @7900rpm (standard M3 343PS (338bhp) 
Torgue: 370nm (273lbft) @4900rpm (standard M3 365nm (269lbft) 

Faster steering 1:14.5 ratio rack 
Wider front track (achieved by wider wheels), different king pin for improved geometry, different lower rear control arm (aluminium with spherical joints 
Front - 1,518mm, Rear - 1,525mm 
Larger front ARB (hollow) - 30.8mm (standard M3 - 26mm) 
Larger rear ARB - 22.5mm (standard M3 - 21.5mm) 
Larger font brakes - 345mm (standard M3 325mm) 
Different rear calliper with larger piston to maintain correct brake proportioning 

Aerodynamic modifications resulting a drag coefficient of 0.683 
The following downforce changes: 
Front: +14kg from the carbon fibre flippers 
Rear: +19.5kg due to the rear composite duck tail spoiler