2022 BMW M5 CS First Drive Review


TERMAL, Calif. – “This thing is a ballistic missile,” I exclaimed to no one in particular after jumping from the 2022 BMW M5 CS at The Thermal Club’s South Palms Racecourse. I came to roughly the same conclusion 20 minutes earlier, having finished a session with fewer squeaky tires on a canyon road outside of Thermal, California. This beast is much of the car, no matter how you find it.

the M5 CS, a one-year limited production version of the M5, is BMWIt is the most powerful and fastest production car of all time. With an official 0-60 mph sprint of just 2.9 seconds and 627 horsepower, speed was expected and speed was achieved. That being said, the totally UNITED NATIONSlimited production M5 competition he is almost as powerful, only 10 ponies behind the CS. If you focus too much on that “more powerful” part, you will lose your sense of CS.

Its true purpose is achieved through a multitude of other changes. BMW put it through a weight-saving program, which is precisely what the large and heavy midsize super sedan needed. Outside, the CS receives a Carbon fiber roof, hood, front splitter, rear diffuser, rear spoiler and mirror caps. Unique 20-inch forged (and gold-painted) wheels hide behind standard carbon ceramic brakes, saving 51 pounds compared to the standard brakes on the M5 Competition alone.

Inside, the weight savings come from stealing the new M3 / M4 carbon fiber-backed seats (they still have the odd center insert at the bottom of the seat) and switching to a four-seat layout with rear bucket seats. . We can definitely say that those rear seats are the coolest in any current production car, and they are legitimately functional to hold. Of course, five people can never fit in an M5 CS.

All those efforts add up to 230 pounds of weight savings compared to your regular M5 Competition, reducing curb weight to 4,114 pounds. That’s still heavy, but it makes competitors like the 4,497-pound E 63 p it looks porky in comparison. It is even slightly lighter than the one equipped with a manual transmission. CT5-V Blackwing, beating it for 9 lbs. Not a bad effort, BMW.

The chassis is worked to give it a slightly sharper edge than the competition, as BMW says it has manipulated the spring and adaptive damper setting to take advantage of the car’s lower weight. Those gold forged rims are the same size as the standard M5 Competition rims, but exclusive to the CS, you can wrap them in Pirelli P Zero Corsa summer rims at no extra charge. We spend our time on the road and on the track riding the standard Michelin. pilot 4S sports tires, but we recommend opting for the more aggressive Pirelli rubber – this is the CS after all.

Having recently pushed the standard M5 competition, which sounds like an oxymoron, the CS diet results in a slightly smaller M5 which is a a little more eager to change direction and a little less heavy on the nose when braking. The acceleration difference it is Perceivably faster than its 0.2 second improvement over the standard competition (2.9 seconds against 3.1) would indicate, but ultimately, there is no hidden reveal behind the letters CS. Considering how good the standard M5 Competition is, it wasn’t exactly a big leap necessary.

The CS it is best on the track for added stiffness and reduced weight. Continuous hits from the massive carbon ceramic brakes from 150 mph were unable to induce any fading or pedal softness. It’s not without minor body roll or movement, but the chassis is always kept in check, that’s no small accomplishment for the size of the M5. The steering feel is similar to the standard M5 in that it is missing. Better to try to hear the tires screech or feel the Gs load up to determine where the traction limits are, because the tires don’t speak much through the wheel. The side grip is abundant with the MichelinsBut again, the Pirellis would theoretically be much better.

Leave the all-wheel drive and stability control settings in their standard mode, and the car will stick to the track, preventing it from spinning out of control. However, once you get comfortable with the car’s power and chassis, Dynamic M Mode (MDM) is where you want to be. That loosens the reins of stability control, allowing you to achieve Some slip angle, but not so much that you end up pointing in the other direction. Basically it lets you get the most out of those 627 ponies at the corner exit as you hit the gas to catapult your way to the next corner. If you’d rather ditch all-wheel drive and do skidding or smoke-filled burns, the CS lets you lock all power to the rear axle just like standard M5s do.

And boy, it sure is fun to let your inner child out and go full throttle on the M5 CS. The 4.4-liter biturbo V8 gets a new tune for the extra 10 horsepower, but the torque remains the same as the standard M5 Competition at 553 pound-feet. The redline is still 7,200 rpm, but the maximum torque band is 90 rpm against the regular M5 competition. Power delivery is just an ounce smoother on the CS than the regular M5 as it moves through the rev band with a less abrasive touch. Launch Control begins to push you into your seat with more immediacy than the competition, which could be due as much to the lighter weight and stickier tires than the added power. Top speed of 190 mph doesn’t feel that far off in thermal, as engine traction beyond 130 and 140 mph is still incredibly strong.

Even if you’re not on a track, the M5 CS shines. BMW toning down the brutality of the M5’s ride last year isn’t entirely lost on this model, as Comfort mode remains quiet and acceptable for road work. Its bubbling, roaring exhaust can be stilled to envelop the cabin in silence, while the eight-speed transmission shifts silently through gears. That being said, BMW doesn’t let you load it up with extras like the Executive Package or the Professional Driver Assistance Package like you can with the non-CS M5s. It’s meant to be the lightweight driver’s M5, not the luxury car.

And while it’s a lot of fun to drive, you might have so much fun watching it parked. BMW went to great lengths for the gold accents, applying what it calls a “Gold Bronze” finish to the edge of the grille and all the badges to match the wheels. It’s nicely accented by the racing-inspired yellow daytime running lights. These accents work wonderfully on any of the three colors BMW offers: Brands Hatch Gray, Frozen Brands Hatch Gray and Frozen Deep Green. We are personally fans of the Frozen Deep Green pictured, especially with the gold wheels, a combo exclusive to the CS.

Get in, and the CS-specific bits are there, but less charming than on the outside. BMW uses a lined gray trim material that looks a bit like fake carbon fiber. It doesn’t look or feel expensive, and it disqualifies what would otherwise be an expensive-looking, overdone, M-embellished interior.

“CS” is printed in red on the dash, and the red stitching continues the black and red theme seen throughout. On the plus side, using the M3 / M4’s carbon fiber M bucket seats was a nice move. You sit lower in the car with these seats and there is no chance for you to move with the size and intrusion of the cushions. The map of the Nürburgring Nordschleife track is printed on the headrests of all four seats, perhaps suggesting that you should take yourself and three friends for a CS ride on Germany’s famous race track. Using them to navigate while on the Nurburgring it is not recommended.

Then bmw Finally gave the M5 acceptable paddle shifters. The tiny plastic paddles seen on the regular M5 are swapped out for giant carbon fiber paddles on the CS. They are very easy to reach and click correctly – time to apply these paddles to the entire M line, BMW.

Like all recent Model M with CS badge, the M5 CS has a huge advantage over the standard M5. Compared to the base Competition, the CS costs $ 30,900 more. Remove your jaws from the desk now. Yes, it is too much to ask. Equip the M5 Competition as similar to the CS as possible (carbon brakes, upgraded interior, M Driver package, etc.), and the gap drops to $ 16,400. That sounds tolerable for a well-to-do M5 enthusiast who wants the best performing and exclusive M5 you can buy. BMW only sells the M5 CS for one model year, so you’ll have to buy it while it lasts. It’s easily the best-looking and best-handling M5 of this generation G30, but even if you decide not to, an M5 Competition will give you about 99% of the driving happiness that the CS provides.

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