Road tests The Official Car Lap Times Thread - Supertest Results / Acceleration / Track Battles etc...
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Mate there's a new phenomena (well individually to me) where they are "K swapping" engines into anything with a bonnet LOL!
Now this includes exotic supercar manufacturers! I can't watch it just yet but I'm sure that both Porsche and Lamborghini have been culled in this manner!
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I drove the 1998 Civic VTEC 1,6 with 160PS about 20 years ago and remembered that it had to be revved hard to extract the excellent performance from its engine, it was a joy to rev to 8000rpm, with really good throttle response and a great gearshift. At the time I was driving an 8v 1.8 Golf 2 GTI and somehow my Golf felt faster in the low to midrange than the Honda, but ran out of puff after 6000 whereas that is where the Honda was starting to light its wick.
A great track match up with the 1993 model against the 1998 model. The later model seemed quicker around most corners with less understeer and neutral behaviour.
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OK got you. I've never driven a VTech car but I always remembered they had comparatively high rpm capabilities. The first one I knew about was that little CRX Coupe mid 1990's one of the engineers had one.
I think the reviews said good power but torque as you stated lower down was stronger in other cars.
I also remember the MK3 Golf GTI.
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Now this track test is interesting.
Honda S2000 sports car with a 177kw (242PS), 2.2liter inline 4 that revs to 8200rpm and 1250kg, rear wheel drive chassis vs a Honda Civic Type R saloon with a 165kw (225PS), 2.0liter inline 4 that revs to 8800pm and 1270kg, front wheel drive chassis.
So you would definitely expect the S2000 to win this one...........be surprised.
Honda S2000 sports car with a 177kw (242PS), 2.2liter inline 4 that revs to 8200rpm and 1250kg, rear wheel drive chassis vs a Honda Civic Type R saloon with a 165kw (225PS), 2.0liter inline 4 that revs to 8800pm and 1270kg, front wheel drive chassis.
So you would definitely expect the S2000 to win this one...........be surprised.
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Thus looks to be very good indeed!^
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BMW M3 Competition xDrive Delivers Supercar Performance
Outrageous. Ballistic. Quick. BMW's all-wheel-drive M3 Competition lives in another world!
PUBLISHED: MAR 30, 2023
From the April 2023 issue of Car and Driver.
www.caranddriver.com
"Beneath the purple skin specific to this commemorative Edition 50 Jahre that celebrates a half-century of BMW's M Division, and shared by all M3 Competition models, is a stonking 503-hp twin-turbo 3.0-liter inline-six. With launch control engaged and the boost holding above 15.0 psi, the quickest-ever 3-series leaps to 30 mph in 1.0 second. The scoot to 60 mph takes 2.8 seconds, and the quarter-mile passes in 11.0 seconds at 124 mph.
All-wheel drive comes standard on the Edition 50 Jahre and can be had on any other M3 Comp for $4000. It adds roughly 150 pounds to the curb weight, but the additional traction helps the 50 Jahre clobber its rear-drive counterpart by 0.7 and 0.6 second in the 60-mph and quarter-mile drags, respectively. The beauty of the Competition's xDrive mode is that it offers the best of both worlds: all-wheel drive for supercar-grade acceleration and decoupling of the front axle to enable a rear-drive mode for power-oversteer shenanigans.
Nothing in the segment comes close to the M3 Competition xDrive's acceleration, which plays in a world with Porsche 911s and Chevy Corvettes and isn't far from the 627-hp BMW M5 CS. Seriously quick. Furthering its supersedan status is a 1.03-g skidpad whirl and stops—aided by the $8500 carbon-ceramic brake package—from 70 mph in 153 feet and 100 mph in 297 feet. Some time behind the wheel of the BMW M4 CSL has us wondering what the Competition xDrive might be capable of if it were equipped with the CSL's sticky Michelin Pilot Sport Cup 2 R Track Connect rubber. They are, after all, a direct-fitment tire and available from TireRack for $1836.
Moving away from the World of Dynamic Insanity, when the drive modes are left in their softest Comfort settings, the M3 Competition xDrive is a livable place for daily consumption. The sharpest impacts reverberate up forged 19-inch front and 20-inch rear wheels and through the $4500 carbon-fiber buckets. The super-supportive seats are somewhat tricky to enter and exit yet provide a surprising amount of comfort.
As with all 2023 3-series, the M3's interior is treated to BMW's Curved Display that incorporates a 12.3-inch digital instrument cluster and a 14.9-inch touchscreen infotainment system. The iDrive 8 operating system replaces most of the physical buttons for the HVAC and radio controls with a not-so-intuitive infotainment menu structure. Fortunately, iDrive 8.5 rolls out this summer, and BMW promises to solve these teething issues by improving the layout. Perhaps the fact that this five-seat sleeper returned 27 mpg on our 75-mph fuel-economy test is enough to forgive iDrive's shortcomings.
Starting at $83,595, the M3 Competition xDrive delivers astounding performance for the money. The Edition 50 Jahre comes standard with a carbon-fiber splitter and decklid spoiler, titanium tailpipes trimmed with carbon fiber, M Sport seats, a 50 Jahre-specific carry-on suitcase, the Executive and Parking Assist packages, adaptive LED headlights with Laserlight, wireless device charging, and M Shadowline trim, swelling the window sticker to $96,695. The only extra-cost options are the aforementioned carbon-fiber seats and carbon-ceramic brakes. But its time at the top of the 3-series hierarchy will be limited. The lighter 2024 M3 CS with an extra 40 horses and Michelin Pilot Sport Cup 2 tires arrives in the second half of this year. Whether the CS's $36,100 upcharge is an economically sound decision remains unknown, but it'll certainly contest the throne."
"DIMENSIONS
Wheelbase: 112.5 in
Length: 189.1 in
Width: 74.3 in
Height: 56.5 in
Passenger Volume, F/R: 55/43 ft3
Trunk Volume: 13 ft3
Curb Weight: 3929 lb
C/D TEST RESULTS
60 mph: 2.8 sec
100 mph: 7.0 sec
1/4-Mile: 11.0 sec @ 124 mph
130 mph: 12.3 sec
150 mph: 18.2 sec
Results above omit 1-ft rollout of 0.2 sec
Rolling Start, 5–60 mph: 4.2 sec
Top Gear, 30–50 mph: 2.4 sec
Top Gear, 50–70 mph: 2.7 sec
Top Speed (gov ltd): 156 mph
Braking, 70–0 mph: 153 ft
Braking, 100–0 mph: 297 ft
Roadholding, 300-ft Skidpad: 1.03 g
C/D FUEL ECONOMY
Observed: 15 mpg
75-mph Highway Driving: 27 mpg
75-mph Highway Range: 420 mi
EPA FUEL ECONOMY
Combined/City/Highway: 18/16/22 mpg."
Outrageous. Ballistic. Quick. BMW's all-wheel-drive M3 Competition lives in another world!
PUBLISHED: MAR 30, 2023
From the April 2023 issue of Car and Driver.
BMW M3 Competition xDrive Delivers Supercar Performance
Outrageous. Ballistic. Quick. BMW's all-wheel-drive M3 Competition lives in another world.
"Beneath the purple skin specific to this commemorative Edition 50 Jahre that celebrates a half-century of BMW's M Division, and shared by all M3 Competition models, is a stonking 503-hp twin-turbo 3.0-liter inline-six. With launch control engaged and the boost holding above 15.0 psi, the quickest-ever 3-series leaps to 30 mph in 1.0 second. The scoot to 60 mph takes 2.8 seconds, and the quarter-mile passes in 11.0 seconds at 124 mph.
All-wheel drive comes standard on the Edition 50 Jahre and can be had on any other M3 Comp for $4000. It adds roughly 150 pounds to the curb weight, but the additional traction helps the 50 Jahre clobber its rear-drive counterpart by 0.7 and 0.6 second in the 60-mph and quarter-mile drags, respectively. The beauty of the Competition's xDrive mode is that it offers the best of both worlds: all-wheel drive for supercar-grade acceleration and decoupling of the front axle to enable a rear-drive mode for power-oversteer shenanigans.
Nothing in the segment comes close to the M3 Competition xDrive's acceleration, which plays in a world with Porsche 911s and Chevy Corvettes and isn't far from the 627-hp BMW M5 CS. Seriously quick. Furthering its supersedan status is a 1.03-g skidpad whirl and stops—aided by the $8500 carbon-ceramic brake package—from 70 mph in 153 feet and 100 mph in 297 feet. Some time behind the wheel of the BMW M4 CSL has us wondering what the Competition xDrive might be capable of if it were equipped with the CSL's sticky Michelin Pilot Sport Cup 2 R Track Connect rubber. They are, after all, a direct-fitment tire and available from TireRack for $1836.
Moving away from the World of Dynamic Insanity, when the drive modes are left in their softest Comfort settings, the M3 Competition xDrive is a livable place for daily consumption. The sharpest impacts reverberate up forged 19-inch front and 20-inch rear wheels and through the $4500 carbon-fiber buckets. The super-supportive seats are somewhat tricky to enter and exit yet provide a surprising amount of comfort.
As with all 2023 3-series, the M3's interior is treated to BMW's Curved Display that incorporates a 12.3-inch digital instrument cluster and a 14.9-inch touchscreen infotainment system. The iDrive 8 operating system replaces most of the physical buttons for the HVAC and radio controls with a not-so-intuitive infotainment menu structure. Fortunately, iDrive 8.5 rolls out this summer, and BMW promises to solve these teething issues by improving the layout. Perhaps the fact that this five-seat sleeper returned 27 mpg on our 75-mph fuel-economy test is enough to forgive iDrive's shortcomings.
Starting at $83,595, the M3 Competition xDrive delivers astounding performance for the money. The Edition 50 Jahre comes standard with a carbon-fiber splitter and decklid spoiler, titanium tailpipes trimmed with carbon fiber, M Sport seats, a 50 Jahre-specific carry-on suitcase, the Executive and Parking Assist packages, adaptive LED headlights with Laserlight, wireless device charging, and M Shadowline trim, swelling the window sticker to $96,695. The only extra-cost options are the aforementioned carbon-fiber seats and carbon-ceramic brakes. But its time at the top of the 3-series hierarchy will be limited. The lighter 2024 M3 CS with an extra 40 horses and Michelin Pilot Sport Cup 2 tires arrives in the second half of this year. Whether the CS's $36,100 upcharge is an economically sound decision remains unknown, but it'll certainly contest the throne."
"DIMENSIONS
Wheelbase: 112.5 in
Length: 189.1 in
Width: 74.3 in
Height: 56.5 in
Passenger Volume, F/R: 55/43 ft3
Trunk Volume: 13 ft3
Curb Weight: 3929 lb
C/D TEST RESULTS
60 mph: 2.8 sec
100 mph: 7.0 sec
1/4-Mile: 11.0 sec @ 124 mph
130 mph: 12.3 sec
150 mph: 18.2 sec
Results above omit 1-ft rollout of 0.2 sec
Rolling Start, 5–60 mph: 4.2 sec
Top Gear, 30–50 mph: 2.4 sec
Top Gear, 50–70 mph: 2.7 sec
Top Speed (gov ltd): 156 mph
Braking, 70–0 mph: 153 ft
Braking, 100–0 mph: 297 ft
Roadholding, 300-ft Skidpad: 1.03 g
C/D FUEL ECONOMY
Observed: 15 mpg
75-mph Highway Driving: 27 mpg
75-mph Highway Range: 420 mi
EPA FUEL ECONOMY
Combined/City/Highway: 18/16/22 mpg."
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Sport Auto France Supertest - Cupra Leon VZ 300
Track Conditions: 13deg C - Beautiful temps / Dry track
Driver: Christophe Tinseau
Circuit Val de Vienne Lap Time - 1:52,97
Vmax: 216 km/h
Max Lateral G-Force: +1,2G / -1.2G
Acceleration (km/h):
0-100: 5,6
0-160: 11,5
0-200: 18,9
0-400m: 13,7s @ 175 km/h
0-1000m: 24,5s @ 219 km/h
Braking:
200-0: 135 m
Weight: 1,490 kg
Weight Distribution: 62/38%
Tire Brand: Michelin Pilot Sport Cup 2 (New)
Tire Size: 235/35/19
Rating: 3/5
Price as tested: 58,761 €
Track Conditions: 13deg C - Beautiful temps / Dry track
Driver: Christophe Tinseau
Circuit Val de Vienne Lap Time - 1:52,97
Vmax: 216 km/h
Max Lateral G-Force: +1,2G / -1.2G
Acceleration (km/h):
0-100: 5,6
0-160: 11,5
0-200: 18,9
0-400m: 13,7s @ 175 km/h
0-1000m: 24,5s @ 219 km/h
Braking:
200-0: 135 m
Weight: 1,490 kg
Weight Distribution: 62/38%
Tire Brand: Michelin Pilot Sport Cup 2 (New)
Tire Size: 235/35/19
Rating: 3/5
Price as tested: 58,761 €
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this car is pretty expensive for a 300PS hot hatch, nearly 60K Euros. Wow.Sport Auto France Supertest - Cupra Leon VZ 300
Track Conditions: 13deg C - Beautiful temps / Dry track
Driver: Christophe Tinseau
Circuit Val de Vienne Lap Time - 1:52,97
Vmax: 216 km/h
Max Lateral G-Force: +1,2G / -1.2G
Acceleration (km/h):
0-100: 5,6
0-160: 11,5
0-200: 18,9
0-400m: 13,7s @ 175 km/h
0-1000m: 24,5s @ 219 km/h
Braking:
200-0: 135 m
Weight: 1,490 kg
Weight Distribution: 62/38%
Tire Brand: Michelin Pilot Sport Cup 2 (New)
Tire Size: 235/35/19
Rating: 3/5
Price as tested: 58,761 €
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Tested: 2023 BMW M4 CSL Is a Track Monster
The pinnacle M4 is fearsome on the track but tiresome elsewhere.
www.caranddriver.com
From the April 2023 issue of Car and Driver.
One tour around the BMW M4 CSL is all you need to size it up. With its Michelin Pilot Sport Cup 2 R tires, prominent ducktail spoiler, and deep front splitter, the CSL is clearly a track-focused thoroughbred. That impression continues inside, with an empty space where the rear seat used to be and standard carbon-fiber front buckets that scoot fore and aft but require an allen wrench for any angular or height adjustments. Lift the hood and you'll realize it's an immaculately built hunk of carbon fiber (as is the trunk), with stripes on top that are merely unpainted swaths that show through. A plastic engine cover blocks your view of the 543-hp twin-turbo 3.0-liter inline-six, but the exquisite birdcage brace that connects the radiator core support, strut towers, and firewall is worth its own Instagram post.
On the test track, the launch control's synchronization of the engine and transmission isn't fully baked. We gained a few tenths by going full Skywalker and switching off launch control, regulating wheelspin with our right foot and manually pulling the upshift trigger.
Still, the 3.3-second 60-mph result trails the M4 Competition xDrive and its superior all-wheel-drive launch by a half-second. The setback is temporary. Leave your foot in it, and the CSL draws even at 6.9 seconds to 100 mph, then pulls well clear after that, hitting 120 mph in just 9.5 seconds and 150 mph in only 15.4 ticks.
But that doesn't necessarily mean a riotous good time on California's canyon roads, which are less than racetrack smooth. The car has a hard time putting down power if corner exits have any imperfections, and it seemingly hates getting out of tight hairpins, where echoes of its transmission hesitancy make their presence known. Despite weighing 1483 pounds more, a BMW i4 M50 we took through the same section strikes us as being much more engaging and compliant, plus quicker point to point. The CSL feels somewhat more connected when the corners are smooth and flowing, and the powerful brakes never give up when you're charging back downhill through tight sections. But this BMW is never a grin machine.
Track focus can go too far.
Specifications
2023 BMW M4 CSL
Vehicle Type: front-engine, rear-wheel-drive, 2-passenger, 2-door coupe
PRICE
Base/As Tested: $140,895/$145,395
Options: Frozen Brooklyn Grey metallic paint, $4500
ENGINE
twin-turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injection
Displacement: 183 in3, 2993 cm3
Power: 543 hp @ 6250 rpm
Torque: 479 lb-ft @ 2750 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: struts/multilink
Brakes, F/R: 15.7-in vented, cross-drilled carbon-ceramic disc/15.0-in vented, cross-drilled carbon-ceramic disc
Tires: Michelin Pilot Sport Cup 2 R
F: 275/35ZR-19 (100Y) ★
R: 285/30ZR-20 (99Y) ★
DIMENSIONS
Wheelbase: 112.5 in
Length: 188.7 in
Width: 75.6 in
Height: 54.6 in
Trunk Volume: 12 ft3
Curb Weight: 3580 lb
C/D TEST RESULTS
60 mph: 3.3 sec
100 mph: 6.9 sec
1/4-Mile: 11.2 sec @ 131 mph
130 mph: 11.1 sec
150 mph: 15.4 sec
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 4.4 sec
Top Speed (mfr's claim): 191 mph
Braking, 70–0 mph: 148 ft
Braking, 100–0 mph: 278 ft
Roadholding, 300-ft Skidpad: 1.10 g
C/D FUEL ECONOMY
Observed: 17 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 18/16/23 mpg
The pinnacle M4 is fearsome on the track but tiresome elsewhere.
Tested: 2023 BMW M4 CSL Is a Track Monster
The pinnacle M4 is fearsome on the track but tiresome elsewhere.
From the April 2023 issue of Car and Driver.
One tour around the BMW M4 CSL is all you need to size it up. With its Michelin Pilot Sport Cup 2 R tires, prominent ducktail spoiler, and deep front splitter, the CSL is clearly a track-focused thoroughbred. That impression continues inside, with an empty space where the rear seat used to be and standard carbon-fiber front buckets that scoot fore and aft but require an allen wrench for any angular or height adjustments. Lift the hood and you'll realize it's an immaculately built hunk of carbon fiber (as is the trunk), with stripes on top that are merely unpainted swaths that show through. A plastic engine cover blocks your view of the 543-hp twin-turbo 3.0-liter inline-six, but the exquisite birdcage brace that connects the radiator core support, strut towers, and firewall is worth its own Instagram post.
On the test track, the launch control's synchronization of the engine and transmission isn't fully baked. We gained a few tenths by going full Skywalker and switching off launch control, regulating wheelspin with our right foot and manually pulling the upshift trigger.
Still, the 3.3-second 60-mph result trails the M4 Competition xDrive and its superior all-wheel-drive launch by a half-second. The setback is temporary. Leave your foot in it, and the CSL draws even at 6.9 seconds to 100 mph, then pulls well clear after that, hitting 120 mph in just 9.5 seconds and 150 mph in only 15.4 ticks.
The Cup 2 R tires utterly bolt down the CSL to the tune of 1.10 g's around the skidpad. But the Bimmer's 148-foot stop from 70 mph is only two feet better than what the M4 Competition xDrive managed. From 100 mph, however, the CSL's 278-foot stop bests the xDrive's by a full 24 feet. Put all of that together and it's no wonder this bad boy clocked a 2:47.5 at Lightning Lap (where the dash to 60 mph means little) to become the quickest BMW around the place.
But that doesn't necessarily mean a riotous good time on California's canyon roads, which are less than racetrack smooth. The car has a hard time putting down power if corner exits have any imperfections, and it seemingly hates getting out of tight hairpins, where echoes of its transmission hesitancy make their presence known. Despite weighing 1483 pounds more, a BMW i4 M50 we took through the same section strikes us as being much more engaging and compliant, plus quicker point to point. The CSL feels somewhat more connected when the corners are smooth and flowing, and the powerful brakes never give up when you're charging back downhill through tight sections. But this BMW is never a grin machine.
What unseals the deal is what you must tolerate driving home after the adrenaline drains away. The CSL tramlines like a slot car. The fixed buckets become a literal pain in the ass. And the ride is so unforgiving that even the softest mode is the very definition of head toss. Finally, we'd actually prefer a cupholder over the wireless phone charger, especially since the seat's weird central ridge makes the old-school thigh-clamp method untenable.
Track focus can go too far.
Specifications
2023 BMW M4 CSL
Vehicle Type: front-engine, rear-wheel-drive, 2-passenger, 2-door coupe
PRICE
Base/As Tested: $140,895/$145,395
Options: Frozen Brooklyn Grey metallic paint, $4500
ENGINE
twin-turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injection
Displacement: 183 in3, 2993 cm3
Power: 543 hp @ 6250 rpm
Torque: 479 lb-ft @ 2750 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: struts/multilink
Brakes, F/R: 15.7-in vented, cross-drilled carbon-ceramic disc/15.0-in vented, cross-drilled carbon-ceramic disc
Tires: Michelin Pilot Sport Cup 2 R
F: 275/35ZR-19 (100Y) ★
R: 285/30ZR-20 (99Y) ★
DIMENSIONS
Wheelbase: 112.5 in
Length: 188.7 in
Width: 75.6 in
Height: 54.6 in
Trunk Volume: 12 ft3
Curb Weight: 3580 lb
C/D TEST RESULTS
60 mph: 3.3 sec
100 mph: 6.9 sec
1/4-Mile: 11.2 sec @ 131 mph
130 mph: 11.1 sec
150 mph: 15.4 sec
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 4.4 sec
Top Speed (mfr's claim): 191 mph
Braking, 70–0 mph: 148 ft
Braking, 100–0 mph: 278 ft
Roadholding, 300-ft Skidpad: 1.10 g
C/D FUEL ECONOMY
Observed: 17 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 18/16/23 mpg
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Tested: 2023 BMW M4 CSL Is a Track Monster
The pinnacle M4 is fearsome on the track but tiresome elsewhere.
Tested: 2023 BMW M4 CSL Is a Track Monster
The pinnacle M4 is fearsome on the track but tiresome elsewhere.
From the April 2023 issue of Car and Driver.
One tour around the BMW M4 CSL is all you need to size it up. With its Michelin Pilot Sport Cup 2 R tires, prominent ducktail spoiler, and deep front splitter, the CSL is clearly a track-focused thoroughbred. That impression continues inside, with an empty space where the rear seat used to be and standard carbon-fiber front buckets that scoot fore and aft but require an allen wrench for any angular or height adjustments. Lift the hood and you'll realize it's an immaculately built hunk of carbon fiber (as is the trunk), with stripes on top that are merely unpainted swaths that show through. A plastic engine cover blocks your view of the 543-hp twin-turbo 3.0-liter inline-six, but the exquisite birdcage brace that connects the radiator core support, strut towers, and firewall is worth its own Instagram post.
On the test track, the launch control's synchronization of the engine and transmission isn't fully baked. We gained a few tenths by going full Skywalker and switching off launch control, regulating wheelspin with our right foot and manually pulling the upshift trigger.
Still, the 3.3-second 60-mph result trails the M4 Competition xDrive and its superior all-wheel-drive launch by a half-second. The setback is temporary. Leave your foot in it, and the CSL draws even at 6.9 seconds to 100 mph, then pulls well clear after that, hitting 120 mph in just 9.5 seconds and 150 mph in only 15.4 ticks.
The Cup 2 R tires utterly bolt down the CSL to the tune of 1.10 g's around the skidpad. But the Bimmer's 148-foot stop from 70 mph is only two feet better than what the M4 Competition xDrive managed. From 100 mph, however, the CSL's 278-foot stop bests the xDrive's by a full 24 feet. Put all of that together and it's no wonder this bad boy clocked a 2:47.5 at Lightning Lap (where the dash to 60 mph means little) to become the quickest BMW around the place.
But that doesn't necessarily mean a riotous good time on California's canyon roads, which are less than racetrack smooth. The car has a hard time putting down power if corner exits have any imperfections, and it seemingly hates getting out of tight hairpins, where echoes of its transmission hesitancy make their presence known. Despite weighing 1483 pounds more, a BMW i4 M50 we took through the same section strikes us as being much more engaging and compliant, plus quicker point to point. The CSL feels somewhat more connected when the corners are smooth and flowing, and the powerful brakes never give up when you're charging back downhill through tight sections. But this BMW is never a grin machine.
What unseals the deal is what you must tolerate driving home after the adrenaline drains away. The CSL tramlines like a slot car. The fixed buckets become a literal pain in the ass. And the ride is so unforgiving that even the softest mode is the very definition of head toss. Finally, we'd actually prefer a cupholder over the wireless phone charger, especially since the seat's weird central ridge makes the old-school thigh-clamp method untenable.
Track focus can go too far.
Specifications
2023 BMW M4 CSL
Vehicle Type: front-engine, rear-wheel-drive, 2-passenger, 2-door coupe
PRICE
Base/As Tested: $140,895/$145,395
Options: Frozen Brooklyn Grey metallic paint, $4500
ENGINE
twin-turbocharged and intercooled DOHC 24-valve inline-6, aluminum block and head, direct fuel injection
Displacement: 183 in3, 2993 cm3
Power: 543 hp @ 6250 rpm
Torque: 479 lb-ft @ 2750 rpm
TRANSMISSION
8-speed automatic
CHASSIS
Suspension, F/R: struts/multilink
Brakes, F/R: 15.7-in vented, cross-drilled carbon-ceramic disc/15.0-in vented, cross-drilled carbon-ceramic disc
Tires: Michelin Pilot Sport Cup 2 R
F: 275/35ZR-19 (100Y) ★
R: 285/30ZR-20 (99Y) ★
DIMENSIONS
Wheelbase: 112.5 in
Length: 188.7 in
Width: 75.6 in
Height: 54.6 in
Trunk Volume: 12 ft3
Curb Weight: 3580 lb
C/D TEST RESULTS
60 mph: 3.3 sec
100 mph: 6.9 sec
1/4-Mile: 11.2 sec @ 131 mph
130 mph: 11.1 sec
150 mph: 15.4 sec
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 4.4 sec
Top Speed (mfr's claim): 191 mph
Braking, 70–0 mph: 148 ft
Braking, 100–0 mph: 278 ft
Roadholding, 300-ft Skidpad: 1.10 g
C/D FUEL ECONOMY
Observed: 17 mpg
EPA FUEL ECONOMY
Combined/City/Highway: 18/16/23 mpg
Interesting what they said about the other heavier machine!
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- Name
- Rolf
Yeah and they said this also "But this BMW is never a grin machine".
So does that mean the M4 CSL is not that fun to drive?
CrunchSlaughtered
RPM Ruler
- Messages
- 7,390
Menzel. Mendig. Fast Lap.
E46 M3 CSL - 1.57,53
M240iX G42 - 1.57,20
The old car was up to 8 kmh faster in the corners
E46 M3 CSL - 1.57,53
M240iX G42 - 1.57,20
The old car was up to 8 kmh faster in the corners
- Messages
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- Name
- Rolf
I love watching this guys track videos he is very entertaining.Menzel. Mendig. Fast Lap.
E46 M3 CSL - 1.57,53
M240iX G42 - 1.57,20
The old car was up to 8 kmh faster in the corners
Here is one with an 885PS AMG GTR that clocked the fastest time.
- Messages
- 3,577
Was the CSL on Cup tyres? Modern tyres?Menzel. Mendig. Fast Lap.
E46 M3 CSL - 1.57,53
M240iX G42 - 1.57,20
The old car was up to 8 kmh faster in the corners
CrunchSlaughtered
RPM Ruler
- Messages
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Yes, it was on CUP 2 tires, but he was on the opinion, that they don't give the M3 an advantage, because the car and the tires are not developped for each other, while the PS4 with the star, were specificaly developped for the M240ix.
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