Photo: image edited by autoevolution
BMW unveiled their fastest car ever built yesterday, without too much fuss or a special event as some manufacturers seem to prefer these days. The M4 GTS however, comes last in a line of special edition models that were trailblazers back in the day and started an entirely new phenomenon.
To understand how we arrived at the performance of the M4 GTS, we need to take a look back at the division that made it and the cars that came before it.
The BMW M GmbH division was founded back in 1972 and they were impressive from the very beginning, before the first M car was even revealed. Of course, we’re talking about the M1 but before that, the same engineers took care of another iconic model that went by the name of 3.0CSL.
It was the spearhead the Germans used in motorsport back in the day and the 3-liter engine under the bonnet of this particular car could’ve been pushed to 850 HP, a figure that scares us today, let alone back then when safety features were as rudimental as knowledge about Mars is today.
The Motorsport division developed the M1 that was also showing incredible figures on the track. The Procar version won countless races and to this day, this is the only one that enthusiasts look at and consider it to be a supercar built with the blue and white roundel on its bonnet.
The M division is also the one behind the first turbocharged Formula 1 car ever to win the world championship while the BMW E30 M3 that was built under their supervision became the world’s most successful model in touring car racing.
The original M3 went into production in 1986 and wrote history ever since. Seeing just how popular it was (and still is), the Germans decided to built a unique model based on it, the M3 Evolution.
New valves, camshaft, pistons, and block made sure that the viability of the unit wasn’t ruined at the same time at the expense of getting some extra grunt.
The weight of the car was also a highlight, special windows being used (thinner) as well as other useless parts being dumped to shed valuable kilos. On the visual front, the Evolution had bigger front and rear spoilers that were also adjustable. Only 500 units were ever built.
The 4-cylinder engine under the bonnet was stroked and bored to 2.5-liters of displacement, a move that, corroborated with others (such as new pistons and camshaft) took the output up to 238 HP, a 22 percent increase compared to the standard M3.
More focus was given to weight saving features, and the Sport Evolution M3 benefitted from lightweight front wings, diffusers, front spoiler, bonnet and rear wing. Overall, the car was 35 kg (77.1 lbs) lighter.
Bespoke features were used throughout the car and its exterior. It was only available in Gloss Black or Brilliant Red and came with 16” exclusive lightweight wheels (with Nogaro Silver stars on the wheel hubs). The cabin had sport seats with red safety belts and bespoke seats as well as the “Sport Evolution” tag written on the dash. Only 600 units were built.
This time, the engine architecture went to a 3-liter inline 6-cylinder configuration in the initial E36 M3, and it used to make 286 HP (in the European version). The GT version, however, had 295 HP at its disposal, a small increase but still an improvement over the stock version.
While it may seem like nothing, the big deal was that the upgraded S50 engine was a precursor of the S54 that would soon follow, using VANOS technology as well as a four-valve design.
Lightweight materials were used extensively in key areas. For example, the doors were made of aluminum but other aspects were kept in check as well, such as the aerodynamics.
They achieved that, the car being claimed to weigh 2,950 lbs (1,338 kg), a drop of 225 lbs (102 kg) compared to the standard M3. It was all possible due to aluminum doors, reduced sound insulation, AC delete, radio delete, tool kit-delete and console Valet delete.
Since this model was built for the US market alone, it used the 240 HP 3-liter inline 6-cylinder engine. However, on the technical side of things the LTW version was enhanced in other areas.
For example, it had a shortened 3.23:1 final drive, stiffer suspension, a front spoiler lip extension from the GT model and a checkered flag on the front left and right rear corners of the body. Optional features included an adjustable rear spoiler, lower chassis X-brace, upper strut tower brace, BMW M oil pan and dual pickup oil pump, ride-heigh adjustable suspension, cross-drilled brake rotors and adjustable camber plates. 126 units were built in total.
Based on the standard E46 M3 model, the CSL (Coupe Sport Leichtbau) version was, exactly as the name suggested, as light as possible. All sorts of tricks were used in this regard, going from CFRP (carbon fiber reinforced polymer) center stack, door panels and rearview mirror cases, to thin glass for the rear window and a lighter bonnet.
Fiberglass-reinforced plastic was used for the rear bumper supports and this material was also "sandwiched" with thermoplastics and foam to create the trunk floor and rear bulkhead.
Overall, the engineers managed to drop 164 kilos (361 lbs) from the total weight, bringing the E46 CSL down to 1,385 kg (3,053 lbs). With its revised engine, gearbox and differential, the car was incredible on the track.
The 3.2-liter inline 6-cylinder S54 engine under the bonnet was taken up to 360 HP from the stock 343 HP thanks to a revised air intake as well as a new exhaust. As a matter of fact, the engine on the CSL lacked a conventional mass airflow meter, the air draw being determined by the DME because it was considered to be a faster alternative. The camshafts and exhaust valves were changed, as well as the exhaust system being made out of thinner steel as well.
The SMG II transmission was also optimized like we were saying, offering an exclusive launch control feature that automatically shifts at the optimum points for acceleration.
Inside the cabin you were, greeted by a rather spartan appearance. The dashboard was left intact while the doors lacked the traditional airbags you’d get in a standard car. The seats have GFP (glass-fiber-polymer) backs and are done in Anthracite cloth and Amaretta (synthetic suede). 1,383 units were built in total, including pre-production examples.
125 kilograms (275.5 lbs) were shed off the car, taking the weight down to 1,530 kg (3,373 lbs) even though there was a roll cage included in the mix. Its weight was offset by the removal of the back seats, the carbon fiber roof, polycarbonate rear windows, smaller battery, reduced sound insulation, lightweight door panels and center console plus removal of radio and air conditioning.
The Recaro seats were six-point belt friendly while the car’s carbon fiber dashboard had GTS lettering on it. All models were painted in Fire Orange II excepting two that were Alpine White.
Performance enhancing features included a stroked and bored variant of the S65 4-liter V8 under the bonnet, taken up to a displacement of 4.4 liters and having the power rating taken up to 450 HP and 325 lb-ft (440 Nm) of torque.
The suspension was upgraded as well, with a true coil-over setup being used with double-adjustable shocks and rigid bushings for the rear axle. The brakes were improved as well while the exhaust was done from a thinner metal and optimized for better airflow. Only 138 units were built in total, even though BMW said they will offer up to 150.
Just like the GTS, the CRT was half-built on the Regensburg assembly line and completed in the Garching BMW M facility. The drivetrain and chassis were shared with the GTS as well but this time around, the car offered plenty of comfort features, not being as track-oriented as the Coupe.
The point of the CRT was to showcase the CFRP production capabilities of the BMW brand. The bonnet was made of the light material as well as the front seats, central front lip spoiler, and trunk lid spoiler. Overall, the car dropped 70 kg (154 lbs) compared to a similarly equipped standard M3.
And that’s how we arrive at the latest name in this queue and the first of its kind with the M4 badge on it. The M4 GTS was unveiled yesterday and is currently the fastest BMW ever made with the fastest lap time around the Nurburgring in production guise: 7:28. It is also the first production road car to use a water injection system as well as OLED lighting. We won’t go into further details here though, as we did so thoroughly yesterday.
The BMW M GmbH division was founded back in 1972 and they were impressive from the very beginning, before the first M car was even revealed. Of course, we’re talking about the M1 but before that, the same engineers took care of another iconic model that went by the name of 3.0CSL.
It was the spearhead the Germans used in motorsport back in the day and the 3-liter engine under the bonnet of this particular car could’ve been pushed to 850 HP, a figure that scares us today, let alone back then when safety features were as rudimental as knowledge about Mars is today.
The Motorsport division developed the M1 that was also showing incredible figures on the track. The Procar version won countless races and to this day, this is the only one that enthusiasts look at and consider it to be a supercar built with the blue and white roundel on its bonnet.
The M division is also the one behind the first turbocharged Formula 1 car ever to win the world championship while the BMW E30 M3 that was built under their supervision became the world’s most successful model in touring car racing.
The original M3 went into production in 1986 and wrote history ever since. Seeing just how popular it was (and still is), the Germans decided to built a unique model based on it, the M3 Evolution.
BMW E30 M3 Evolution (1988)
Based on the standard M3 Coupe, the M3 Evolution was taken up a notch thanks to carefully thought out changes throughout the chassis. First of all, the 2.3-liter 4-cylinder engine under the bonnet was revised and now made 25 extra horsepower compared to the standard version, reaching a total of 220 HP.New valves, camshaft, pistons, and block made sure that the viability of the unit wasn’t ruined at the same time at the expense of getting some extra grunt.
The weight of the car was also a highlight, special windows being used (thinner) as well as other useless parts being dumped to shed valuable kilos. On the visual front, the Evolution had bigger front and rear spoilers that were also adjustable. Only 500 units were ever built.
BMW E30 M3 Sport Evolution (1990)
As the name suggests, this particular version was an enhanced alternative to the M3 Evolution. This would become the ultimate E30 M3 being the most powerful and fastest version (of which there were many).The 4-cylinder engine under the bonnet was stroked and bored to 2.5-liters of displacement, a move that, corroborated with others (such as new pistons and camshaft) took the output up to 238 HP, a 22 percent increase compared to the standard M3.
More focus was given to weight saving features, and the Sport Evolution M3 benefitted from lightweight front wings, diffusers, front spoiler, bonnet and rear wing. Overall, the car was 35 kg (77.1 lbs) lighter.
Bespoke features were used throughout the car and its exterior. It was only available in Gloss Black or Brilliant Red and came with 16” exclusive lightweight wheels (with Nogaro Silver stars on the wheel hubs). The cabin had sport seats with red safety belts and bespoke seats as well as the “Sport Evolution” tag written on the dash. Only 600 units were built.
BMW E36 M3 GT (1995)
Five years later and one new generation into BMW’s history, the BMW E36 M3 took over and it was time to bring out a special edition of it as well. Even tough the E36 shared a lot of components with its predecessor; it still had its wars to fight and the GT special edition was here to show what the new car was capable of.This time, the engine architecture went to a 3-liter inline 6-cylinder configuration in the initial E36 M3, and it used to make 286 HP (in the European version). The GT version, however, had 295 HP at its disposal, a small increase but still an improvement over the stock version.
While it may seem like nothing, the big deal was that the upgraded S50 engine was a precursor of the S54 that would soon follow, using VANOS technology as well as a four-valve design.
Lightweight materials were used extensively in key areas. For example, the doors were made of aluminum but other aspects were kept in check as well, such as the aerodynamics.
BMW E36 M3 Lightweight (1995) built for the US only
Internally, the M3 Lightweight was called the E36 CSL which should be a rather clear indicator as to what its purpose was. Made with one key performance indicator in mind, the engineers were looking to make this special edition as light as possible.They achieved that, the car being claimed to weigh 2,950 lbs (1,338 kg), a drop of 225 lbs (102 kg) compared to the standard M3. It was all possible due to aluminum doors, reduced sound insulation, AC delete, radio delete, tool kit-delete and console Valet delete.
Since this model was built for the US market alone, it used the 240 HP 3-liter inline 6-cylinder engine. However, on the technical side of things the LTW version was enhanced in other areas.
For example, it had a shortened 3.23:1 final drive, stiffer suspension, a front spoiler lip extension from the GT model and a checkered flag on the front left and right rear corners of the body. Optional features included an adjustable rear spoiler, lower chassis X-brace, upper strut tower brace, BMW M oil pan and dual pickup oil pump, ride-heigh adjustable suspension, cross-drilled brake rotors and adjustable camber plates. 126 units were built in total.
BMW E46 M3 CSL (2003)
Following in the footsteps laid by the E36 Lightweight (LTW) model, the E46 M3 CSL was and remains to this day an example of how a car should be built to offer the most satisfaction possible.Based on the standard E46 M3 model, the CSL (Coupe Sport Leichtbau) version was, exactly as the name suggested, as light as possible. All sorts of tricks were used in this regard, going from CFRP (carbon fiber reinforced polymer) center stack, door panels and rearview mirror cases, to thin glass for the rear window and a lighter bonnet.
Fiberglass-reinforced plastic was used for the rear bumper supports and this material was also "sandwiched" with thermoplastics and foam to create the trunk floor and rear bulkhead.
Overall, the engineers managed to drop 164 kilos (361 lbs) from the total weight, bringing the E46 CSL down to 1,385 kg (3,053 lbs). With its revised engine, gearbox and differential, the car was incredible on the track.
The 3.2-liter inline 6-cylinder S54 engine under the bonnet was taken up to 360 HP from the stock 343 HP thanks to a revised air intake as well as a new exhaust. As a matter of fact, the engine on the CSL lacked a conventional mass airflow meter, the air draw being determined by the DME because it was considered to be a faster alternative. The camshafts and exhaust valves were changed, as well as the exhaust system being made out of thinner steel as well.
The SMG II transmission was also optimized like we were saying, offering an exclusive launch control feature that automatically shifts at the optimum points for acceleration.
Inside the cabin you were, greeted by a rather spartan appearance. The dashboard was left intact while the doors lacked the traditional airbags you’d get in a standard car. The seats have GFP (glass-fiber-polymer) backs and are done in Anthracite cloth and Amaretta (synthetic suede). 1,383 units were built in total, including pre-production examples.
BMW E92 GTS (2010)
This time too, the aim was to provide great handling thanks to improved power and reduced weight. The E92 GTS was built on top of the E92 M3 chassis, and it had proper improvements done in critical areas.125 kilograms (275.5 lbs) were shed off the car, taking the weight down to 1,530 kg (3,373 lbs) even though there was a roll cage included in the mix. Its weight was offset by the removal of the back seats, the carbon fiber roof, polycarbonate rear windows, smaller battery, reduced sound insulation, lightweight door panels and center console plus removal of radio and air conditioning.
The Recaro seats were six-point belt friendly while the car’s carbon fiber dashboard had GTS lettering on it. All models were painted in Fire Orange II excepting two that were Alpine White.
Performance enhancing features included a stroked and bored variant of the S65 4-liter V8 under the bonnet, taken up to a displacement of 4.4 liters and having the power rating taken up to 450 HP and 325 lb-ft (440 Nm) of torque.
The suspension was upgraded as well, with a true coil-over setup being used with double-adjustable shocks and rigid bushings for the rear axle. The brakes were improved as well while the exhaust was done from a thinner metal and optimized for better airflow. Only 138 units were built in total, even though BMW said they will offer up to 150.
BMW E90 M3 CRT (2011)
If the GTS was available only in Coupe guise, the CRT M3 could be considered its sedan alternative. However, this was an even more restricted production model with only 67 cars ever being built. All of them were painted Frozen Polar Silver metallic while exterior details were Melbourne Red metallic.Just like the GTS, the CRT was half-built on the Regensburg assembly line and completed in the Garching BMW M facility. The drivetrain and chassis were shared with the GTS as well but this time around, the car offered plenty of comfort features, not being as track-oriented as the Coupe.
The point of the CRT was to showcase the CFRP production capabilities of the BMW brand. The bonnet was made of the light material as well as the front seats, central front lip spoiler, and trunk lid spoiler. Overall, the car dropped 70 kg (154 lbs) compared to a similarly equipped standard M3.
And that’s how we arrive at the latest name in this queue and the first of its kind with the M4 badge on it. The M4 GTS was unveiled yesterday and is currently the fastest BMW ever made with the fastest lap time around the Nurburgring in production guise: 7:28. It is also the first production road car to use a water injection system as well as OLED lighting. We won’t go into further details here though, as we did so thoroughly yesterday.
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