2025 BMW M4 CS Review: Costly Sweet Spot

Inflation: it’s affecting everything, even BMW M models.

It used to be that if you bought an M, that was it. You won. Now, a proper M (not the M Sport models) is simply a jumping off point. Competition, CS (Competition Sport), CSL (Competition Sport Lightweight): they’re all, uh, competing for your attention, and the title of Best of the Best.

Enter the 2025 BMW M4 CS. A step down in price, focus, and exclusivity from the ultra-limited CSL of a few years ago, the CS nevertheless aims to be the sweet spot of the modern small-car M lineup: more focused yet still conceivably day-to-day usable. BMW has had a long winning streak with CS models (exhibits A, B, and C), so I spent a week with the latest member to see if it captures the magic again.

If it feels like we’ve had nearly every permutation of the revised M3 and M4 through the AutoGuide test regimen over the last year, that’s because we have. The sweet “base” M3 and the indulgent M4 Competition Cabriolet represented the two ends of the spectrum: one rear-drive, manual, and tin-topped packing 473 horsepower; the other all-wheel-drive, automatic, and packing 523 hp in an open-air package.

The CS sits above them all. Limited to just 1,700 examples across the globe, the CS is focused on quicker lap times, so xDrive and the eight-speed auto ‘box are both standard. The quintessential inline-six sees more turbo boost for a 20-pony bump, now totally 543 hp. BMW has stiffened the chassis—most noticeably with a massive cast-aluminum brace underhood—hung a titanium exhaust out back for modest weight savings, and retuned all the various drive modes for CS duty, including the adaptive dampers. Yes, you can still cancel power delivery to the front end for rear-drive hooligan antics, but there’s no ditching the weight the xDrive system brings: the CS weighs 3,902 pounds (1,7770 kilograms), putting it almost exactly between a base M4 and M4 Competition xDrive coupe.

We’re all over the controversy surrounding the M4’s grille now, right? Because with the red highlights here, the jutting carbon fiber lip spoiler, and the CS-exclusive striped hood, the M4 looks—okay, “pretty” is far down the descriptor list, but “aggressive” suits. There’s a lot of the M4 GT3 race car here, although none of them feature this excellent Frozen Isle of Man hue. Similarly, the matte gold of those intricate wheels is fantastic, because green and gold is a combo that never misses.

I’m sorry: I didn’t activate the yellow DRLs for these photos. Please forgive me.

I’m sure this will be an unpopular opinion: it’s not as if the S58 engine needed more power. Unless you’re driving the CS back-to-back with a lesser xDrive M4, you’d be hard-pressed to notice a difference, either. Besides, these are Bavarian horses under the hood, which seemingly run at 105 percent of what the average engine manages. A quick foot-to-floor stab at the throttle from standstill is enough to kick my head firmly against that M carbon bucket and get the M4 up to highway speeds in a time that starts with a 2. The CS doesn’t just look like the fastest car around: it is, unless someone else is packing a four-figure corral. Similarly, there’s no way this is putting down only 479 pound-feet of torque. It all blasts out that sweet-sounding titanium exhaust, cleaning up the gurgle of lesser M models at low rpms and transforming into a strident shriek as it very quickly approaches redline.

The ZF-sourced eight-speed auto is as good as ever here. With so many different drive modes and adjustable parameters, it always matches the task at hand: as docile and buttery smooth as a 430i when slinking through town, and snappier than an entire a cappella competition at maximum attack. The grippy-backed carbon fiber paddle shifters are responsive and sized right for more aggressive driving.

With the same Pilot Cup Sport 2 rubber as last year’s M3 CS, measuring 275/35 ZR19 up front and 285/30 ZR20 out back, the M4 has relentless grip in the dry. Keeping the xDrive active, it would take some spectacularly ham-fisted antics to unstick the CS on public roads; deactivating drive to the fronts can enable some smoky burnouts, but that feels about as natural in an M4 CS as drag racing a Mitsubishi Mirage. BMW’s too-thick steering wheel is still curiously mute in the CS. It’s quick-geared and very accurate, sure, but with the weapons-grade amount of power available here, the conversation between driver and car is too one-sided. There are hints here and there, but the M4 never dances in the way the old M2 CS or M5 CS, no matter the specific settings the driver picks—which can be helpfully mapped to either of the two red M buttons on the wheel.

Like other M products with xDrive, the CS does exhibit quite a lot of low-speed crunching noises while turning, like an SUV with its diff lockers on. It was enough to make me think I had nicked that carbon lip spoiler in a particularly tight underground car park—nope, wasn’t me!

Braking power is impressive and consistent, with an excellent pedal feel. The carbon ceramics can protest a bit when cold, but there’s none of that brittle pedal feel and on/off nature that plagued earlier examples of the breed.

While the CS is technically capable of being daily driven, it’s important to pick the right road should you want to have some fun. This thing is stiff; stiff in its baseline mode, stiffer still in sportier modes, and brutally stiff in its most extreme setting. Here the M4 needs a smooth track: any surface undulations will see it jostling its driver in the thin bucket seats, forcing them to back off the throttle. In that sense—and only there, truth be told—it might actually be slower than a lesser M4.

A lot of talk has centered on those wild thigh-separator bucket seats over the years. As ever, their bark is worse than their bite—or actually, their bite (grip) is pretty great, holding drivers in place regardless of the serious lateral forces the CS is capable of. They’re heated too, same as the steering wheel, so that’s useful, though I’d prefer ventilation after a vigorous workout.

Back-seat space is like any other 4 Series; fine, really. And that trunk is still huge, so the M4 CS is weirdly practical.

Drape a bunch of Alcantara in a 4 Series cabin and chuck out the usual center console for a slimmed down, cupholder-less carbon item and you’ve basically got the M4 CS setup. That’s no bad thing: the 4’s cockpit is a well-judged blend of minimalism and ergonomics. All the important controls are at hand, though diving into more detailed climate settings does involve prodding the central touchscreen. The flashes of red add a theatric flair, and look, ditching the cupholders keeps you focused, anyway. Want a shot of caffeine? The M4 CS is a worthy substitute to be honest, but feel free to stop at the café and simply enjoy that flat white for a few minutes.

In typical BMW form, every trim piece is rock solid, shut lines are consistent, and the stitching is perfect. The M4 CS is pricey, but its clear workmanship has not been sacrificed here.

As part of the ’25 updates across the 2, 3, and 4 Series models, the CS has the updated iDrive 8.5 system running on its big curved display. It fixes many of the initial quibbles with 8.0, namely an over-reliance on icon- and sub-menu diving. With the ability to map a few favorite widgets to the main screen and having navigation always visible, it’s now a smooth experience. Using the console-mounted controller is as intuitive as ever. Similarly, the digital instrument cluster is clear and usefully adjustable, while the head-up display provides all the necessary info clearly in view of that ever-approaching horizon.

As ever with M cars, adjustability is the name of the game here, with numerous settings for the traction control, throttle, brake feel, and transmission. Drivers can map their favorite settings to the two M buttons on the wheel for easy access.

Is the 2025 BMW M4 CS the best-driving M4 you can currently buy new? In terms of outright ability, if not grace, then yes, it very much is. Does the performance increase match up with that big price? Not really. You’re paying for the exclusivity as much as anything else here. There are still faults, sure—the numb steering chief amongst them—but as a hero model capable of supercar levels of performance, the M4 CS delivers huge hits of adrenaline.

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