buying guide on BM3W
Discussion
Here it is:
Buying Guide: M3 CSL (Credit to SteveD or DoctorD as he is known on here for writing this guide)
Notes
1. BMW officially announced that 422 RHD CSLs were supplied to UK customers. What they don’t tell you is that originally this was based on over 1500 pre-orders which diminished down to less than 150 firm customer orders when the car was finally launched. BMW UK actually requested an increased allocation (from 400 to 500 cars) but stemmed this desire when the bulk of intial order book vaporised. Since then the stock of new cars has been sold with the final cars being delivered earlier this year (2005).
2. Currently 90 of these UK CSL owners are members of the BM3W Forum (www.bm3w.com) which contains masses of information and history on the cars, so any prospective buyer should log onto the forum first before buying a car.
3. It is understood that 25% of CSLs were supplied in Black Saphire whilst the remaining 75% were supplied in the launch colour or Silver Grey.
4. The CSL came with only a handful of options to choose from, of these the most popular are PDC, rain sensor, xenon lights, air con and a single CD player. Very few cars seem to have been supplied in the lightest specification with no options and this basic option list adds around 40kg to the dry weight of the car (up to around 1420 kg).
5. Quite a few cars were supplied in un-restricted form to those owners who showed proof of holding a current National competition licence. I took my car to Germany last year to check and see what an unlimited CSL could achieve on the autobahn. Without being scientific or using a calibrated GPS device I found that it would reach the rev limiter in 5th gear (which equates to around 174mph) and then pull a further 800 rpm in 6th gear which would work out at 193mph if merely using a simple calculation based on gearing and tyre size. Assuming a 5% error this would equate to somewhere between 180-185mph as a realistic maximum speed. At this speed the speedometer needle was well past the calibration marks and pointing at the ///M logo at the bottom of the dial. Cars already built can be de-restricted by BWM but the ECU needs to be sent back to Germany for replacement – the cost is usually around £600.
6. The CSL possesses a second stage of traction control called M-track, which allows a greater degree of yaw angle before intervening. In practice, around most UK circuits a good driver can get within 1 second of his times with DSC fully disabled, so M-track remains a very useful feature particularly when learning a new track or getting into the groove on a cold day (with Cup tyres). It still remains best to switch all traction control systems off otherwise there can be too much understeer particularly in slower corners.
7. There is no tool kit in the CSL unlike the M3, so owners needn’t panic when they cannot find one.
8. The CSL comes with a special alcantara owners manual
Checkpoints
Engine
There have been several high-profile problems with the M3 engine due to the failure of the crankshaft big-end bearings. These have been mainly cured by improvements in the oil supply (filters, pumps etc) under warranty. The CSL by contrast uses a more highly stressed version of the same engine but has shown no problems whatsoever.
On the CSL check that the induction flap is working correctly and that all DME software upgrades have been applied and are up to date. The power steering reservoir cap in both M3 and CSL can suddenly become detached and leak over the engine area causing damage to the power steering and making a mess of the engine bay. This can be cured for good with the application of some loctite and a jubilee clip on the reservoir mount.
The Carbon Fibre induction trumpet uses a large flap to control the source of airflow in colder weather, this can become stuck due to failure of the potentiometer that controls it, resulting in loss of around 20-30bhp and absence of the characteristic loud intake sound. Temporary recourse can be achieved by removing the flap, but otherwise this requires a replacement potentiometer or step motor, either way an error will be logged on the DME if it happens.
Unlike in the M3, the CSL uses an electronic means of checking oil levels. There is a dipstick but it requires removal of the induction trumpet to reach it. The oil level is measured either by an instantaneous check when the car is stationary or a long-term reading is established over a period of 30-50 miles. These two readings can be vastly different, particularly after the oil has been topped up.
It’s generally acknowledged as not a good idea to try and ‘chip’ and M3 or CSL, remapping by itself has limited potential and needs to be accompanied by longer duration cams and improvements in the intake and exhaust systems before any worthwhile gains are achieved. Improvements can be achieved, but in the CSL’s case where it already uses Alpha-N mapping with state of the art intake and exhaust systems this is only likely to achieve an extra 20 or 30 bhp.
Gearboxes
There are few if any problems with the gearbox itself (being tried and tested from the years of service in the E39 M5). Most issues concern the SMG system but can be cured mostly by applying an up-to-date software upgrade. There was a recall back in 2004 to replace the SMG relay module which was wearing prematurely on earlier cars, this should be checked to ensure it has been carried out.
There have been some problems with SMG gearbox software not adjusting sufficiently for clutch wear and causing delayed shifts, this is often referred to by owners as a slurring of the gears on up-change and has been cured in most cases by replacement of the clutch or flywheel. However in most cases there has been little mechanical wear, so it seems the cure may have been achieved by the resetting and/or reinstallation of the latest SMG software version.
Suspension
There have been some issues with premature wearing of the front wheel bearings due to the bearings themselves working themselves loose, this is not a long-term problem and just needs to be checked on occasion. There has also been a spate of problems with the connecting arm of the front roll bar, these have occasionally become loose and make a loud metallic tapping noise when driven over rough surfaces. This seems to have been cured by a revised part fitted by BMW under warranty.
The CSL uses the same suspension bushes as the M3 and these are not really up to the job of regular track use. After a few thousand miles these can become a little soft and need replacing, they should however last much longer on a car used mainly on the road.
The front and rear wishbones on a CSL are unique, being lighter than in the M3, and as a consequence are more prone to damage from pot holes or any off-track excursions.
Suspension set-up makes a huge difference to the feel of a CSL and its performance on road and track. The steering which was often criticised for a lack of feel requires and adjustment in camber and a slight increase in rear toe-in to allow the CSL to deliver the goods. These are all within factory settings.
Brakes
Despite BMW’s claims the CSL’s brakes are not up to track use (certainly not on most UK tracks), at the very minimum it is necessary to upgrade the pad material to use something like Pagid’s RS19 Yellow compound. BMW Motorsport’s official recommendation is Pagid RS4-4 Orange pads (available from any BMW dealer). Many owners choose to go one step further and fit larger 355mm AP Racing brakes with 6-pot callipers. These have the added benefit of being 3kg per corner lighter than the standard brakes.
Some owners upgrade both front and rear brakes, but in reality most of the benefit is obtained by upgrading just the fronts.
Bodywork
The M3 CSL uses carbon fibre reinforced plastic for the front bumper, aerodynamic flaps, roof and the front bumper supports. The rear boot however is made of a sheet moulding compound and is supported by glass fibre reinforced plastic bumper supports.
It is quite common to see cracks appear on the front bumper of a CSL, usually underneath the lacquer. This seems to be caused by stress fractures in the carbon fibre weave underneath, and although some owners have had theirs repaired successfully it is not always curable. The front bumper is very easily cracked on impact with a kerb or other such road furniture (such as a tree root) and costs £2500 to replace, as many owners can attest to. Although some bodyshops are learning how to repair these, it is not usually possible and is therefore something that any prospective owner needs to pay great attention to if they are to avoid a large bill.
Most cars supplied have had problems with an alarming amount of paint flaking off the front bumper. It seems that BMW had problems getting paint to adhere at the factory, but once this is re-sprayed locally in the UK most owners report no further problems. It makes sense if in doubt to fit a protective covering such as Armourfend as many owners have chosen to do.
The roof rails adjacent to Carbon Fibre roof can become discoloured and tainted requiring replacement by a dealer under warranty.
Wheels/Tyres
Several cars were supplied with normal M3 19” wheels instead of the unique CSL wheels (with Michelin Cup tyres). These M3 wheels are narrower than the CSL wheels (by 0.5” at the front) and detract from the second-hand value as well as narrowing the front track. BMW dealers were often wrongly informed that the CSL wheels could only fitted with Michelin Cup tyres, this is not true, and in fact most CSL owners end up buying a second set of CSL Wheels with Cup tyres for use in the summer months and then change to a normal ‘performance’ tyre on a second set of rims for use in the winter months.
The CSL has a ‘huge’ appetite for Michelin Cup tyres if used on track. Contrary to rumour at the time the CSL was not designed to work with Cup tyres and does not have sufficient front camber to fit within Michelin’s guidelines. Michelin recommends a front camber of between -2 and -3 degrees as optimal, whereas the CSL comes with around -1.25 from the factory. On track the CSL will wear out a front set of Cup tyres within 1 trackday, particularly if ambient temperatures are hot. Most owners sensibly have their suspension adjusted to -2 degrees front camber (the most that is achievable using the standard top mounts). Cup tyres are a costly accessory for the CSL but remain very rewarding to use. The main benefit they provide is in reducing front end understeer and allowing a chosen cornering line to be maintained from apex to corner exit. Tyre temperatures and pressures are very important with the CSL, on track it needs to be run at around 32-33psi (Hot).
There are currently no alternative makes of tyre to the Michelin Cup in the CSLs 19” sizes and therefore prices tend to be non-negotiable.
Exhaust
The CSL is fitted with a unique exhaust system, lighter and using thinner walls than the M3, however many owners still choose to upgrade their exhausts. A performance improvement is only achievable though by fitting higher flowing 100 cell race kats. The exhaust system as standard is actually very efficient and most replacement rear silencers are fitted mainly for aesthetic reasons. A further weight saving of around 15kg is achievable with some of the lightest weight alternatives but these cost many thousands of pounds.
Interior
The interior of the CSL is a mixture of alcantara and carbon fibre mixed with regular BMW functional trim. The carbon fibre panels are prone to scratches and can be damaged by an errant seat belt buckle. The alcantara is hard wearing and comfortable although the steering wheel can become prematurely worn if being used on a daily basis. Some owners complain of the shape of the standard fixed bucket seats and have even gone to the trouble of ordering Recaro sport seats using the trim material of the original.
Some owners of more ample girth have had problems with the seat runners and these have been replaced under warranty. Other problems tend to arise from squeaks and rattles that might not be typical of your usual ‘plush’ BMW, but none of these are worthy of concern and build quality is to a very high standard.
After complaints from owners, BMW put together a ‘special’ commemorative plaque to be affixed near the front transmission tunnel showing that it is one of a limited edition of 422 cars. Many owners did not receive this plaque (particularly those who bought their cars used) and therefore this is something to be aware of. Dealers are able to request a plaque from BMW if it is missing.
Hope this helps.
p.s It's worth registering on BM3W as there is a wealth of info there specific to the CSL.
Buying Guide: M3 CSL (Credit to SteveD or DoctorD as he is known on here for writing this guide)
Notes
1. BMW officially announced that 422 RHD CSLs were supplied to UK customers. What they don’t tell you is that originally this was based on over 1500 pre-orders which diminished down to less than 150 firm customer orders when the car was finally launched. BMW UK actually requested an increased allocation (from 400 to 500 cars) but stemmed this desire when the bulk of intial order book vaporised. Since then the stock of new cars has been sold with the final cars being delivered earlier this year (2005).
2. Currently 90 of these UK CSL owners are members of the BM3W Forum (www.bm3w.com) which contains masses of information and history on the cars, so any prospective buyer should log onto the forum first before buying a car.
3. It is understood that 25% of CSLs were supplied in Black Saphire whilst the remaining 75% were supplied in the launch colour or Silver Grey.
4. The CSL came with only a handful of options to choose from, of these the most popular are PDC, rain sensor, xenon lights, air con and a single CD player. Very few cars seem to have been supplied in the lightest specification with no options and this basic option list adds around 40kg to the dry weight of the car (up to around 1420 kg).
5. Quite a few cars were supplied in un-restricted form to those owners who showed proof of holding a current National competition licence. I took my car to Germany last year to check and see what an unlimited CSL could achieve on the autobahn. Without being scientific or using a calibrated GPS device I found that it would reach the rev limiter in 5th gear (which equates to around 174mph) and then pull a further 800 rpm in 6th gear which would work out at 193mph if merely using a simple calculation based on gearing and tyre size. Assuming a 5% error this would equate to somewhere between 180-185mph as a realistic maximum speed. At this speed the speedometer needle was well past the calibration marks and pointing at the ///M logo at the bottom of the dial. Cars already built can be de-restricted by BWM but the ECU needs to be sent back to Germany for replacement – the cost is usually around £600.
6. The CSL possesses a second stage of traction control called M-track, which allows a greater degree of yaw angle before intervening. In practice, around most UK circuits a good driver can get within 1 second of his times with DSC fully disabled, so M-track remains a very useful feature particularly when learning a new track or getting into the groove on a cold day (with Cup tyres). It still remains best to switch all traction control systems off otherwise there can be too much understeer particularly in slower corners.
7. There is no tool kit in the CSL unlike the M3, so owners needn’t panic when they cannot find one.
8. The CSL comes with a special alcantara owners manual
Checkpoints
Engine
There have been several high-profile problems with the M3 engine due to the failure of the crankshaft big-end bearings. These have been mainly cured by improvements in the oil supply (filters, pumps etc) under warranty. The CSL by contrast uses a more highly stressed version of the same engine but has shown no problems whatsoever.
On the CSL check that the induction flap is working correctly and that all DME software upgrades have been applied and are up to date. The power steering reservoir cap in both M3 and CSL can suddenly become detached and leak over the engine area causing damage to the power steering and making a mess of the engine bay. This can be cured for good with the application of some loctite and a jubilee clip on the reservoir mount.
The Carbon Fibre induction trumpet uses a large flap to control the source of airflow in colder weather, this can become stuck due to failure of the potentiometer that controls it, resulting in loss of around 20-30bhp and absence of the characteristic loud intake sound. Temporary recourse can be achieved by removing the flap, but otherwise this requires a replacement potentiometer or step motor, either way an error will be logged on the DME if it happens.
Unlike in the M3, the CSL uses an electronic means of checking oil levels. There is a dipstick but it requires removal of the induction trumpet to reach it. The oil level is measured either by an instantaneous check when the car is stationary or a long-term reading is established over a period of 30-50 miles. These two readings can be vastly different, particularly after the oil has been topped up.
It’s generally acknowledged as not a good idea to try and ‘chip’ and M3 or CSL, remapping by itself has limited potential and needs to be accompanied by longer duration cams and improvements in the intake and exhaust systems before any worthwhile gains are achieved. Improvements can be achieved, but in the CSL’s case where it already uses Alpha-N mapping with state of the art intake and exhaust systems this is only likely to achieve an extra 20 or 30 bhp.
Gearboxes
There are few if any problems with the gearbox itself (being tried and tested from the years of service in the E39 M5). Most issues concern the SMG system but can be cured mostly by applying an up-to-date software upgrade. There was a recall back in 2004 to replace the SMG relay module which was wearing prematurely on earlier cars, this should be checked to ensure it has been carried out.
There have been some problems with SMG gearbox software not adjusting sufficiently for clutch wear and causing delayed shifts, this is often referred to by owners as a slurring of the gears on up-change and has been cured in most cases by replacement of the clutch or flywheel. However in most cases there has been little mechanical wear, so it seems the cure may have been achieved by the resetting and/or reinstallation of the latest SMG software version.
Suspension
There have been some issues with premature wearing of the front wheel bearings due to the bearings themselves working themselves loose, this is not a long-term problem and just needs to be checked on occasion. There has also been a spate of problems with the connecting arm of the front roll bar, these have occasionally become loose and make a loud metallic tapping noise when driven over rough surfaces. This seems to have been cured by a revised part fitted by BMW under warranty.
The CSL uses the same suspension bushes as the M3 and these are not really up to the job of regular track use. After a few thousand miles these can become a little soft and need replacing, they should however last much longer on a car used mainly on the road.
The front and rear wishbones on a CSL are unique, being lighter than in the M3, and as a consequence are more prone to damage from pot holes or any off-track excursions.
Suspension set-up makes a huge difference to the feel of a CSL and its performance on road and track. The steering which was often criticised for a lack of feel requires and adjustment in camber and a slight increase in rear toe-in to allow the CSL to deliver the goods. These are all within factory settings.
Brakes
Despite BMW’s claims the CSL’s brakes are not up to track use (certainly not on most UK tracks), at the very minimum it is necessary to upgrade the pad material to use something like Pagid’s RS19 Yellow compound. BMW Motorsport’s official recommendation is Pagid RS4-4 Orange pads (available from any BMW dealer). Many owners choose to go one step further and fit larger 355mm AP Racing brakes with 6-pot callipers. These have the added benefit of being 3kg per corner lighter than the standard brakes.
Some owners upgrade both front and rear brakes, but in reality most of the benefit is obtained by upgrading just the fronts.
Bodywork
The M3 CSL uses carbon fibre reinforced plastic for the front bumper, aerodynamic flaps, roof and the front bumper supports. The rear boot however is made of a sheet moulding compound and is supported by glass fibre reinforced plastic bumper supports.
It is quite common to see cracks appear on the front bumper of a CSL, usually underneath the lacquer. This seems to be caused by stress fractures in the carbon fibre weave underneath, and although some owners have had theirs repaired successfully it is not always curable. The front bumper is very easily cracked on impact with a kerb or other such road furniture (such as a tree root) and costs £2500 to replace, as many owners can attest to. Although some bodyshops are learning how to repair these, it is not usually possible and is therefore something that any prospective owner needs to pay great attention to if they are to avoid a large bill.
Most cars supplied have had problems with an alarming amount of paint flaking off the front bumper. It seems that BMW had problems getting paint to adhere at the factory, but once this is re-sprayed locally in the UK most owners report no further problems. It makes sense if in doubt to fit a protective covering such as Armourfend as many owners have chosen to do.
The roof rails adjacent to Carbon Fibre roof can become discoloured and tainted requiring replacement by a dealer under warranty.
Wheels/Tyres
Several cars were supplied with normal M3 19” wheels instead of the unique CSL wheels (with Michelin Cup tyres). These M3 wheels are narrower than the CSL wheels (by 0.5” at the front) and detract from the second-hand value as well as narrowing the front track. BMW dealers were often wrongly informed that the CSL wheels could only fitted with Michelin Cup tyres, this is not true, and in fact most CSL owners end up buying a second set of CSL Wheels with Cup tyres for use in the summer months and then change to a normal ‘performance’ tyre on a second set of rims for use in the winter months.
The CSL has a ‘huge’ appetite for Michelin Cup tyres if used on track. Contrary to rumour at the time the CSL was not designed to work with Cup tyres and does not have sufficient front camber to fit within Michelin’s guidelines. Michelin recommends a front camber of between -2 and -3 degrees as optimal, whereas the CSL comes with around -1.25 from the factory. On track the CSL will wear out a front set of Cup tyres within 1 trackday, particularly if ambient temperatures are hot. Most owners sensibly have their suspension adjusted to -2 degrees front camber (the most that is achievable using the standard top mounts). Cup tyres are a costly accessory for the CSL but remain very rewarding to use. The main benefit they provide is in reducing front end understeer and allowing a chosen cornering line to be maintained from apex to corner exit. Tyre temperatures and pressures are very important with the CSL, on track it needs to be run at around 32-33psi (Hot).
There are currently no alternative makes of tyre to the Michelin Cup in the CSLs 19” sizes and therefore prices tend to be non-negotiable.
Exhaust
The CSL is fitted with a unique exhaust system, lighter and using thinner walls than the M3, however many owners still choose to upgrade their exhausts. A performance improvement is only achievable though by fitting higher flowing 100 cell race kats. The exhaust system as standard is actually very efficient and most replacement rear silencers are fitted mainly for aesthetic reasons. A further weight saving of around 15kg is achievable with some of the lightest weight alternatives but these cost many thousands of pounds.
Interior
The interior of the CSL is a mixture of alcantara and carbon fibre mixed with regular BMW functional trim. The carbon fibre panels are prone to scratches and can be damaged by an errant seat belt buckle. The alcantara is hard wearing and comfortable although the steering wheel can become prematurely worn if being used on a daily basis. Some owners complain of the shape of the standard fixed bucket seats and have even gone to the trouble of ordering Recaro sport seats using the trim material of the original.
Some owners of more ample girth have had problems with the seat runners and these have been replaced under warranty. Other problems tend to arise from squeaks and rattles that might not be typical of your usual ‘plush’ BMW, but none of these are worthy of concern and build quality is to a very high standard.
After complaints from owners, BMW put together a ‘special’ commemorative plaque to be affixed near the front transmission tunnel showing that it is one of a limited edition of 422 cars. Many owners did not receive this plaque (particularly those who bought their cars used) and therefore this is something to be aware of. Dealers are able to request a plaque from BMW if it is missing.
Hope this helps.
p.s It's worth registering on BM3W as there is a wealth of info there specific to the CSL.
Edited by m3desmo on Friday 16th February 11:33
Edited by m3desmo on Friday 16th February 11:36
Thanks Chris. I wrote that buying guide a few years ago now, originally when it was published in EVO. There are probably people who know more about the CSL now than I do, since I've only covered 12k miles in mine since new and have no idea what they are like with higher mileages. Perhaps someone with a little more 'experience' of daily use can update the guide..
m3desmo said:
BMW dealers were often wrongly informed that the CSL wheels could only fitted with Michelin Cup tyres, this is not true, and in fact most CSL owners end up buying a second set of CSL Wheels with Cup tyres for use in the summer months and then change to a normal performance tyre on a second set of rims for use in the winter months.
m3desmo said:
There are currently no alternative makes of tyre to the Michelin Cup in the CSLs 19 sizes and therefore prices tend to be non-negotiable.
Are these 2 statements not contradictory, or am I being thick??
Edited by omohat on Thursday 22 February 10:03
You can fit whichever make of tyre you like on the CSL rims, but if you want an alternative to the Michelin Cups (i.e. a true semi-slick alternative) there are no other makes of tyre to choose from in the CSLs size (i.e. 235/35x19 and 265/30x19). Most competitive tyres are only made up to 18" sizes, although a few unique sizes are available in Pirelli Corsa range due to the Ferrari 360CS and 996GT3RS. In fact you can buy the front tyre size as a Pirelli Corsa, but I am not aware of rear alternative to the Michelin Cup. Dunlop used to make their SSR tyres in sizes close to the CSLs, but it's worth bearing in mind that the Michelin's are 'oversized' tyres, hence actually the 265 rears make a 282mm footprint IIRC.
So the statements weren't contradicting each other, although I accept they may be confusing for those unfamiliar with the issue.
So the statements weren't contradicting each other, although I accept they may be confusing for those unfamiliar with the issue.
carlmoffett said:
I am running Conti Contact Sport 2's front and back in the same size as cups. You can also get Mich PS2. Goodyear, Dunlop and Avon also do extra load tyres in the correct sizes front and back.
You can get all different makes of tyre in the CSL sizes, but no alternatives to the Cup tyres in those sizes.
They say it always happens in threes, so who's going to be next to ask? 
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