This is a car that I have owned since 18 March 2013. I was fortunate to have purchased it long before the current crazy price hikes, where the intention was always to use it as BMW intended. So although the car is pampered and wants for nothing, it does get used on trackdays in the UK as well as at the Nurburgring (my favourite circuit). Because of how I predominantly use the car, it has gradually been tweaked and developed into a beatifully balanced machine that suits my driving style. As you all know, the E46 M3 is one of the greatest ever platforms to start with and the CSL takes that and turns it up to 11.
Many crticisims are levelled at the SMG gearbox (especially from you lot
), but other than being a bit boring and un-involving on the road (if driven below 7/10ths) and somewhat clunky if used in auto (but anyone that drives in this mode and complains, needs their head testing - that is not what the CSL is about), it absolutely suits the car and comes into it's own on track, where the car can be pushed hard and revved out. With consistantly fast gear-changes, the SMG was originally fitted to the CSL to ensure that the repeated 80ms gear-changes allowed the car to go sub 8 minutes around the 'ring, compared to the standard M3, where it achieved a 7.50 vs 8.22. Many people seem to think that is not that fast compared to some of the recent times achieved, but it should be noted that due to the constant improvements to the track over the last 20 years, it is acknowledged by people who have driven the circuit in all it's iterations, that the current surface improvements are worth a reduction of 7-10s compared to when the CSL achieved it's time.....The fact that the SMG doesn't feel like it handicaps the car, may in part, be down to the amount of weight removed (which is significantly more than 110kg BMW quote, as that figure is comparing it to the lightest iteration of the M3 (as in a zero option car with a slick-top)). When you compare it to a sun-roof equipped / fully optioned standard M3 (where some are getting closer to 1600kg (3527lbs) than they are to 1500kg (3307lbs)), the weight difference is even higher.
There is a common misnoma about the weight of the CSL though, as only the zero optioned cars are 1385kg (which is measured with only 10 litres of fuel). To show you how much of a Unicorn one of those is, of the 422 UK cars (plus the 8 that went to Ireland making 430), only 9 came specced with absolutely zero options, so very few cars are at the 1385kg (3053lbs) figure that is universally quoted for the CSL. A fully optioned car is actually 1425kg (3142lbs with the same 10 litres of fuel), where the biggest difference is in the aircon, which the majority of the cars were specced with, even if they are missing the audio side of things. So non-zero-option cars vary in weight depending on what they come equipped with from 1390-1425kg (3064 to 3142lbs)
In addition, there is a further issue for the RHD cars (which is the same with the standard M3) and that is that sadly these are not as good as the LHD cars when it comes to weight distribution. This is because the perfect set-up is optimised for LHD cars (where the fuel tank is on the right of the car to off-set the driver weight, but on the RHD cars is also located in the same position, so the side to side distribution is not as good for us (as you wiill see from the corner-weights below).
I have concentrated on chassis improvements as the CSL is really a momentum car (and is why it does so well even against more powerful and lighter rivals - where the 996.2 GT3 was only capable of a 7.54 and the Ferrari 360 CS even slower at 7.56) so other than the exhaust, the engine is completely stock. Both the standard M3 and the CSL use flat ride spring rates, and I have kept the front to rear ratio as close to stock as possible (just higher). My set-up is very different to most, as I use dual springs similar to how Porsche does with their GT cars. This uses a relatively soft helper spring and a stiff main spring, so all four dampers have two springs each (not to be confused with the usual spring location "helper" style ones though.
Engine
Capacity: 3246cc
Bore / Stroke: 87mm/91mm
Compression ratio: 11.5:1
Max. power: 355bhp @ 7900rpm
Torque @ max. power:
Max. torque: 273lb.ft @ 4900rpm
Power @ max. torque:
Specific output: 109.4bhp per litre.
Power / weight ratio: 256.32bhp/tonne.
Cylinders: Six, in-line.
Cylinder head: Cast alloy DOHC
Cams: 268° / 264° 11.6mm / 11.6mm lift
Block: Cast iron, tri-metallic head gasket
Valve gear: Four valves per cylinder (35mm inlet / 30.5mm exhaust)
operated by chain driven twin overhead camshafts and VANOS
variable valve timing on inlet and exhaust, solid lifters and rocker arms.
Sump capacity: 5.5 litres 10w 60 Fuchs Pro S 10w 60
Fuel and ignition: MSS54HP ECU MAP based, individual coil on
plug. 246cc fuel injectors.
Exhaust
Supersprint HJS catted section 1
Supersprint resonated twin tube section 2 (swapped from the original single tube non-resonated version)
Supersprint Light Weight Race back box
Suspension
Front: Independent Black Art Design gas filled 4-way adjustable, remote reservoir dampers using 360lb to 800lb Eibach progressive tender spring with an Eibach 1200lb main spring.
Ride rate 355lb with a transitional rate (closed tender spring) of 480lb. Front 2.01 Hz valved 110% critical at the ride rate - 300/130lbf@140mm/sec
Machperson struts set to 3.2° negative camber using Turner Morotsport Hybrid top mounts
Turner Motorsport monoball lollipop control arm bushes
Toe: Zero
Anti-roll bar: Standard CSL hollow 30.8mm item
Rear: Independent by semi-trailing arms, Black Art Design gas filled 4-way adjustable, remote reservoir dampers using a 360lb to 800lb Eibach progressive tender with a n Eibach 600lb main spring. Ride rate 262lb with a transitional rate (closed tender spring) of 345lb/inch, Gives 8 cmp difference rear being stiff - Rear 2.13Hz valved to 110% critical at the ride rate - Rear 240/90lbf@140mm/sec
Turner Motorsport monoball upper inner trailing arm bushes
Turner Motorsport rear adjustable street/track adjustable camber arms set to 2.5° negative camber and 4mm overall toe-in
CMP solid subframe raising mounts
CMP monoball rear trailing arm bush
Anti-roll bar: Standard CSL 22mm item
BMW structural foam in subframe cavity (after BMW full floor replacement)
Steering:
Type: Power assisted rack & pinion - 14.5:1 ratio
(3.0 turns lock to lock)
Brakes:
Front: AP Racing CP7177-110/1G8 72 vane race cast 356mm x 32mm discs with aluminium bells
AP Racing CP5570 6-pot callipers and stainless-steel braided hoses with Pagid RSL29 pads.
Rear: OEM 328mm x 28mm drilled and ventilated discs
AP Racing CP5144 4-pot callipers and stainless-steel braided hoses with Pagid RSL29 pads.
PS Desgins TI stud and nut kit
Castrol SRF brake fluid
Transmission
Type: Front-engine, rear wheel drive
Gearbox: SMG 2 hydraulically actuated Getrag 420G, 6-speed.
Rear diff: E36 M3 3.2 ZF 210 Evolution internals built into E46 M3
casing, upgraded to 4-plates. 90/90 ramp anges 40% lock-up, no pre-load.
Internal Ratios: 1st 4.23:1; 2nd 2.53:1;
3rd 1.67:1; 4th 1.23:1; 5th 1:1; 6th 0.83:1;
Reverse 3.75:1; Final drive 3.62:1
giving 25.01 mph/1000rpm in top gear with 265/30 x 19 tyres.
Maximimum speed in gears - 8000rpm:
1st 39.26mph
2nd 65.64mph
3rd 99.44mph
4th 135.02mph
5th 166.07mph
6th 200.09mph
(Speeds calculated using RPM Fabrication's software using tyre
radius and gearing).
Wheels & tyres
Wheels: BBS forged alloy,
Front: 8.5" x 19" ET 44 with 15mm spacers (10.5kg)
Rear: 9.5" x 19" ET 27 with 12mm spacers (11.35kg)
Tyres:
Front: 235/35ZR19, currently Michelin Pilot Sport Cup 2 Connect
Rear: 265/30ZR19, currently Michelin Pilot Sport Cup 2 Connect (x 4 for track use)
Body / Chassis
Type: Pressed-steel monocoque fixed head coupe
Chassis construction: In steel, as part of monocoque
Dimensions:
Length: 4492mm Width 1780mm Height: 1365mm
Wheelbase: 2729mm Front track: 1518mm
Rear track: 1525mm
Drag coefficient: 0.33
Normal weight: 1425Kg (3142lbs) - fully optioned car)), 10 litres of fuel
Actual weight: 1398kg (3082lbs), 10 litres of fuel
This is before corner weighting (10 litres of fuel)
This is after corner weighting (fuel brimmed to the max and with 80kg driver. You can see what I mean about the weight distribution now. However, I usually have a passenger, which then balances the car almost perfectly) - equivalent to 3338lb
Interior & ICE:
Carbon fibre rear centre console
BMW Motorsport gear-knob
Rainbow speakers
AVIN Avant 4 android double DIN stereo
Pressure dropped prior to just going out on track:
Performance
Max speed (speed limited): 161mph (259km/h) - indicated 167mph
Fuel consumption: Typically 7 (track) to 32 (driving Miss Daisy) mpg
0-50mph: 3.8s
0-60mph: 4.8s
0-62mph: 4.9s
0-100mph: 10.9s
Standing kilometre: 23.1s @ 139.81mph
1/4 ET: 12.9s
1/4 Terminal: 110mph
Some pictures from the Nurburgring and on track:
Painting 11s at Snetterton, my local circuit:
Chasing down GT3s:
Annoyingly, this picture (taken by Frozenspeed again) has my friend driving and me as a passenger, but was taken at just the right moment and I didn't even see the image until after the trackday. It has been slightly altered (as the original was "Mike P.") so that it says my initial instead. But pretty cool nether-the-less and now also adorns my garage wall:
I look forward to the inevitable SMG bashing
.As with all cars owned for a long time, they are never finished and I still have plans for further weight reduction - swapping the CSL Mini batter over for a Deadweight Industries item will see a further 10kg (22lbs) reduction and I like the look of the triangulated strutbrace from Schlon, which is supposed to not only increase chassis rigidity by 18%, but also to remove 5.6kg ((12.3lbs) but I suspect that is for a standard M3, where the CSL already has a lightweight cabin filter)). Inevitibly I will have forgot something, but at least this will allow me now to log and progress things as they are added (or I remember something I have forgotten). I'm also liking the idea of the Sclon carbon fibre strengthening panel, so if anyone who has fitted one of those could tell me their thoughts, I'd appreciate it
.In the meantime, I'd like to thank Ian (aka @Obioban) for allowing me to pick his brains over the years and obviously if you ahve any CSL related questions (other than why don't you convert it to manual
), I'd be happy to oblige.Thanks for looking
.Oh, and if you have Instagram, you will find most of the above on @mike_rainbird - if you have an E46 M3, you'll definitely get a follow back (unless it's a 'vert, for obvious reasons
).
. Take note people. I've seen OP post about this car, but what a way to start off the journal.
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