Differences in M3 & CSL
02-08-2006, 10:12 PM
#3
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Originally Posted by TIFF
Bonnet, front splitter, boot floor and i THINK the roof is made from something different 
also
different interior trim
different wheels
slightly different engine spec
different boot spoiler
02-08-2006, 10:16 PM
#5
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Originally Posted by peteh
think he means the appearance of the two
I've no idea why i didn't just explain that in the first place
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03-08-2006, 07:44 AM
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Originally Posted by Mike Rainbird
Originally Posted by cfoster
Originally Posted by Mike1
Also do you mean the E36 or E46 model?
. Cost a whopping Ł76k back in the day 
.I take it there were limited number done?
03-08-2006, 07:48 AM
#13
PassionFord Post Whore!!
Originally Posted by Mike Rainbird
Originally Posted by cfoster
Originally Posted by Mike1
Also do you mean the E36 or E46 model?
. Cost a whopping Ł76k back in the day . 
03-08-2006, 07:52 AM
#15
The wheels are lighter (cup wheels)theyre mint.
It has a carbon roof
bonnet , bootlid & wings are lighter thatn normal.
The bootlid is higher at the back than normal.
They sit lower than the 46 m3.
The rear bumper & front bumper are also a different material than the normal m3 the rear bumper has a carbon shroud round the exhaust & they have no fog lights on the front bumper only rams for more air.they have 360 bhp & a mint big carbon air box with no dip stick because the airbox gets in the way so getting the oil level right is a piss take because the shitty sensor..there is loads theyre awesome
Seats are lighter (non adjustable)Theyre all smg which is not to everyones taste...
It has a carbon roof
bonnet , bootlid & wings are lighter thatn normal.
The bootlid is higher at the back than normal.
They sit lower than the 46 m3.
The rear bumper & front bumper are also a different material than the normal m3 the rear bumper has a carbon shroud round the exhaust & they have no fog lights on the front bumper only rams for more air.they have 360 bhp & a mint big carbon air box with no dip stick because the airbox gets in the way so getting the oil level right is a piss take because the shitty sensor..there is loads theyre awesome
Seats are lighter (non adjustable)Theyre all smg which is not to everyones taste...
03-08-2006, 08:05 AM
#16
PassionFord Post Troll
Originally Posted by cfoster
Originally Posted by Mike1
Also do you mean the E36 or E46 model?
...anyway just for info, BMW did produce an E36 M3 CSL ( it is also called the Lightweight - most are in the US ) . They also produced an E36 M3 GT, examples of both come up on Ebay occasionally.
Just for info, EVO mag used an E36 M3 GT as the basis for their 8- minute Ring car.....although it still has to crack 8 minutes as far as I know.
03-08-2006, 08:19 AM
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a fair bit of bollocks on here... the facts
1. 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.
2. 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).
3. Quite a few cars were supplied in un-restricted form to those owners who showed proof of holding a current National competition licence. Without being scientific or using a calibrated GPS device owners 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 Ł600.
4. 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.
5. There is no tool kit in the CSL unlike the M3, so owners neednt panic when they cannot find one.
6. The CSL comes with a special alcantara owners manual
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.
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.
Its 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 CSLs 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 all smg.
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 BMWs claims the CSLs 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 Pagids RS19 Yellow compound. BMW Motorsports 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.
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.
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.
1. 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.
2. 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).
3. Quite a few cars were supplied in un-restricted form to those owners who showed proof of holding a current National competition licence. Without being scientific or using a calibrated GPS device owners 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 Ł600.
4. 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.
5. There is no tool kit in the CSL unlike the M3, so owners neednt panic when they cannot find one.
6. The CSL comes with a special alcantara owners manual
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.
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.
Its 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 CSLs 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 all smg.
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 BMWs claims the CSLs 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 Pagids RS19 Yellow compound. BMW Motorsports 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.
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.
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.
03-08-2006, 08:20 AM
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E36 M3 GT - http://www.supercars.net/garages/marcusmv3/189v2.html
E36 M3 CSL (lightweight) - http://www.bmwworld.com/models/m3_ltw.htm http://www.conceptcarz.com/vehicle/z10520/default.aspx
The E46 CSL's though are awesome
E36 M3 CSL (lightweight) - http://www.bmwworld.com/models/m3_ltw.htm http://www.conceptcarz.com/vehicle/z10520/default.aspx
The E46 CSL's though are awesome
03-08-2006, 08:54 AM
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Originally Posted by Canesten Combi
a fair bit of bollocks on here... the facts
1. 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.
2. 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).
3. Quite a few cars were supplied in un-restricted form to those owners who showed proof of holding a current National competition licence. Without being scientific or using a calibrated GPS device owners 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 Ł600.
4. 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.
5. There is no tool kit in the CSL unlike the M3, so owners neednt panic when they cannot find one.
6. The CSL comes with a special alcantara owners manual
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.
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.
Its 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 CSLs 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 all smg.
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 BMWs claims the CSLs 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 Pagids RS19 Yellow compound. BMW Motorsports 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.
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.
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.
1. 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.
2. 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).
3. Quite a few cars were supplied in un-restricted form to those owners who showed proof of holding a current National competition licence. Without being scientific or using a calibrated GPS device owners 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 Ł600.
4. 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.
5. There is no tool kit in the CSL unlike the M3, so owners neednt panic when they cannot find one.
6. The CSL comes with a special alcantara owners manual
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.
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.
Its 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 CSLs 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 all smg.
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 BMWs claims the CSLs 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 Pagids RS19 Yellow compound. BMW Motorsports 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.
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.
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.
03-08-2006, 09:01 AM
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Originally Posted by ESCYSCOTT
I'll be getting a CSL next year hopefully when I get bored of my E46 M3 convertible
03-08-2006, 09:03 AM
#23
I work for BMW & see these cars day in day out there is a few around this way & i have got very fond of them theyre awesome..
One of the sales men from my work took the demo out a few year back car was only a week old with the semi slicks in the rain n wrote it off into a bus
One of the sales men from my work took the demo out a few year back car was only a week old with the semi slicks in the rain n wrote it off into a bus
03-08-2006, 01:11 PM
#27
Originally Posted by Canesten Combi
Originally Posted by ESCYSCOTT
I'll be getting a CSL next year hopefully when I get bored of my E46 M3 convertible
What the fuck has it got to do with you anyway what the fuck I do with my car cockhead
03-08-2006, 01:30 PM
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Originally Posted by ESCYSCOTT
Originally Posted by Canesten Combi
Originally Posted by ESCYSCOTT
I'll be getting a CSL next year hopefully when I get bored of my E46 M3 convertible
What the fuck has it got to do with you anyway what the fuck I do with my car cockhead
03-08-2006, 01:46 PM
#30
Originally Posted by Canesten Combi
Originally Posted by ESCYSCOTT
Originally Posted by Canesten Combi
Originally Posted by ESCYSCOTT
I'll be getting a CSL next year hopefully when I get bored of my E46 M3 convertible
What the fuck has it got to do with you anyway what the fuck I do with my car cockhead
03-08-2006, 01:52 PM
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Well come on... can you blame me!
Its an M3.. not a Saxo!
Besides... I said you cunted the car up (which you right royally have!)..
i never resorted to personal attacks or derogatory comments to you, like you have done to me!!
Its an M3.. not a Saxo!
Besides... I said you cunted the car up (which you right royally have!)..
i never resorted to personal attacks or derogatory comments to you, like you have done to me!!
03-08-2006, 02:04 PM
#33
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Originally Posted by Canesten Combi
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.
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.
03-08-2006, 02:28 PM
#35
Originally Posted by Canesten Combi
Well come on... can you blame me!
Its an M3.. not a Saxo!
Besides... I said you cunted the car up (which you right royally have!)..
i never resorted to personal attacks or derogatory comments to you, like you have done to me!!
Its an M3.. not a Saxo!
Besides... I said you cunted the car up (which you right royally have!)..
i never resorted to personal attacks or derogatory comments to you, like you have done to me!!
03-08-2006, 04:54 PM
#40
...nice to see reading up on the M3 GT E36 with 290bhp can pull 174mph ...well mine deffo has more power than that so i reckon as its derestricted too its a 180mph car no probs.
I maintain my M3 is one of the best cars i have ever owned in terms of handling/performance package its a real license loser...but then it is properly specced
...well mine deffo has more power than that so i reckon as its derestricted too its a 180mph car no probs.I maintain my M3 is one of the best cars i have ever owned in terms of handling/performance package its a real license loser...but then it is properly specced