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Available with seven-speed 'M DCT' automatic gearbox only, the CS engine uses the same forged crank, baffled sump, extra oil pump and quad-piped exhaust as the M4 Competition gets, but produces 460hp and 442lb ft of torque - the second of those figures a sizable 10 per cent improvement over the Competition Package car. At each corner are new forged alloy wheels whose look is different from those of the GTS, but whose dimensions are exactly the same (19in up front, 20in at the back, with an extra half-inch of width and 20mm of tyre section at the rear). And, just like the GTS, the CS gets Michelin Pilot Sport Cup 2 tyres as standard, or can have more wet-weather-friendly Pilot Super Sports as an option. Amazingly, that's it: at least as far as nuts-and-bolts hardware is concerned. The engine required no new internals to make that extra power, just a new ECU program; and the suspension nothing in the way of added spring or anti-roll stiffness whatsoever. The car's power steering, adaptive dampers, active locking rear differential and electronic stability control systems have all been retuned, of course - and to no small effect, which we'll come to. But it's still true to say that, wheels, tyres and weight-saving measures apart, all that separates an M4 CS from an M4 Competition Package is software. Sounds... well, profitable. An M4 with actually alright steering? Finally! And you'd simply never believe that could be true after back-to-back driving with a Competition-spec car and the new CS: something BMW UK made possible for us with a drive out to the Nurburgring last weekend for the N24 endurance race. The CS steers like a car that's not only more grippy and incisive-handling than the standard M4 but more talkative, too - filtering more contact patch feel through its rim than even the Competition Package car. BMW M says every single damping mode offers better body control, and it feels like it. The car enters a fairly fast bend more flat and settled than its lesser rangemates; has smarter handling response and a greater sense of precision about its steering particularly over the first quarter turn of angle; and has more settled and less floaty vertical body control over bigger long-wave bumps. In 'comfort' mode, it also remains compliant and pretty quiet-riding and altogether more usable than an M4 GTS was on the road. When comes to ultimate handling balance, I suspect the CS remains a natch less instantly adjustable than some of its rivals - the slight redistribution of tyre contact patch having made for a more secure feel to throttle-on cornering, and the car's 'cup' rear tyres adhering very strongly to dry tarmac even with that extra portion of mid-range torque to transfer. Power is up, but it's the torque boost that counts So, where a Mercedes-AMG C63 S Coupe might be punted easily into oversteer under power and with the stability control disabled, and an Alfa Romeo Giulia Quadrifoglio hustled into it at least in part by the sheer grip of its front axle, the M4 CS tends to prefer to hunker down and stay on-line. You'd need to be going very quickly, I suspect - more quickly that you ever could away from a track day - to get the car to roll into a slide.