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Wiesmann's new M-powered Clubsport


March 19, 2013

Under the  hood lies a BMW M-powered V8 putting out 420 HP & 290 ft.lbs. of torque

Under the hood lies a BMW M-powered V8 putting out 420 HP & 290 ft.lbs. of torque

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Celebrating 25 years of hand-built boutique Morgan/Lotus-esque styled vehicles, Wiesmann is one of those rare auto-design houses that incorporates and melds old-school design techniques with current day performance and handling bits. Rarely seen in North America, Wiesmann rides are considered an exotic performance treat for but a special few rich of wallet type individuals. The company's latest offering – the new BMW M-powered Clubsport – makes one of the world’s hottest boutique rides even more appealing.

Designed primarily as a track vehicle, the long of nose, tight of hind-quarter MF4-CS receives a right proper track-day makeover. Under the long hood lies BMW's much beloved, much be-powered 420 HP/ 290 ft.lbs. of torque V8 firestarter. Mated up to a 7-speed dual-clutch transmission, with self-locking differential, and weighing in at a scant 1,320 kg (2,975 lbs) makes the new Clubsport a serious track tool. This translates into roughly 4.4 seconds to acquire 62 mph (100 km/h). Top speed is rated at only 182 mph (292 km/h). Rubber treatments come in the form of 245/40 ZR 19” up front with wee tiny shoddings of 275/35 ZR 19” managing the tightly knit back end.

A slimmed down Clubsport interior not only helps with weighty track time negotiations but also gives the car that raw track-look that all the track kids require these days. No GPS, no A/C, no radio, just fire extinguisher and roll bars. Not that you should ever, ever need either. Ever. Custom seat shells keep drivers firmly ensconced in their respective places. Safety is provided via driver/passenger airbags with side-impact protection, 3-point safety seat belts, ABS and a dynamic stability control system.

Architecturally speaking, the Clubsport is comprised of an aluminum monocoque frame with fiberglass bodyshell. Wee bits of carbon fiber pepper the car in critical locations to help with weight management. The engine is pushed as far back in the frame as possible to promote neutral steering while the rear wheels do their part to accommodate the driver’s track whims. Center mounted gauges are embossed in a carbon fiber reduction to provide needed feedback. Egress and ingress looks to be an exercise in yogic manipulation thanks to an ultra-low seating arrangement. Large, inflexible persons of poor hip/knee conditions need not apply.

From near any angle the Wiesmann is pure fluid dynamism in motion. The long, flowing forward haunches running back from an Austin-Healey/Jaguar like grille treatment is nothing short of bloody outstanding. Proportionally, the hoodline dominates but thanks to an ultra-low stance and aggressive window raking treatments, the MF4-CS delivers a fundamentally outstanding visual experience.

An aggressively poised spoiler helps redirect air accordingly while keeping the arse in place during track-day like motoring. From the back at spoiler level, the Clubsport’s cockpit appears to be in a very serious position. Encased and dropped between massive fiberglass shoulders, the cockpit looks very secure as it teardrops in a dynamic, animated fashion to a bumperless finish.

Curvaceously dynamic, Wiesmann’s track-inspired Clubsport is essentially one long, beautifully sculpted M-powered auto superlative. Track not included.

Limited to only 25 vehicles around the globe, the GT MF4-CS is available from US$250,000 (€193,000.00 base price including standard equipment). Check the video below to see the Clubsport's GT MF5 sibling making its way leisurely around Germany's infamous Nurburgring track.

Source: Wiesmann

About the Author
Angus MacKenzie Born on the cold, barren Canadian plains of Calgary, Alberta, Angus MacKenzie couldn’t decide between marketing, automotives or an entrepreneurial path - so he chose all three. With an education in automotives and marketing, Angus has rebuilt the carburetor on his 1963 Rambler Ambassador twice, gotten a speeding ticket in an F430 once, and driven & photographed everything from Lamborghinis to Maseratis to various German and Asian designs. When not writing, Angus has for the past six years been Editor-in-Chief for elemente, an internationally recognized architecture/design magazine. All articles by Angus MacKenzie

IMO; it is an over priced ugly car.


Now I know why I haven't won the lottery. They don't want me to own this car...

On the other hand there is a video. Love the sound of the engine, but wasn't impressed with 10 minutes of watching the rear wheel go round. Most cars to that. I assume all of them do but I haven't watched every one so I'm not certain. I might be more inclined to spend my hard earned winnings on a car with wheels that didn't go round or didn't have wheels at all. Remember Gremlins? Their rear wheels spun, too. For a much more reasonable price.

Jeff Vandervort

After more than 100 years how does a vehicle with an internal combustion engine qualify as emerging technology, particularly when, as a performance car, it very expensively fails to accelerate as fast as a Tesla model S? Maybe there's an opening for another online mag; The last gasps of a redundant technology.


Kit car... It just looks too much like something you should be able to build for less than 50K. You can always buy a wrecked M or Audi S4 for a nice donor engine. They mentioned fiberglass. Why not Carbon Fiber? OK, cheap kit car.


re; pickypilot

Carbon Fiber costs a lot more than fiberglass but does not save that much weight.

re; apprenticeearthwiz

The efficiency or internal combustion engines has improved dramatically fuel consumption has gone down while power has increased dramatically. Today's family cars have the performance of the "super cars" of fifty years ago and both have gotten safer. Battery powered electric propulsion has not at the cost of increased likelihood of fire/explosion, and much higher prices slightly longer ranges have been achieved.

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