Just over a year ago, BMW unveiled the new M2, and the initial reaction from most wasn’t exactly all rosy. To put it kindly, the exterior styling is divisive. It strays far from the elegant but muscular history of BMW M cars and instead opts for an in-your-face approach. However, by that measure, it also commands attention.
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Lurking under the bodywork is a drivetrain that isn’t electrified at all. In fact, it’s not even downsized compared to the previous version of the M2. Additionally, it’s available with an updated manual gearbox with three real pedals. This almost sounds like a car from the mid-2000s. By all accounts, it’s a bit of a dinosaur – and that’s a good thing.
We reached that conclusion after driving an M2 through the streets of Spartanburg and Greenville, South Carolina before taking it onto the track at BMW Performance Center. The M2 starts at $63,200 before destination and handling, but our test car was equipped with BMW’s Carbon package ($9,900), Shadowline package ($300), and a few other small optional extras, bringing the total MSRP to $75,995 as tested.
Photos Stephen Rivers/Carscoops
SWIPE
Under the hood of the M2 lurks the S58 inline-six, which in this application produces 434 hp (343 kW) and 406 lb-ft (550 Nm) of torque. These figures represent an increase of about 10 percent over the previous M2. BMW also employs this engine in other models such as the M4 and M3, where it generates 20 more horsepower. Interestingly, all three M cars produce the same amount of torque.
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That torque reaches its peak at just 2,650 rpm and maintains that level throughout the rev range until the engine reaches 5,870 rpm. At that point, horsepower is still building to its peak at 6,250 rpm where both begin to taper toward the 7,200 rpm redline. In short, the new M2 makes more power and makes it for longer than the last generation.
More: Forget The Looks, Harris Says The New BMW M2 Is A Brilliant Sports Car
That additional power does see a slight regression in terms of fuel economy. The previous M2 scored up to 18 mpg in the city and 25 on the highway according to the EPA. This new M2 gets, at best, 16 mpg in the city and 24 on the highway.
Notably, the automatic version takes an additional 1 mpg penalty on the highway. It doesn’t help that the new M2 is a bit more than 300 pounds (136 kg) heavier than the previous car with a curb weight of 3,814 lbs (1,730 kg) at its lightest. Still, that’s a small increase compared to the additional power on tap.
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What we have here then is a car that’s bucking the trend of trading power for additional fuel economy, one that doesn’t engage electrification, and one that weighs little more than the previous car. If that’s not old-school design in an environment that is going the other direction, then we don’t know what is.
The Flight Deck
The M2 isn’t too far removed from the cabin one would find in the lesser 2-Series variants. The cockpit feels enveloping. The driving position is low but visibility is nonetheless very good and the digital gauge cluster and integrated infotainment system are positioned for optimal usability.
The dash angles toward the driver in a subtle, but significant enough way, to make one feel as though they’re commanding a small fighter jet. Small touches like the tri-color stitching on the wheel and the same hues blended into the door card also add to the drama of the M2.
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If those details aren’t enough to make it clear that this is a unique ride, the optional carbon fiber seats in our test car shout loudly that this isn’t an average 2-Series. In fact, they’re some 24 pounds (11 kg) lighter than the standard M2 Sport Seats and still feature power adjustment and heating elements.
Photos Stephen Rivers/Carscoops
iDrive 8 is objectively good and offers drivers the ability to control the system through physical buttons and knobs or touchscreen interfaces. Occupants can even control the windows, climate control, and more with their voice alone. All three control types worked well during our testing. A Harman Kardon sound system is standard in the M2 and sounds excellent with above-average range and clarity.
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The only infotainment drawback we could find involved the somewhat dimwitted navigation system. Directions from A to B are flawlessly executed, but be sure to double-check the destination before setting off. For whatever reason, the system had a habit of selecting far-flung destinations unless we input nearly the entire address.
Beyond that small niggle, the M2 proved to be a mostly comfortable ride in everyday traffic and around public back roads. The slightly larger proportions of this M2 also provide a bit more rear-seat space without sacrificing cargo capacity. The trunk holds up to 13.8 cubic feet of gear.
Riding A Velociraptor
Driving the M2 on public roads feels akin to riding a muzzled velociraptor the way one might picture Chris Pratt doing so in the next Jurassic World film. From the moment one presses the start button and the engine howls to life it’s clear that this car is a weapon. The seats and exposed real carbon fiber are clear indications of just how serious this little car is. It feels stiff and taut, muscular and eager to run.
At the same time, it’s somewhat tame in normal mode. It goes over bumps and cracks in the pavement without drama. The engine doesn’t drone or shout unless prodded and the gear lever feels natural and smooth in its operation. We’ll go as far as to say that the steering is even a bit numb on long stretches of mostly straight road. The clutch isn’t perfect either and takes a little practice to master.
Despite that somewhat sedate attitude on normal roads, this little car is a quick downshift and a stab at the throttle away from injecting adrenaline directly into one’s bloodstream. Amongst other average cars on the highway, it’s clear that you’re driving a vehicle that is many steps quicker and more agile.
Read: BMW M2 Steals The Nurburgring Crown From Audi RS3, Hotter M4 Is On The Horizon
On back roads where turns come more quickly and more sharply, the M2’s steering gets heavier and more communicative. The car is more verbose about what’s happening on the road and the experience is better for it. The different modes change the personality of this car even further. Sport Mode reduces interference from the onboard driver aids while Track Mode turns them off altogether.
The steering wheel also features two selectable M Mode buttons that owners can customize with their own preferences for things like suspension, steering, throttle mapping, and so forth. This M2 might not look as subtly strong as historically beautiful M cars but it still has the ability to play Dr. Jekyll and Mr. Hyde adeptly.
Photos BMW USA
That’s no more clear than on the track at BMW Performance Center. There, we had the chance to take the leash off of this swift robber without having to worry when we dipped into extralegal speeds. The layout is perfect for that too thanks to a long back straight away where the M2 easily hit triple digits. In fact, it’s so quick that even I could easily reel in the new and much more powerful i5 M60xDrive sedan. The M2 shines brightly on the track and it’s incredibly responsive regardless of where in the power band that one prods it is.
On top of that, the chassis is remarkable for just how sharp it feels on course. That shouldn’t come as a shock since it’s a direct descendant of the one BMW developed for the M3 and M4. Here in the M2, it gets additional bracing compared to the normal 2-Series and a near 50:50 weight distribution too. The same active dampers that make driving on public roads comfortable enable the M2 to push the limits of grip further on the track.
Over rumble strips and around tight bends it’s focused and drama-free. The brakes are strong and linear and didn’t give up despite more than 20 straight minutes of flogging the M2 around the track.
The steering is still a touch numb at times but the mechanical grip combined with the excellent in-cabin tactile feedback from the M2 more than makes up for it. Sure, this car is heavier than the old car on paper but those complaining about it can’t have driven both. It absolutely doesn’t feel any heftier.
This car also comes with BMW’s drift analyzer which we didn’t employ but only because who cares what the screen says when you’re having this much fun. Sliding the rear end around is easy and simple thanks to the straightforward power curve. This really is a car that can do just about anything a driver could ever need it to do and more.
Verdict
At the end of the day, there’s little question about how special this M2 truly is. Sure, it’s heavier than its predecessor and boasts a face that even a mother might struggle to love, but don’t overlook the fact that in today’s automotive landscape, it’s a dinosaur. It’s not meant to be aesthetically pleasing or feather-light. Its purpose is to deliver exhilarating fun and an authoritative roar at the driver’s command. Few cars are as fun or as engaging as one that offers this kind of power, this kind of chassis tuning, rear-wheel drive, and a manual gearbox.
Consider the potential rivals for the M2. The list is short and not exactly apples to apples. The Audi RS3 and S3 are four-door cars with AWD and no manual option. The Mercedes-AMG CLA 45S provides the same general recipe as the Audi. The closest direct competition might be the Cadillac CT4-V Blackwing, since it’s rear-wheel drive and is available with a six-speed manual gearbox. Of course, it’s also a four-door sedan that weighs even more than the M2.
It’s very likely that this M2 will go down in history as a significant and memorable car. Sure, the looks aren’t for most but even they contribute to its notoriety. In addition, this will be, by all reports, the very last BMW M car with a manual gearbox.
Even if it wasn’t the last and even if it looked more akin to its ancestors, it’s still an incredible driving machine that bucks the trends of today while incorporating technology that improves the overall experience. All of this just brings me back to something I’ve known since I was a kid: I love dinosaurs.