The BMW M2 (manual) at a glance*
- Last newly developed M BMW with manual transmission
- 460 hp and 550 Nm torque
- 0-100 km/h in 4.3 s; Vmax up to 285 km/h
- Driving fun comes first
- Basic price from 75,900 euros (6-speed)
*(BMW M2 6-speed manual transmission (WLTP), combined fuel consumption: 10.2-10.0 l/100 km; combined CO2 emissions: 231-226 g/km; CO2 class: G)²
BMW 02 series with unclear ancestry
Family dispute at BMW: Who is the legitimate successor to the sportiest 02 models ti(i) and turbo from the early 1970s? The M3 (with M4) or perhaps the 1 Series M Coupé and the second generation BMW M2 tested here? Even the Munich-based marketing department doesn't always seem to agree on this over the years and decades. One thing is certain: the BMW M models have become larger, heavier and usually significantly more powerful over time. Where thin glass and a tailgate made of lightweight sheet molding compound (SMC) were installed on a BMW M3 CSL (360 hp at 1,385 kg) from 2003, a 2.8-ton BMW XM can now have a cozy lounge and a leather bag for move the charging cables around. Mind you: The XM is the first car since the legendary BMW M1 (from 1978) to identify BMW M GmbH as the manufacturer in the vehicle registration document.
Watch now: The video for testing the BMW M2 (G87)
What does this have to do with the current BMW M2 (G87)? It is also criticized for its weight and, with the optional (!) six-speed manual transmission, weighs exactly 1,700 kilograms and therefore the same as the slightly larger BMW M4. That's no wonder, however, as the length (minus 214 millimeters) and wheelbase (minus 110 millimeters) of the M2 were shortened, but otherwise the 4.58 meter long bully was given the same basic technical ingredients as its big brother. Including the same axles with a track width of 1,617 millimeters at the front and 1,605 millimeters at the rear. The result? Significantly more driving stability in all situations, less wild tail swaying and a noticeable increase in driving comfort. Is weight an issue under everyday conditions? Rather not. The wide track and the well-tuned adaptive chassis skilfully conceal the extra pounds in curves, the M2 sits firmly on the road. The 460 hp (20 hp less than the basic M4*) and 550 Nm strong S58 TwinPower turbo in-line six-cylinder with a displacement of three liters has no worries with the mass in operation (test consumption around 11 l/100 km).
*(BMW M4 6-speed manual transmission (WLTP), combined fuel consumption: 10.1-10.0 l/100 km; combined CO2 emissions: 230-226 g/km; CO2 class: G)²
Manual or automatic?
Even with the manual transmission, if operated correctly, the BMW M2 accelerates from a standstill to 100 km/h in just 4.3 seconds – with the standard eight-speed Steptronic transmission, the regular speed is even achieved in 4.1 seconds. The maximum speed is reached as standard at 250 km/h; Optionally, an activation to 285 km/h can also be purchased via the M Drivers Package. Whether the manual transmission is still the better choice for the M2 is primarily a question of taste. Although the alleys are well run, the individual corridors no longer click into place quite so crisply, but rather with a bit of a gristle. The automatic torque converter is recommended for permanently more traction and lower speeds, for example on longer motorway journeys.
Then, however, you will miss one of the last M BMWs with an in-line six-cylinder, rear-wheel drive and a manual transmission. The manufacturer itself has already stated that the M2 (G87) is the last new model from Garching to have a manual switch. The following model variants “Competition” and “CS” are already included in this statement. Regardless of the gearbox, the Bavarian with the wide jaws once again passes as a German muscle car – even if it has a “Made in Mexico” badge under the hood. If the driving aids are gradually deactivated, the M2 then gets to work more impetuously. The “M Drift Analyzer” with a star rating system also visually takes the remaining lateral driving characteristics into account.
BMW M2 with a lively rear – if you want it
As indicated at the beginning, the two-door model no longer offers the ability to swivel the tail on dry roads. The BMW M2 requires a decidedly brisk driving style until the mechanical grip on the rear axle is permanently lost. If the load finally goes sideways, the drift can be readjusted with the very direct steering – the accelerator foot does the rest on a closed area. The well-tuned chassis, the willing steering behavior and the high level of grip on the front axle also push the BMW M2 close to the Porsche 718 GTS 4.0, which is a lot lighter, but that doesn't automatically make it more maneuverable. The Bavarian is now even ahead when it comes to sound. Where the 718, from memory, sounds rather monotonous, the M2 (despite the gasoline particle filter) offers a whole orchestra of sounds – including a devious bubbling of thrust.
Let's look at the interior of the current two-series BMW: The second generation is clearly aimed at a younger target group. The focus is on the consistent and quick-to-use curved display; app purchases are just as possible as wireless smartphone mirroring via Apple CarPlay and Android Auto. The phones can be charged inductively in the center armrest. In M and M Performance derivatives, the typical motorsport colors can also be found in the door panels. At first glance, this is visually very well done, thanks to the thickly foamed leather steering wheel on the M2; When it comes to the appearance of materials, BMW runs the risk of losing sight of its own premium standards (see the new five-series).
The M Carbon bucket seats should be tried out for a while before purchasing
As a buyer, you shouldn't lose sight of choosing the right seats. BMW offers three different options, although you should definitely take a longer look at the M carbon bucket seats installed in the test car before purchasing. Entry and exit can become a permanent issue. In addition, the carbon seats require the choice of the sinfully expensive M Race Track package – an option that brings the price of the M2 (from 75,400 euros) well closer to the M4 (from 96,200 euros). It is also somewhat unnecessary if the Bavarian is not regularly used on closed circuits. The weight saving of six kilograms thanks to the carbon roof should at least not be a decisive factor in purchasing the package.
Conclusion
For us, the verdict is clear: The current BMW M2 (G87) is currently the most M BMW that you can buy new from the factory. It is significantly cheaper than the BMW M4, at least as appealing in terms of driving dynamics and also does without the controversial front end including the Bieberzahn grill. Depending on your taste, you can order the BMW M2 with a lightning-fast eight-speed Steptronic transmission or a traditional six-speed manual transmission. You should take a longer look at the optional M Carbon bucket seats before purchasing them. (Text and image: Thomas Vogelhuber)