The eagerly awaited 2nd-generation BMW M2 has arrived in SA with huge tyre tracks to fill, so to speak. Should you dig deep for the most powerful model in its segment?
We like: Still a thoroughly engaging piece of performance hardware, comfort and daily driver talents enhanced, impressive digital integration.
We don’t like: Polarising styling, expensive compared with rivals, tricky to master, but when you do…
FAST FACTS
- Model: BMW M2 coupe auto
- Price: R1 503 975 before options (September 2023)
- Engine: 3.0-litre 6-cylinder turbocharged petrol
- Power/Torque: 338 kW/550 Nm
- Transmission: 8-speed automatic
- 0-100 kph: 3.96 sec (tested)
- Fuel consumption: 9.7 L/100 km (claimed)
- Luggage/Utility space: 390 litres
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Where does the BMW M2 fit in?
The M2 is the entry point to BMW’s M-car line-up and, given the success of the first model (F87), much was expected of the new G87 – the single-turbo M2 and twin-turbo M2 Competition (and other variants) tallied up sales of almost 60 000 units globally. The new model has much to live up to and BMW M hopes that if the G87 delivers an enthralling driving experience, buyers won’t mind the coupe’s polarising looks.
If you’re in the market for a premium-badged compact performance car, you’re spoilt for choice at the moment. The 338 kW BMW M2’s main rivals are the Audi RS3 (294 kW) and Mercedes-AMG A45 S 4Matic+ (310 kW). It’s interesting to note that those two both are all-wheel drive, so if you want a direct rear-wheel-driven rival to the M2, then look no further than the Porsche Cayman GTS 4.0 (294 kW).
Compare the specs of the BMW M2 with those of its Audi RS3 and Mercedes-AMG A45 S rivals
How the BMW M2 fares in terms of…
Design and Packaging
Visually, the new BMW M2 is, well, “a lot” – from some angles, the coupe’s multi-surfaced sheet metal looks a trifle awkward. Perhaps that is to be expected: the slinky curves of the first-gen model have been replaced by something best described as overtly angular, even blocky. There are some considerable changes under the skin, but let’s first address one of the big complaints of this generation: its weight.
Tipping the scales at 1 754 kg (which is 104 kg more than its predecessor), there’s no denying that the coupe has bulked up, but bear in mind that the model’s dimensions have grown too. The new BMW M2 is 112 mm longer, 33 mm wider, but sits 8 mm lower, than its predecessor. Importantly for cabin space, the wheelbase is now 53 mm longer, but the M2’s target market will probably not care much about that.
Assembled in Mexico, the new BMW M2 is sold as just that, an M2 coupe. There’s no Competition or CS version (at least, not yet) and the single-derivative lineup keeps things refreshingly simple. The recipe is oh-so-simple and pure, with a 3.0-litre inline-6 turbopetrol engine driving the G87 model’s rear wheels. Customers have the choice of an 8-speed auto transmission or a 6-speed manual gearbox (on order).
Performance and Efficiency
At this point, nobody will surprised to learn that the BMW M2 “gets down the road in a blind hurry”. The 3.0-litre inline-6 turbopetrol engine (with outputs of 338 kW and 550 Nm) is a treat and makes the M2 the most potent of all the compact sportscars (including the Mercedes-AMG A45 S 4Matic+ and Audi RS3 “hyper hatchbacks”). This engine is a tweaked version of the S58 found in the bigger BMW M3 and M4, but unlike its bigger siblings, which feature all-wheel drive (xDrive), the M2 is rear-wheel driven.
As before, you can configure the vehicle’s powertrain and chassis characteristics to your heart’s desire (well, practically) and programme the M1 and M2 buttons on the multifunction steering wheel to engage your preferred settings at the press of an appropriate thumb (left for M1 and right for M2).
If you’re not in the mood for “shenanigans”, switch everything to the most docile settings and drive to work calmly. If you, like us, are addicted to the noise of a well-tuned performance car, push the exhaust button on the centre console. If you want to loosen your teeth fillings en route to your destination (via, say, rough, uneven or potholed back roads), firm up the chassis setup entirely… but more on that later.
Haven’t the drivers of modern performance cars been spoilt rotten by all-wheel drivetrains and dual-clutch automatic transmissions? All you need to do to exact a ferocious turn of vehicular speed is flex your right foot to experience head-snapping pre-programmed gear shifts, while vast reserves of four-wheeled traction (and driver aids) help you keep your machine on the road (out of the proverbial hedge).
Yet, the BMW M2 doesn’t quite offer that level of instant accessibility. You can’t just get in, punch the M2 button and expect instant driving perfection. Yes, the 8-speed transmission shifts hurriedly, but this is a car that you’ll need to figure out and take a measured approach, something enthusiasts will relish doing.
The perfect example to highlight that is our 0-100 kph test. Generally, we’d set the timing equipment up, activate the car’s sportiest settings/launch control and mash the accelerator pedal. Most performance cars will set off in a quick but undramatic fashion and invariably get close to the claimed 0-100 kph time.
First time out in the BMW M2? It spun its Michelin Pilot Sport rear boots and wiggled its tush; so much for optimal traction and acceleration, then! First run to 100 kph? 4.77 sec, some way off the 4.1-sec claim.
Reading the owner’s handbook and digging into the car’s onboard menu provided a solution; by adopting optimal settings, the M2 (now on warm tyres) sped from 0 to 100 kph in 3.96 sec on its 3rd run. When we tested the Audi RS3, it did it in 3.86 sec (on the same surface, but aided by its all-wheel drivetrain).
Seeing as it produces 550 Nm of torque (available from as low as 2 650 to 5870 rpm), the new BMW M2 has no shortage of overtaking grunt on tap. Therefore, there’s no need to pin the accelerator pedal to the footwell floor – or change to a sportier drive mode – to execute rapid overtaking manoeuvres. The 8-speed automatic transmission is well-mapped and there are 3 shift programmes to choose from.
You can have an ultra-smooth flutter of a gear change (ideal for the daily commute) or, at the other end of the scale, a bolt-action thud that makes your head nod. Lovely. You can also utilise the shift paddles (don’t they look just awesome?), but note that the downshifts aren’t always as snappy as the upshifts.
BMW reckons the M2 has a potential range of 536 km from its 52-litre tank (that is based on an average consumption of 9.7 L/100 km). Sorry, we don’t buy that! It’s near-impossible to drive an M2 sedately; its power corrupts every fibre of your being. The best economy figure we could muster was 11.7 L/100 km.
Ride and Handling
Before we discuss the M2’s handling abilities, the question that needs to be answered is: “Could it be your everyday car?” Realistically? Yes. The BMW M2 is certainly a firmly-sprung sportscar, but even in its most comfortable settings, it’s no worse than, say, a Renault Megane RS Trophy or Honda Civic Type R. Having commuted in an M2 on a particularly congested route, we’d say it could well be a fine “daily”.
The main irritation came from the large wheels (fitted with low-profile tyres), because the road noise they generated on some surfaces couldn’t be drowned out by the excellent Harman Kardon audio system. The adaptive dampers (fitted as standard for the first time) work tirelessly to absorb road imperfections.
If you’re that worried about ride comfort, then consider the BMW M240i xDrive, which offers most of the M2’s performance, a softer ride and the bonus of all-wheel drive – just know, it WON’T be an M car…
We put everything in the M2 (including ourselves) into Sport Plus and headed for our favourite section of serpentine tarmac. To further enhance the M2’s dynamism, BMW equipped the model with wider front and rear tracks, which – to put it very simply – reduces the transfer of weight under hard cornering and improves grip. With its exhausts popping and motor snarling, the BMW M2 is eminently engaging to pilot.
If you pitch the M2 into corners aggressively, the car feels fun and playful without a hint of understeer. As you exit bends, you can apply the throttle liberally – you’ll be surprised by just how much grip is at your disposal (be wary of how dry or slippery the road might be before you do that, though). If you’re feeling brave and have a budget for new tyres, you can play with the 10-stage traction control and drift analyser.
While this author was not brave (or foolish?) enough to really push the handling limits of the M2, our in-house race ace Ashley Oldfield had this to say: “This M2 feels more planted at the rear and seems less prone to bouts of snap oversteer than the previous M2 Competition. The front end tucks in faster than you think possible, thanks in part to the very fast steering setup, which is better than ever on this model.
“The multifunction steering wheel’s weighting feels superb and even with the electric assistance, you get some of that dearly-missed feedback through the rim when you’re fully concentrating on extracting maximum performance out of the M2. Having said that, thanks to its longer wheelbase and wider tracks, the G87 M2 has arguably lost some of the previous-gen M2 model’s visceral ‘on-the-edge’ character.”
Comfort and Features
When you climb inside the G87’s cabin, you’re greeted by the latest iteration of a BMW M cockpit. The fascia is dominated by an infotainment screen (powered by the Operating System 8) that spans across most of the dashboard. It has “the wow factor”, but it’s not exactly user-friendly, at least not initially.
All the usual creature comforts are provided, thankfully, and tech-savvy owners will appreciate the Apple CarPlay/Android Auto compatibility, wireless charging pad and USB connectivity.
However, we would have liked to access the climate control functions through buttons rather than via the touchscreen menu. If all else fails, say: “Hey BMW, set cabin temperature to 20 degrees” to get a result.
Our test unit featured the M Race track package (R100 000), which included some tasty carbon fibre trim, a carbon-fibre roof, M Carbon bucket seats, as well as a higher top speed – but we didn’t test the latter feature, of course. Customers have 7 exterior colours and a pair of wheel designs to choose from.
These optional front seats are terrific – not only do they look appropriate for a car like the M2, but they’re both supportive and comfortable (once you’ve taken the time to adjust them exactly to suit your frame). Impressively, the M2 logo is illuminated at night and the seats reduce the car’s weight by about 10 kg.
Price and After-Sales Support
| BMW M2 coupe auto | R1 503 975 |
The BMW M2 coupe auto comes standard with a 5-year/100 000 km maintenance plan.
Verdict
This marks the end of an era for BMW M. This M2 will be the last M car to feature a manual ‘box and, as widely reported, it’s the last model not to feature hybrid/electric assistance. We suspect this will be the final rear-wheel-drive M car and, from here on, every M will have xDrive and some form of electrification.
Compared with its rivals, the new BMW M2 seems steeply priced (okay, apart from the 4.0-litre Porsche Cayman), but the reality is that it does not have an extensive options list, plus it’s the latest and most powerful model in the segment. “Still, it seems like a lot of money for a baby M,” detractors may say. “Is the M4 that much more expensive?” Well, the M4 coupe demands R2.1 million-plus these days, so the new M2 costs a notable R600k less. For what it’s worth, its nearest Porsche rival begins at R1.8 million.
Should you buy one? The M2 is a more practical “daily” than the previous M2 Competition and boasts the latest generation of in-car connectivity, but these are not factors that will wow BMW M aficionados.
We found ourselves asking: Is the M2 still capable of challenging us? Does it reward with a thoroughly engaging driving experience (once we’ve taken the time to get to know it a bit better)? Does it still sound like a deranged beast when you demand full-bore acceleration from it? Yes is the answer on all counts.
That’s why the new BMW M2 is likely to be one of the finest machines we’ll get to drive in 2023. Enjoy cars like these while they’re still around.
