The smallest and most affordable M car is now bigger, faster, and more technologically advanced than ever. With the new M2 (G87), the inline-six, manual transmission, and rear-wheel drive still hold up well. And as competitors like the Mercedes-AMG C 63 already use bulky batteries and small, four-cylinder engines, the lightweight design philosophy of the M2 is becoming more and more obsolete. Not to mention, we're both saddened and eager to get behind the wheel because this might be the last M vehicle to feature a three-pedal layout.
The mechanical set of polygons and pixels that appear to have been created and put together by artificial intelligence rather than a design studio full of sentient beings hasn't quite won us over. The muscles this new M2 packs must be the result of BMW's prescribed gym routine, but when parked next to the previous M2 or even the 1M, it looks bloated and swollen, and is not a car you'd get out of and glance at. At least the M3's beaver-tooth grills have been spared it.
With Fruit Gusher taillights and the same thin lip spoiler as the M240i, the back doesn't fare much better. Although the M Performance Parts catalog offers a solution with an optional picnic table spoiler, stacked center-exit titanium exhausts, and center-locking bronze wheels, the signature quad exhausts are still easily identifiable.
There are only five paint options available, but we're confident that a Competition or CS model in the future will offer a few more. Zandvoort Blue is a light baby blue that is distinctive and complements the design of the M2 despite not being as saturated as Tiffany Blue or as vibrant with purple overtones as Hyundai N's Performance Blue (BMW frequently names their colors after racetracks).
The M3 and M4 are prominently featured in the interior design. In front of the driver is a big, sturdy steering wheel with a leather-wrapped airbag cover and red M buttons for programming your preferred driving preferences. Although the black gloss panels are standard, they seem out of place when paired with more expensive materials. The $1,500 optional carbon fiber inserts are strongly advised instead.
BMW's newest infotainment system, which we find simple to use and understand, is loaded on a 12.3-inch curved screen that flanks the steering wheel and a 14.9-inch touchscreen that is perched on the dashboard. Excellent lumbar and side support, a wide range of adjustability, and an illuminated M2 badge embedded below the headrest are all features of the standard sport seats. Although the optional carbon bucket seats have a more aggressive appearance, your thighs won't be very comfortable as you use the three pedals. It is best to continue using the sports seats for a manual M2. They are also heated.
The M2 is anything but what calling it a short-wheelbase M4 sounds like—that would be cheap fun at lazy engineering. The spec sheet may appear to be a simple copy-and-paste job, but it uses the same S58 engine from the M4 with 457 horsepower and 406 pound-feet of torque, which is 9 horsepower more than the M2 CS before it. There are no-cost options for an 8-speed automatic or a 6-speed manual transmission, but only rear-wheel drive is available. The rest of its arsenal consists of a limited-slip differential, adaptive dampers, variable-ratio steering, sticky Pirelli P Zero tires, and an optional carbon fiber roof.
The real kicker, though, is here. Only by 40 kg and 20 horsepower are the M2 and M4 RWD equivalents, respectively. Because of this, it will accelerate from 0 to 100 km/h in 4.3 seconds, which is two tenths slower than an automatic and only one tenth slower than an M4. Porsche faced a similar problem when trying to restrict sales of the 718 GT4 RS so as not to compete with the 911.
It's unexpected to learn that the manual gearshifter on a BMW hasn't changed at all over the years. Operating a M car as far back as the E39 M5 brings back fond memories due to the shifter's rubbery feel, notchy gates, and requirement for a deliberate shove to engage gears. It won't be necessary to retrain the muscle memory of drivers who have experience with manual M cars, but it would be disappointing to see no improvement, especially given the superiority of newer, more direct, and shorter travel shifters. As a result, we favor the Toyota GR86 and Honda Civic Type R knobs due to their superior tactility, clarity, and forgiving nature. They move more fluidly, making it simpler to row through while developing a natural rhythm.
In contrast, the M2 requires some effort to shift into gear, and if you're not paying attention, it's simple to select first instead of third. It continues to be our preferred gearbox because of the ten-fold increase in engagement it provides, but the difference from the automatic is no longer as great. You won't have many opportunities to shift out of third gear on a public backroad. The M2 needs a racetrack and a long straight to be truly stretched, as the ratios aren't as tall as those of a 718 Cayman GTS or GT4, and they're also not as short as those of a quick-firing CLA 45 AMG dual-clutch.
The clutch pedal is a well-known game as well; it has a lot of travel and needs a powerful leg to operate. The bite point is easy to locate and wide enough to prevent stalling, but the deepest 20% of the pedal requires more force than the latter 80%. Additionally, the M2 offers uphill start assistance and auto-blip downshifts to accommodate eco-friendly motorists or those who require a brief break from stop-and-go traffic.
The M2 feels chunky when exiting a Mercedes-AMG CLA 45 or Audi RS 3, creating a demand for a small, lightweight sports car. Are you hearing this, Alpine? Whatever the case, the M2 is more evenly balanced than an M4 and has a heavier center. It has a little less weight to contend with, and its tenacious front end loves to change lanes just as much as it loves to light up its rears. It has a lovely, almost mid-engine balance, and its larger tires—which, coincidentally, are the same size and width as the M4—provide more traction than you might expect.
As a result, it takes less time to get used to steering the car through corners because the front's rate of response is quicker but more intuitive. But its excellent ride quality happily surprised us, and like the M240i, the M2 maintains a wonderful level of composure and flexibility even on poorly maintained roads. When the exhaust is turned off and the engine is set to its softest setting, the M240i's ride and noise levels are identical from the driver's seat.
You can fine-tune the M2's drive settings to your heart's content as well. Similar to the yellow dial in the Mercedes-AMG GT R, you can modify the engine mapping, suspension harshness, steering and braking strengths, auto-blipping on manual downshifts, and ten traction control modes with varying levels of assistance. For ease of use, these can also be programmed into the M1 and M2 buttons on the steering wheel.
There is also a dedicated exhaust button, but it is not illuminated to indicate that it is pressed. Only a tiny message appears on the dashboard, which is annoying, but the opened exhaust makes just enough noise to sound exciting without being overly loud. As the turbos develop boost, it hisses and whooshes, and throttle overrun is followed by a flurry of pops and bangs. Although the acoustics aren't as endearing as those of a five-cylinder TT RS or as brash as those of a four-cylinder AMG, it sings a smooth siren song that is unmatched by anything else.
No matter what options you select, the M2 doesn't feel weakened when called upon for errands. It has a large trunk and somewhat functional rear seats for kids, but is sadly let down by an appallingly small fuel tank. When we drove at moderate speeds, we got only 300 km on a full tank, and our 15.7 L/100 km average didn't help either.
Those expecting a lightweight sports car may be disappointed because it is not that. Instead, it's a supremely capable sports car with a nuclear engine, a playful chassis, and a superb sense of balance during the ride. We will enjoy the experience while it is still available because the manual gearbox adds an extra level of involvement and driver reward. It is both a throwback and a joy to use. In hindsight, we've come to the conclusion that this is the M car we've always needed, not the M2 we wanted.
Specifications:
- Model: 2023 BMW M2 (G87)
- Paint Type: Zandvoort Blue
- Base Price: $76,500
- Price as Tested: $79,600
- Curb weight (kg): 1,699
- Engine: 3.0-litre twin-turbocharged inline-six
- Horsepower: 453 hp @ 6,250 rpm
- Torque: 406 lb-ft @ 2,650 rpm
- Transmission: 6-speed manual
- Engine & Drive Configuration: Front engine, RWD
- Observed Fuel Consumption (L/100km): 15.7
- Tires: Pirelli P Zero