The 2023 BMW M2 adopts a powerful formula

Having trouble making sense of today’s influx of heavy, absurdly powerful electric vehicles? Does trying to discern the body shape of one SUV from another induce anxiety and depression? Then you may suffer from transitional motor disorder. Ask your BMW dealer if the second generation M2 coupe is right for you. (Side effects may include gleeful giggles at extra-legal speeds, increased force tolerance, and cravings for empty, curvy roads.)

The prescription for the new M2 is simple: take the workings of one of BMW M’s best cultures, the one-size-fits-all M4, and cut them down to a more fun size. Based on the redesigned 2-series coupe produced in Mexico, this is still a compact rear-wheel drive riot of a car with two confined rear seats, although the wheelbase and overall length have increased by 2.1 and 4.1 inches, respectively, up to 108.1 inches. and 180.3 inches. It’s also slightly shorter in height but 1.3 inches wider in beam, with wider front and rear tracks that now match those of the M4. You’ll have to step down to the M240i workday model if you want four-wheel drive: the M2 is rear-wheel drive only. While the M2’s stylized bumper ducts look disconnected from certain angles, the prominently flared fenders give this upright three-box coupe the look of a handsome vintage IMSA racer. Fortunately, big brother’s maw is not included.

BMW incorporated virtually every major element of the M4 (and the mechanically identical M3 sedan) into the M2, including its twin-turbo 3.0-liter inline-six. Although the new car’s estimated curb weight has increased considerably to about 3,800 pounds, BMW’s S58 mill makes 453 horsepower in this application—20 fewer horsepower than the standard M4, but 48 more than the S55 straight-six from the outgoing M2 Competition. produced (it’s a stronger dose than even the limited-edition 444bhp M2 CS provided). A six-speed manual remains standard, with the no-cost option being an eight-speed automatic from ZF in place of the previous seven-speed dual-clutch unit (we haven’t driven the auto yet). The EPA pegs both configurations at 19 mpg combined, about the same as the previous-generation M2 competition. Not that we need any extra incentive to select the DIY gearbox, but according to the EPA, it will travel one more mile per gallon on the highway.

Launch control should help the self-shifting M2 return an estimated time of 3.6 seconds to 60 mph, similar to the last automatic M2 CS we tested. Working the manual’s precise but slightly rubbery shift through its gates will probably take a few tenths of a second, but we don’t mind. This drivetrain remains one of BMW’s most potent treatments for driving boredom, and the M2’s pedals are ideally spaced for the heel-and-toe dance. From the engine’s melodious run towards its 7200rpm redline to the velvety growl it emits through its four tailpipes, it’s all business as usual for this impressive straight-six. The main difference is that while the M2 makes the same 406 lb-ft of torque at the same 2650 rpm as the bigger M4 tune, its thrust builds more progressively as the revs rise. With slightly less turbo boost to manage (17.4 psi compared to the base M4’s 18.9), it’s easier to feed the power without altering the car’s grip on the road.

The M2’s stiffened body houses the M4’s rear axle with its electronically controlled limited-slip differential, as well as the car’s suspension links, adaptive dampers and brakes (15.0-inch rotors with six-speed calipers pistons in front, single 14.6 inches). piston units at the rear). Minor tuning changes, such as springs that are slightly firmer in the front and softer in the rear, help temper the M2’s willingness to roll on a 4.4-inch shorter wheelbase that of the older brother. But even the M4’s 19-inch front and 20-inch rear Michelin Pilot Sport 4S summer tires remain. A minimum of 1.00g of skid grip should be possible. With a starting price of $63,195, $3,300 more than the outgoing M2 competition, but $12,500 less than the M4’s starting ask, this is the entry point to the M brand, and as such, it won’t offer any brakes carbon-ceramic. However, there will be track-oriented Michelin Pilot Sport Cup 2 tires, and a lighter carbon fiber roof can also be opted for.

BMW’s curved display (a combined 12.3-inch digital instrument cluster and 14.9-inch central touchscreen) dominates the business-casual interior and includes many of the climate controls that once had separate buttons and switches . Despite the extra width inside and ample front legroom, you’re still carrying this car more than sitting in it, especially if you opt for the $9900 Carbon Package and its shell M Carbon bucket seats hard; we’d avoid them unless you plan to do so regularly. attend track days. While it’s ultra-supportive and good for a 24-pound weight savings, its firm padding and lack of lumbar adjustment punished our lower backs. The softer standard sports seats, with still-generous side bolsters that held us snugly in place, are much nicer.

The M2’s myriad driving settings can overwhelm at first, but know that the general Sport and Track modes (there’s also a default Comfort setting) provide a streamlined gauge display that’s easier to read at speed . It combines the sportier engine mapping with the softer suspension mode, as the M2’s ride is still taut and short, though with enough compliance to not feel brutal on smoother surfaces. We also recommend turning off the manual’s rev-matching feature, setting the steering response to Comfort (Sport increases effort but not tactility), and leaving brake pedal feel alone (we couldn’t tell the difference between the modes) . The M4’s drift analyzer is present to score your slides around a racetrack, but more welcome is the updated stability control system with 10 stages of traction control intervention.

Most importantly, the M2 still saturates your senses as it squirms over undulating pavement, its midrange power allowing you to carefully adjust its throttle attitude. Steering response is crisp, as the chassis adapts and orients perfectly over cornering bumps, subtly telegraphing load transfers to the rear. Since it shares the M4’s variable steering hardware, its chunky steering feels lighter than, say, a Porsche 718. But overall refinement and stability have improved to the benefit of driver confidence, making the vivacity of this Bavarian muscle coupe is more pleasant to live.

Science has yet to find a cure for automotive transitional disorder, as it spreads naturally in the open market, stimulated by environmental and social stressors. But thanks in large part to its copious foray into BMW’s parts bin, the new M2 offers powerful relief, successfully targeting the areas of the brain associated with pleasure and fine motor control. This is strong medicine for the driver’s soul.

Technical editor

Mike Sutton is a contributing editor, writer, test driver and general automotive nerd Car and driverThe reverent and irreverent passion for the automobile since 2008. A Michigan native from the suburbs of Detroit, he enjoys the outdoors and complains about the weather, has an affection for off-road vehicles and believes in federal protection for naturally aspirated engines natural