We knew it would be good… But is *THIS* good?

BMW’s 2 Series coupes, and the M2 in particular, have been rightly praised for their intuitive and engaging driving dynamics, more so than other models in the lineup. With the 2023 M2, BMW has further improved an already high-performance car.

Let’s take a step back to where it all began, before BMW designated odd serial numbers as sedans (like the 3, 5, and 7 Series), and even figures as coupes (2, 4, and 8 Series). To minimize confusion, let’s leave aside, for now, how BMW broke this new tradition with the “Gran Coupe” suffix. The one-year-old 2011 BMW 1 Series M Coupe E82 was just the ancestral M2 experiment that turned out exceptionally well. BMW borrowed an engine and suspension/chassis parts from an M3, bolted them onto the smaller 1 Series, and a star was born. After the 1-Series coupe became the 2-Series, BMW applied variations on this theme to the first-generation (2015-2021) F87 M2, in its initial “base” version; then in the Competition Cup; and finally, the 2020 M2 CS that we thought might be the best M car on sale. We had to wait until the excellent 2022 BMW M240i xDrive to get a whiff of what was to come for the latest M2.

The 2023 BMW M2 (G87 generation) borrows the M3/M4’s twin-turbo inline-six S58, tuned to 453 hp and 406 lb-ft of torque, or 9 more horses and the same twist as the previous M2 CS. It also gets the eight-speed automatic option of these cars instead of the previous version’s seven-speed dual-clutch gearbox. As before, a six-speed manual is available.

Chassis components are also modified from the M3/M4, including the superb variable-effort, variable-ratio electric power steering system. This M2 is 4.1 inches longer than its predecessor, 1.3 inches wider and 0.3 inches lower. Its wheelbase is 2.1 inches longer and the track width increased by 1.5 inches at the front and 0.2 inches at the rear. That’s a huge increase of 321 pounds measured with MotorTrend over the M2 CS we last tested, and a 499-pound increase over the original 1 Series M. The EPA estimates 19 mpg combined and an EV-like range of 260 miles, thanks to its small fuel tank. wow Longer, lower, wider and heavier brakes?

With its seven-speed dual-clutch automated manual transmission and launch control, the old M2 CS managed a very good 1.7-second 0-30 mph dash. (Any time under 2.0 seconds is very good, especially with two-wheel drive). It also uses launch control, but with an eight-speed automatic torque converter, the 2023 M2 manages to beat that with a 1.5-second sprint. We found the new 10-position traction control’s sweet spot to be about 3-4 head, and even then the car easily roasts the rear tires. In the 0-60, the new M2 was 0.4 seconds faster than the previous car, with a surprising time of 3.6 seconds. Hitting 100 mph in 8.1 seconds, it beat the old one by 0.6 seconds. This base 2023 M2 also bested the top-performing 2020 M2 CS in the quarter-mile, 11.8 seconds at 120.3 mph to 12.2 seconds at 119.7 mph.

Braking performance was a bit of a head scratcher, but maybe that’s down to the tires. The M2 CS was equipped with optional $8,500 carbon ceramic disc brakes, while the new M2 featured standard but oversized M-spec iron rotors. The latter are now brakes by cable, with no physical connection of the ABS pump to the brake pedal. Are you sure carbon ceramics are better? Not too fast. We tested both cars on cool days (less than 70 degrees), so both needed several stops to warm up tires and discs. It took two stops from 105 mph and four from 65 to 0 mph for the M2 CS’s brakes to record the shortest stop (101 feet). Likewise, the 2023 M2 requires two stops from 105 mph and six from 65 to 0 mph to achieve its shortest 100-foot stop.

What is happening? The M2 CS wore high-performance Michelin Pilot Sport Cup 2 tires (245/35R19 93Y front, 265/35R19 98Y rear). Standard tires on the now staggered 2023 M2 are high-performance “plain” Michelin Pilot Sport 4S (275/35R19 100Y, 285/30R20 99Y). Although Cup 2R tires are higher performance summer tires, they are 1.2 and 0.8 inches narrower, front to rear. Collectively, there’s almost 4.0 inches of extra rubber under the new M2, and that has to help.

Speaking of contact patches, the new car’s average lateral acceleration on the displacement platform was 1.04g compared to its predecessor’s 1.02. Combine the latest M2’s better acceleration, braking and grip, and it’s easy to see how it managed a 23.5-second lap on our eight-track, besting the M2 CS’s 23.7.

Also, the way the new M2 handled our 1/3-mile course is truly rewarding. The brake-by-cable system offered expert-level feel so we could find as much deceleration as possible, just below the ABS threshold. It also allows safe track braking. There’s no doubt that the electronic differential helped maintain a smooth arc because the car requires no steering input after the initial turn – the M2 was extremely neutral. Sure, you can take the tail off, but the BMW is extremely buttoned up, compliant and reliable. It looks like something completely different compared to previous versions.

Road ride and confidence on a winding road were not strong points of the previous M2. All this has changed for the better. The new model’s adaptive multi-mode dampers performed very well, even on the roughest roads and highways. Hardened for a ride on a mountain road, the same sureness we felt on the test track translated directly into real-world driving enthusiasm. The longer wheelbase, wider track width and all the good rubber on the road are certainly worth the weight gain.

Starting at $63,195, the new M2 isn’t even cringe-worthy. For a driver’s car like this, it’s a steal. Our car came equipped with a handful of general options; no performance-enhancing options were added, and it still outperformed previous higher-performance versions of the M2. It can only get better from here. Look out for the 2023 M2 in next year’s Performance Vehicle of the Year competition.