Ask someone at the Roadshow staff to mention a clear lack of the BMW M2, and they get hard-pressed to come up with one. The chauffeur's excellent chassis, the fast 365-horsepower turbo six-cylinder engine and compact dimensions make it possible for a skilled and extraordinarily fun car to sway around racecourses and winding roads alike. It has come to the top in two of our comparative tests against some stiff competition and has spoken to enthusiasts with their clean and simple make-up. And now for 2019, it's even better with M2 as morphing into the M2 competition.
Better begins with a fresh 3.0 liter double turbocharged inline six-cylinder heart under the M3 / M4 cap, but is honored slightly from 425 horsepower to 405 in order not to sip too close to the heels of his larger sibling. It is still good for a 40-pony increase over the old single turbo turbine while the torque jumps from 343 pounds to a solid 406. A 6-speed manual gearbox remains standard and a 7-speed dual-coupling device can be equipped for one additionally $ 2900.
The M2 competition will bounce to 60 miles per hour in 4.2 seconds with the stick and 4.0 seconds with the double link. It is from 4.3 seconds and 4.1
In order to better cool in situations of high stress, such as patching the 3.37 kilometer-long Ascari circuit in Ronda, Spain, there are larger front fronts and kidney openings to provide more air to the heavier cooling system picked from the M4 with competitive package. The engine's extra shallow is immediately evident around the challenging track to rake the 3,600 pound coupé out of the corners and downroads, with a peak torque of between 2,350-5,250 rpm.
If you are wondering for fuel economy for some reason, EPA estimates are not available yet, although you can make a rough estimate based on the larger M4's 17 mpg city and 25 mpg freeway rating with manual and 17 mpg city and 24 mpg highway rating with dual-clutch.
The manual gearbox is a pleasure to tear through Ascari, although it's a little rubbery, while automatic tear-matching for downshifts lets you focus more on hitting your brands and not shame it off the track. For heel-and-toe purists, tear-matching can be disabled. A double-ended session is also entertaining, with quick response to manual shift commands and perfect time-controlled gear changes in full automatic mode, but the maximum driver's satisfaction title goes to the standard gearbox.
I like more power as much as the next guy, but M2's most inviting move continues to be handling character, which has also been a bit tinkering during the Competition Transformation. A carbon fiber motor bracket borrowed from the M3 / M4 provides stiffness to the front while upgraded ball joints, aluminum arms and tightly mounted rear part
frame response. Tuning for steering and torque vector rear differential has also been revised, and six-piston front and four-piston rear brake calipers now squeeze on larger plates.
The result is quick appeal, admirable grip through the 245 / 35ZR19 corners of the front and 265 / 35ZR19 behind the Michelin Pilot Super Sport tire and fade-free brakes for our leading track sessions. After a ginger heating, two flying rounds of stability control are all on hand to provide a comfortable safety net for fast and mostly dramafri driving.
When I'm familiar with the track and the car, I turn M dynamic mode to loosen the stability control grip and make things a bit more interesting. Several wheelbarrow and sliding angles force me to drive and concentrate on steady steering, gas and brake inlets to keep the M2 in the right direction. Things are more challenging with the looser back, but a balanced and communicative chassis makes it impossible to throw M2 competition around the track quickly. When you nail a few corners one after another, it is an incredibly rewarding experience.
For those who are not concerned about round times, and prefer to go by style, M Dynamic Mode will let you induce controlled operation. I try not to get things a little sideways, but do it a few times accidentally when I get to the throttle too hard out of a corner as I run to keep track of the car with a BMW factory shoe. He may have been at the forefront, but at least I have a chuckle out of it.
On winding mountain roads 15 minutes from the track, the M2 competition continues with its fast reflexes and fun general behavior. Ride compliance is not terrible with passive suspension, which gives enough to soften the impact of shock and the generously controlled M Sport seats that keep me comfortable and tied in place.
If you wait to hear about a lot of M2 Competition Cabin Changes, prepare to be disappointed. Changes simply include the M3 / M4 steering wheel with the competition package, the BMW M strips woven into the seat belts and a red start / stop button for the engine.
Check infotainment is BMW's responsive iDrive 6 system with an 8.8-inch display that includes a standard 12-speaker Harman / Kardon audio, navigation and Apple CarPlay features. By the way, BMW still does not support Android Auto. A Wi-Fi hotspot and wireless charging pad are available as alternatives. Standard safety features include forward flight warning with automatic emergency braking, lane warning and a rear camera.
When it comes to retailers in September, the BMW M2 competition in 2019 will start at $ 59,895, including destination, which is a nice boost over the 2018 BMW M2 $ 55,495 starter package. You can watch the Competition's steep purchase price as a strike against it, but again it's significantly better than its predecessor and still quite less expensive than the $ 70,145 M4 coupon.
It seems that I still got nothing when it comes to finding big mistakes with M2.
Editor's Note: Roadshow accepts multi-day car loans from manufacturers to provide editorial reviews. All evaluated vehicle reviews are carried out on our turf and on our terms. But for this feature, the manufacturer covered travel expenses. This is common in the automotive industry, as it is far more economical to send journalists to cars than to send cars to journalists.
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