The M2 is mostly M4 underneath, but it’s way better than its larger sibling.
BMW
The last-generation BMW M2 was M’s best-selling car. Like, ever. BMW managed to move over 60,000 units in seven years, a testament to the enthusiast public’s continued desire for small, punchy performance cars.
That makes this new one–internally dubbed G87 for all you BMW chassis code geeks–an important car for BMW’s performance division. With the M3 moving into M5 levels of performance and size, it’s up to the 2023 M2 to fill the gap as the everyman M car. It needs to be capable of lapping a race track, but it also needs to be good at the daily driver stuff. Most importantly, as BMW’s smallest M car, it needs to spark joy—something the M3 and M4 fall short on.
The new M2 is 4.1 inches longer, 1.3 inches wider, and 0.3 inches lower than its predecessor, but BMW hasn’t messed with the core formula. Like the last car, power comes from a twin-turbo straight-six. That’s linked to a six-speed manual transmission and sends power solely to the rear wheels through a limited-slip differential. Unlike other, bigger M cars, you won’t find a trick AWD system or fancy hybrid assistance here. There’s nothing to add weight or dull the experience.
BMW
The M2 uses BMW M’s 3.0-liter S58 straight-six. It puts out 453 hp at 6250 rpm and 406 lb-ft of torque from 2650 rpm to 5870 rpm, making it the least powerful version of the engine. It’s unchanged internally from the M3 and M4, but it’s detuned to put space between the cars in the lineup, a necessity since the M2 and M3/M4 have nearly identical curb weights. Still, 453 hp is more than enough to haul the 3814-pound coupe from 0 to 60 in a claimed 4.2 seconds, or 3.9 seconds with the optional eight-speed ZF automatic. Top speed is electronically limited to 155 mph, or 177 mph if you option the M Driver’s package.
The M2 feels at least as quick as its 0-60 time suggests on the road, with strong pickup and plenty of grunt through the rev range. There’s a distinct gap in torque under 4000 rpm compared to the M3’s powerband, but it’s not so detrimental as to call it a fault. In fact, it gives the M2’s drivetrain some character compared to its bigger sibling. The M3 is a freight train, the M2 makes you work harder to extract the most power, rather than just leave it in third and let the flat wave of torque do all the work. Noise from the silky ‘six is unchanged, which is to say it sounds lovely, if a bit synthetic.
BMW says the six-speed manual is a total carryover, all the way from the gearing right down to the shifter linkage. I’d swear the shifter’s throw is slightly shorter and clickier than in the M3’s, but that could come down to the knob’s placement on the dash or my seating position. It could also be my mind playing tricks on me. Either way, it feels like BMW paid more attention to the inputs here. There’s standard auto rev-matching, though unlike the first M2, where you needed to turn off traction control to switch off rev-matching, it can now be switched off independently within the iDrive infotainment system. No more risking a tank-slapper just so you can heel-toe.
BMW
The suspension geometry is a carryover too, though a few things have been changed. The front springs are stiffer and the rear springs are softer versus the M4, a bid to improve initial turn-in and maintain the M2’s neutrality through corners. There are also reinforcements in the C-pillar and trunk areas to improve overall chassis strength. The ride is taught but never crashy, and the chassis itself is as stiff as anything this side of a carbon fiber monocoque. Thankfully the extra suspension tuning has eliminated any potential bounciness from the shortened wheelbase. Even in the softest adaptive shock setting, bumps make their way into the cabin. But remember, this is a real M car, not some luxury cruiser.
BMW
The electrically assisted steering is good, not great. BMW has come a long way with its EPS, though don’t expect Porsche or Mazda levels of feedback. Feel is muted, and there’s more input needed versus an M4. In some ways the slower rack feels more natural, making the M2 easier to place. Another aspect where it seems engineers consciously swapped outright performance for driver enjoyment.
Still, overall handling is excellent. The previous M2 was a brute. It was fast and fun, but its relatively small footprint meant it was easy to overwhelm the chassis with the engine’s power delivery. No longer. Thanks to a set of 285 section-width rubber at the rear, the 2023 M2’s track width matches the M4 at 63.2 inches. The result is a balanced machine far more capable of putting the power down earlier. That means more driver confidence and more smiles. You feel the weight but it never detracts from the fun.
The M2’s design is less cohesive. The front end isn’t as outright offensive as it is on the M3 and M4, but it’s an undeniably strange collection of shapes. The kidney grilles are built directly into the front bumper, with no outline and horizontal slats mounted into each cavity. Squared-off openings on the lower fascia match similar outlines on the rear bumper; BMW says these are a nod to the 02 Series saloons of the Sixties. We’re not convinced they do much other than leave us confused.
BMW
BMW
It’s not all bad. The boxy fender flares feel like an amalgamation of flares from the E30 M3 and a 1 Series M, pumping the M2 full of strength and presence. The wide haunches look purposeful and do a lot to help the car stand out in a crowd, especially when paired to the standard quad exhaust tips out back. The flares also make it incredibly easy to spot a 2023 M2 from miles away. Is it as handsome as the last M2? Definitely not. As senior reporter Chris Perkins wrote back when this car debuted, the original M2 might just be the best-looking M car of the last 10 years. This new car isn’t pretty, but it isn’t boring, either.
The cabin is far more straightforward, as it’s mostly borrowed from the standard 2-Series coupe. Aside from some fun M patterning on the door cards, the biggest changes are the seats. The car I tested came optioned with BMW’s excellent carbon-backed adjustable buckets. Unchanged from those in the M3 and M4, they come as part of a $9900 (yikes) carbon package that also gets you a carbon fiber roof and carbon fiber interior trim. With heating and height, backrest, and bolster adjustments, they’re some of the best performance seats on the market right now, as they do an excellent job of supporting occupants through hard cornering and allow you to sit pleasantly close to the floor. But with little cushioning and a lack of lumbar support, we wouldn’t recommend ticking that substantial option box unless you plan to do a lot of track work. The base seats, which also offer adjustable bolstering, should be more than enough for most people.
BMW
That giant curved display is what you’ll be staring at most, as it contains both the digital gauge cluster and the infotainment touchscreen. BMW’s standard speed and rpm gauges aren’t the easiest to read, prompting constant journeys to sport mode, switching the cluster to display a much simpler, numeral speed readout and a singular, bright red tach. iDrive 8 is packed with a sea of features, though it’s hard not to stick to the drive settings and fumble with steering weight, brake feel, power delivery, and suspension until you find the best setup for your driving style.
The 2023 BMW M2 is priced from $63,195, including destination, placing it squarely against cars like the Audi RS3 and the Mercedes-AMG CLA45 S. While those compact AWD sedans provide more practicality, the M2’s superior dynamics and manual gearbox option make it a clear winner. Option that carbon pack and things get a bit more interesting, as MSRP begins to knock on the door of a base M3. We know which we’d rather have—the M2 is plenty quick and miles more fun, plus it looks nicer. For the past seven years the M2 has been M’s most enjoyable car. And this 2023 model is even better.
Keyword: 2023 BMW M2 Is Once Again Better Than the M4