MORE PURPOSE
EVERY CHANGE TO THE 2019 BMW M2 COMPETITION FEELS MEANINGFUL.
ASCARI, SPAIN • The symmetry of numbers tied to the 2019 BMW M2 Competition is almost poetic: 405 horsepower, 406 pound-feet of torque, 4.4 seconds to 100 km/h with the six-speed manual. A new engine is lifted from the M4. Top speed is 280 km/h.
Numbers, of course, only hint at the narrative of this coupe. Every change feels meaningful, as though it has given the M2 more soul, more purpose. It is more fun, more playful, more comfortable. As the 2018 M2 wanders off to good homes with tidy garages, the 2019 M2 Competition fills the shoes of its predecessor, often described as the ultimate BMW M car for its demure proportions and prodigious grunt.
On the twisty and narrow back roads of southern Spain, the new M2 is doing a brilliant job. In Comfort mode, the suspension delivers nothing but elegance and grace underscored by a rawness of purpose. On rough and broken asphalt, the ride is blessedly compliant, never jarring or jerky, even as the scenery blurs past. As a daily driver, it clearly has the capability to deliver in ways that would not be possible years ago for a car so oriented toward performance.
As a track car, the Competition shines with its new star under the hood. This bundle of fire comes courtesy of the larger M3 and M4, which now share the same straightsix engine with the smaller M2 Competition, complete with two mono-scroll turbos. Specially coated cylinder walls reduce weight, as does a lightweight forged crank. A race-tested cooling system borrowed from the Competition Package M4, consisting of one central radiator, two side radiators and an additional engine oil cooler, keep a lid on heat.
Power pours out seamlessly, helping the 3.0-litre hit 7,600 rpm in what must be the smoothest approach to redline on Earth. Hitting the rev limiter feels impossible while shifting the six-speed manual, a gearbox that clicks effortlessly through the gears, automatically blipping the throttle on downshifts with ideal weight to the clutch.
A seven-speed doubleclutch manumatic transmission with its own oil cooler is available for $3,900, and brings an even quicker run to 100 km/h — 4.2 seconds over the manual’s 4.4. With the automatic, drivers can still change gears in manual mode via the stubby lever on the centre console or by paddles ahead of the M leather steering wheel. With the automatic, the M2’s Drivelogic lets the driver choose between Comfort, Sport and Sport+ to set the speed and intensity of the shifts. In both automatic and manual M2s, the steering and suspension get the same range of settings, which can be stored in buttons on the steering wheel marked M1 or M2.
The M2 button partially unleashes the car’s stability management to allow for some moderate and wellcontrolled drifting. And, boy, is it easy to drift. Such torque easily rotates the rear wheels with a flick of the wheel and a stomp of the gas. Stability can also be completely shut off when Tokyo fever sets in and the expense of new rear tires is not something the significant other will notice.
What might be harder to conceal is the new price; at $71,250 before options or fees, it’s up considerably from the $63,000 of the outgoing car. But a Porsche Cayman S costs $7,000 more, comes with two fewer seats, less space and, more importantly, is nowhere near as quick.
On the track, as the bends tighten ever more perilously, the M2 Competition never loses its composure. Understeer is nearly impossible to initiate. The 245/35 R19 front tires grip with the tenacity of eagle talons.
Braking has been improved as well. Front rotors are 20 millimetres larger, the rears gaining 10 mm. Calipers increase squeezing power with six pistons up front and four in the rear. Stopping power for the new steel brakes felt very good at all times, although pedal travel was not always consistent in the heat and persistent track laps.
Changes on the outside are far less drastic, although a bigger BMW kidney grille in black and new front skirt improve air flow, and new side mirrors boost visibility. Wheels remain at 19 inches but come in three styles in Canada. M sport seats are now standard and come with an illuminated M2 logo in the backrest, although the interior comes in black only.
The sport seats are easy to access and supportive. An M2 Competition logo on the door sill matches one on the instrument cluster, flanked by a red start-stop button.
Options, including a suspension package, brake package, and whole slew of carbon components will be available through BMW’s M Performance parts to add another layer of performance.
While many feared the M2 Competition would become too track-focused and lose the character for which the first M2 was so loved, those fears are clearly unwarranted. The new M2 has only become more rhythmic — a boxer and ballerina in one.