HOT & HEAVY
The new BMW M2 packs on power — and pounds ... writes Brenwin Naidu
Most people wrongly credit the E30 M3 of 1986 as the original high-performance compact BMW. While the pumped-up homologation special remains a cherished focal point in the history of the brand, it was preceded by another hot three-box.
Enter the 1973 BMW 2002 Turbo. Amid the oil crisis austerity of the era, it was a wild proposition: flared wheel arches, BMW Motorsport livery and a rear spoiler that hinted at sporting prowess. But while big engines defined the period, the 2002 got its kicks through the efficiency of forcedinduction. Power came from a boosted four-cylinder displacing 1,990cc and producing 125kW and 240Nm.
It seems modest by 2023 standards, but at the time, the prospect of its seven-second 0-100km/h sprint time and 211km/h top speed would have had owners of more exotic specimens worried. Only 1,672 units were produced, making it pretty rare and highly collectible.
In 2011 the spirit of the 2002 Turbo was invoked with the 1-Series M Coupé. Ardent enthusiasts heralded the model as a return to core values, at odds with the E90 M3 of the period, which took on a muscle-car persona with its V8 power source.
Fans dubbed it the 1M, an unofficial title with huge novelty factor in that it is an anagram of the handle worn by the first official BMW M-car: the wedge-shaped 1978 M1. The 2011 1M was an overnight classic, demonstrated in used-market prices.
The manual-only 1M thrust its occupants to 100km/h from standstill in 4.9 seconds and its M Dynamic Mode driver setting allowed for easy initiation of controlled oversteer. Of course, you could have turned off the Dynamic Stability Control (DSC) system altogether, leaving you without any safety net. Suspension componentry was derived from the M3, while output from the twin-turbocharged six-cylinder was rated at 250kW and 500Nm.
Its successor, the M2, was revealed in 2015, retaining straight-six propulsion, offered with a six-speed manual or sevenspeed dual-clutch automatic (M-DCT). This first-generation M2 wore the designation of F87. Any BMW nerds worth their weight in Alcantara will tell you that referencing the internal codes when it comes to discussion about high-performance BMW models is non-negotiable. Bespoke aluminium suspension elements, a limited-slip differential and optimised compound brakes were among highlights that set it apart from the garden variety 2-Series (F22) models. In the power department, however, some wished for more: 272kW and 500Nm was not that far off the 240kW and 450Nm served by the M235i.
Those criticisms were remedied when BMW released the M2 Competition to market, upping the ante to 302kW and 550Nm, using the twin-turbocharged S55 motor from the M3 and M4. Versus the standard, single-turbocharger N55 version, the Competition was a different animal: louder, more playful and certainly more inclined to bite its handler in the posterior.
As a swansong for the F87 M2 range, the brand launched a CS derivative in 2020. Torque output remained the same as that of the Competition, but the power figure was bumped up to 331kW. It employed lightweight materials, including gold-hued, 19-inch alloys wrapped in Michelin Sport Cup 2 rubber.
Only 30 CS specimens were brought to South Africa. We had the chance to test one at Kyalami and found it to be agile, grippy and precise in corners, with even more rambunctious acoustics. It was peak F87 M2. Inevitably, the end of a performance-orientated line in this day and age has consumers and observers uneasy.
The good news is that there is an M2 in town. Yes, the G87 is here and, no, it is not hybrid or fully electric. Power is still sent to the rear axle. If you fancy yourself a committed enthusiast, you can still have it with three pedals and a shifter. What a thing to contemplate in 2023: a powerful, rear-driven coupé operated manually.
We will have to imagine what that feels like for now, as our test unit was equipped with the more ubiquitous automatic option. This time it is not a dual-clutch arrangement, but a conventional Steptronic with eight forward ratios.
The first thing you will notice about that is a more forgiving shifting character, less clunky in traffic and not as abrupt when you work it hard. Some would opine that the kick in the back delivered by the M-DCT was part of the M2 appeal. Power in the new M2 comes from the S58 motor; the same 2,993cc, twin-turbocharged sixcylinder to be found in the current M3 and M4. It produces a substantial 338kW and 550Nm, making it the most powerful expression of the breed yet. Claimed 0100km/h acceleration is 4.1 seconds or 4.3 seconds for the manual.
The difference in character between the new and former M2 is striking. The G87 is less peaky and aggressive in the way it delivers its power, with a tamer, measured approach to proceedings, but it will still spin its wheels all the way to third gear and oversteer with provocation. This is a powerful, rear-driven vehicle after all. But versus the spiky, knife-edge and snappy sensation of an M2 Competition, the successor feels like a far more predictable sparring partner. Peak torque output comes in at 6,250rpm, with redline at 7,200rpm.
A big part of this change is to do with weight gain. The first M2 quoted an unladen weight of 1,495kg, while its successor tips the scales at 1,725kg. We checked the specifications for both several times to make sure as the increase is hard to believe. The licence disc of our car showed 1,690kg.
Acoustically, its six-cylinder bellow is rich and bassy, reverting to a neighbour-friendly tone at the touch of a button.
On the hardware front, the M2 cannot be accused of lacking sufficient enhancement over basic 2-Series models. Model-specific structural reinforcements include additional bracings. The suspension setup is aluminium-intensive, bolstered by electromagnetically controlled dampers and Motorsport compound brakes. As before, steering is electrically assisted. Dialling between Comfort and Sport Plus for the engine, steering and suspension yields tangible changes. Drivers can also adjust the intensity of the DSC system: 10 being foolproof and 0 leaving you to your own devices. An on-board lap-timer and drift analyser should prove useful.
In the rhythm of fast, energetic driving, the M2 feels planted, if somewhat blunt.
Our tester wore serious Michelin Pilot Sport 4S rubber (285/30/20 rear; 275/35/19 front) which facilitated confident grip at speed.
Inside, the M2 offers a typically ensconced, driver-centric feel, while its curved central screen spanning half the dashboard is reminiscent of a Samsung Smart TV. Buyers can have carbon bucket seats, but they are less comfortable than the standard fitment, which gives decent support anyway. As with the rest of the modern BMW line-up, the digital amenities of the M2 are impressive, including a voiceactivated assistant and a cloud-based navigation system.
So there you have it: the more powerful, but more complicated and heavier new M2. It is still about as “analogue” a driving experience as you can get from a current BMW, but fans who were familiar with the distinctive character of its predecessor might find this to be hollow consolation. Perhaps the inevitable Competition version will turn up the wick.