The BMW M2 CS is no longer available, but the M2 Competition is by no means a letdown.
Eight months have passed since my friend Andrew Krok’s assessment of a BMW M2 Competition in November. But once the limited-edition M2 CS made news and attracted attention, I thought it was worthwhile to revisit the Competition. Even though the Competition is less powerful and costlier than the CS, it still has better balance and adjustable dampers. Although the CS is a peach, this is the M2 I’d actually like to get.
According to the statistics, there isn’t much of a difference in performance between the two M2s. Both vehicles have the same 406 pound-feet of torque and use BMW’s 3.0-liter twin-turbo I6 engine. The 39 hp differential between the CS and the 405-hp Competition is hardly noticeable. In fact, BMW claims that both vehicles can accelerate from 0 to 60 mph in 4 seconds using the standard six-speed manual transmission.
In This Article...
Although the BMW M2 Competition is the gateway vehicle for owning a high-performance BMW, some would argue that it’s also the best.
An illustration of a Personal Contract Purchase: Cash price PS10,000, deposit PS150, and borrowing PS8,500 for 4 years at a representative 7.4% APR (fixed). A total of PS4127.50 will be paid after 47 instalments of PS132.04. PS1833.38 is the total cost of credit. Payable in total is PS11,833.38. 8,000 miles per year as a base. If excess miles is used, there are fees. Finance subject to status; only those 18+.
The BMW M2 Competition is the M Performance division’s entry-level vehicle in terms of pricing and specifications, but it’s far from the least enticing model available. In fact, we’d go so far as to claim that the M2 Competition is the best M vehicle available right now as a whole. It boasts interesting handling and usable performance, and the Competition modification has given the M2 fresh life.
The M2 Coupe, which is based on the 2 Series, was originally introduced in 2016. (which in turn is the two-door version of the 1 Series hatchback). The M2 combines performance components from the higher-spec M3 and M4 vehicles, including the twin-turbo straight-six engine and both manual and DCT transmission options, therefore its specifications are more similar to those of these two models. The 3.0-liter engine produces a massive 404bhp and 550Nm of torque, giving the M2 a potent overall package.
Although the Competition’s overall set-up and geometry are the same as those of the original M2 Coupe, it has a stiffer bodyshell, stronger strut braces for the suspension, and upgraded rear suspension. This entails a front-engine, rear-wheel-drive configuration, larger tires mounted on lightweight alloy wheels, and a multilink suspension system created to provide excellent handling.
Why The 2022 F87 BMW M2 Competition Is A Strong Buy
In terms of purchasing used, the M2 Competition is significantly less expensive than the CS and costs approximately half as much, making it an appealing purchase in 2022.
Eight years ago, BMW replaced the 1-series and competed with the midsize 3-series with the introduction of the 2-series small sedan. In spite of all the complaints that M cars were becoming less M-like and more computer controlled, people at BMW’s M division opted to treat it right.
Suddenly, the M2 appeared, providing a somewhat traditional driving feel. However, the M2 Competition eventually took its place, and the M2 CS, or Club Sport, was later introduced to the roster. While compared to the standard M2, the M2 Comp was a significant improvement, the pricey CS left people perplexed. Although there were only about 2,200 CS models produced, many people questioned if paying more for the M2 CS than the M2 Competition was worthwhile.
According to the majority of journalists, the M2 Competition is a better buy because choosing the less attractive model won’t cost you much more. Additionally, the M2 Competition is significantly less expensive than the CS when purchased used—it costs less than half as much—making it an appealing purchase in 2022.
Power
Faster is the BMW M2 Competition. Always. Except for my manual M2C, all of the vehicles I drove were DCTs (dual-clutch). I had no worries driving my modified 135i because the N55 engine readily produces 400 wheel horsepower and responds eagerly to upgrades. The DCT, which the non-Competition M2 also received, shifts quickly and without considering or wishing for tomorrow. Instantaneous upshifts, clean downshifts, and responsiveness on par with the current ZF 8-speed auto BMW chose for its current M vehicles.
In all honesty, the “normal” M2, powered by the same engine, felt a lot like my 135i. The car never felt underpowered thanks to overboost, which produced well over 350 horsepower. The fact that I had a badass, widebody 2 Series creating much too much power for the chassis made occasional fast food pickup runs fun. I put more miles on that car than I had to.
It’s obviously a problem when the “M” version of an otherwise unimpressive 2 Series feels too much like the base model, or in this case, the model from the previous year. Every morning, the M2C’s S55 engine roars to life with an indignant, hungover “what are you doing,” yet coyly applauds you as you warm it up. Really, it begs you to rev it up to 8,000. (redline is about 400rpm before there). Additionally, it begins to make sense as you get closer to redline, something the N55 in the original M2 lacks. Despite the seemingly “Weed Eater”-inspired sound, the peak torque on that unmistakably non-M, non-bespoke engine tops out before 6,000 rpm, and it can’t compare to the S55’s enhanced power and race car feel in the M2C.
So what’s the final word?
Yes, it is foolishly worthwhile. The M2 Competition is so good it’s almost funny. Excellent on almost every level, thrilling in the manner of miniature masterpieces, and somewhat out of its league.
It’s a wonderful flashback, too. The entire “ultimate driving machine” business, you know, is what makes BMW what it is. Finally, the M2 Competition is a superb driving vehicle. But it does it by bringing to mind the lovely throwaway tiny BMW automobiles of yesteryear, which delighted rather than intimidated.
The M5 is downright terrifying, and the BMW M3 is excessively aggressive. It is a German muscle automobile, the M4. Although the M2 C’s 405 horsepower is a slight retreat from the M4’s 425 horsepower, it is clear that you have passed the 400-horsepower threshold with the M2 C, and you can tell. However, the M2 Competition is enticing, with a horsepower jump on the M2 that is pretty much spot-on.
This is a vehicle you should always use with enthusiasm. Although a racetrack would be ideal, a curved off-ramp will do. I must admit that turning left at 25 mph was a lot of fun. It’s fun to stomp on it when driving down the freeway. Even with winter tires, it’s simple to get a grip on the road because the steering is neither light nor heavy. In a car that can accelerate from 0 to 60 miles per hour in less than four seconds, the brakes should be a secret weapon.
Overall, the M2 is more gutsy than the M2 and as tight as a snare drum. Simply put, it’s more M, and M is excellent. When you turn into a corner, you are aware that you have just a little more throttle to propel you around and out, and if you start to play around with the wheel, the oversteer is ready to make you smile.
There is little doubt that the M2 Comp is an attack terrier on the prowl for its favourite prey, twisty roads. It is small and somewhat mean. On the steering wheel, a pair of unique M-buttons can be set up to switch between customized drive modes. In terms of driving modes, I generally preferred Sport mode, but Sport-Plus offers the most forceful transmission response, tightest steering, and most open exhaust noise. Manually shifting the gears in that manner might really catch you off guard.
The M2 Competition is the purist’s Bimmer in many aspects. The car isn’t adaptable enough to make anyone uncertain of its intended function, yet you can get into the majority of the horsepower, the small beast is tossable but never unstable, and the engine is a miracle.
Driving is the main goal here. plus drive. then continue to drive. The ideal machine, exactly? Yes, the M2 Competition is it—and what a competition it is!
overall conclusion
“There aren’t many natural competitors for the BMW M2 Competition, a raw and compelling driver’s car. Although it is really quick, handles well, and sounds great, it is not as precise to drive as the top sports cars. Although the inside is beginning to feel old, it is still spacious and functional enough to be a better daily option than a two-seater.”
The M2’s pumped-up appearance, which is based on the BMW 2 Series Coupe, aims to remind any passing observers that this is an entirely different proposition, with enlarged wheel arches, a wider track, four exhausts, and larger intakes. The 2023 M2 will shortly take its place.
Mechanically, it heavily borrows on the M4, with numerous mechanical changes intended to improve its handling and performance. It was introduced in 2016, and in 2018 the M2 Competition took its place.
The older vehicle had a powerful 3.0-liter six-cylinder engine that produced 370PS, giving it excellent performance. But with a twin-turbocharged engine and insane 410PS, the M2 Competition truly feels like a M vehicle.
With a six-speed manual gearbox as standard and a seven-speed DCT automatic transmission as an option, the M2 transmits its ample power output to the rear wheels like any conventional sports car would. The auto has a lot of benefits, with efficiency and refinement at the top of the list, but we’d choose the manual transmission.
Because the M2 has three pedals, it is a very engaging car to drive, which is essential for this kind of vehicle’s appeal. You can experience more of the engine’s powerful turn of speed with each downshift.
Comfort suffers when driving enjoyment is prioritized over other factors. The M2 produces a lot of road noise, and its firm ride and standard 19-inch alloy wheels make it so that, even at moderate speeds, you can feel every lump and bump.
Even so, it is practical enough to serve as your sole vehicle. There is enough for four people to sit down, and the boot is larger (but less attractively formed) than many hatchbacks. Comparatively to rivals like the Alpine A110, the cabin performs better when carrying a variety of everyday necessities (good luck fitting your passport in that).
The interior of the car is decked out in the racy trappings of carbon fiber, stripy M-badges, and heavily bolstered bucket seats, as you might anticipate from a vehicle with a starting price of roughly PS50,000. There are some shockingly flimsy plastics in several areas of the cabin, so it’s not as upscale inside as the Mercedes A 45 AMG or Porsche Cayman.
It appears that the funds intended for a lavish cabin have been allocated elsewhere. Specifically, the firecracker of an engine and a well tuned chassis, which on the correct road make it such an exhilarating driver’s car. Although there are a few optional additions that are worthwhile purchasing to make the ideal standard, the equipment is fairly ample.
The BMW M2, a compact and attractive coupe with a potent engine and perfectly tuned handling that makes it terrific fun to drive on road or track, feels like the original M3’s spiritual descendant. Even though it weighs more than other sports cars, the mix of a loud engine, sporty handling, and a manual gearbox is difficult to match.
It is what?
The BMW M2, which we have always adored, is now even better. Because a true M engine makes it much more M. The fantastic twin-turbo six-cylinder from the M3 and M4 has been adapted for the M2 Competition, which replaces the standard M2.
This is a significant advantage considering that the M2’s competitors often have four cylinder engines (Mercedes-AMG CLA45, Ford Focus RS, Porsche 718) or at most five (Audi RS3).
Not just the engine is really M. The 2-Series Coupe bodyshell had to be extended because the M2’s chassis has always been closely related to the M3/ M4’s. Because of this, the M2 has a sturdy, rugged attitude.
Either a six-speed manual or a seven-speed DCT semi-auto transmission are available for the M2. The fact that there is a handbook indicates that this vehicle is a classic no-frills driver’s vehicle. Front-engine, rear-drive, large number of cylinders, non-adaptive dampers
The M2 Competition to the M2 has further adjusted that suspension. It has changed software for the most advanced piece of technology in its chassis, an electronically controlled locking differential, as well as somewhat looser ESP.
An engine bay V-brace made of carbon fiber is another innovation for the Competition. It too is a distinguished visitor from the M3/M4. It increases the rigidity of the front bodywork, which improves the feel and accuracy of the steering.
The Competition’s S55 engine, which has two turbochargers, basically operates as a pair of three-cylinder engines side by side. The puffers can therefore be small and light to spin up fast to reduce low-rev lag, but because there are two of them, they can push a lot of air at high revs. The original M2 engine, which had a single turbo, could smoothly reach 7,000 rpm, whereas the new engine can reach 7,600 rpm. And at high rpm, it produces 40 horsepower more. Total horsepower is 404bhp.
The addition of the Competition badge has given the site a little makeover. It’s not merely for show. The multiple-radiator system, which is once again adapted from the M3/M4, now includes larger grille kidneys and increased inlets on the new teeth-sucking lower bumper.
Inside, the Competition receives M decals, including illuminated M badges on the seats and seatbelts with a purple-blue-red triple stripe. as though you would forget.