2023 BMW M2 First Drive Review: Less Is Always More

The S58 engine carries over from the M3/M4 and their X-branded crossover siblings. In this application, the 3.0-liter twin-turbocharged inline-six is slightly detuned to produce 453 horsepower and 405 lb-ft. That's less than the standard M3 and M4, but the M2 still delivers impressive acceleration figures. Track nuts will want the no-cost eight-speed automatic transmission, which delivers a 3.9-second 0-60 mph time. The six-speed manual is the more engaging option but drops the 60 mph sprint to 4.1 seconds. Our 2c on that matter is to leave the house a second earlier and arrive with a bigger smile on your face.

Opting for the automatic brings some benefits, like adaptive cruise control, but it's a slightly less engaging driving experience. The manual feels similar to other BMW transmissions, with the same shifter engagement and gear knob. It also includes gear shift assistant engagement, which triggers automatic rev-matching during downshifts. It's seamless, and the computer can blip the throttle quicker than most drivers can heel-toe.

During our brief time with the M2, we only experienced the car with the six-speed manual; that's fine with us because it's the transmission we'd choose. With so few manual sports cars left on the market, the M2 is a treat to drive. It boasts a nearly 50:50 weight distribution with a short(ish) wheelbase that's easy to chuck around. BMW's steering isn't what it used to be, but the M2 is more chuckable than its larger M brethren, despite sharing the CLAR platform used by the M4. Buyers looking for the closest thing to an E46 M3 in the modern era will love the M2.

We thought the ride on the outgoing M2 Competition was a touch firm, but this new model is surprisingly comfortable. The seats are another story, but we'll get to that later. Rough roads challenge the suspension a bit, but it's easy to live with when left in the Comfort setting of the adjustable dampers. As with most modern M cars, there are near-infinite ways to customize the driving experience with the engine, suspension, steering, and more, but the M1 and M2 buttons let you save your perfect settings for quick and easy access. We love everything set to aggressive except the suspension and steering.

It may come as no surprise, but the M2's cabin is not dissimilar to the M3 and M4. That being said, there are a few differentiators here and several additions that were previously unavailable on the last M2. For starters, there are now three color options for the base seats: black with blue stitching, black with M color highlights, and Cognac brown for the first time. We like how the brown lightens up the otherwise plain cabin, but then you lose out on those epic M accents.

Extreme buyers who plan to track their M2 often can opt for carbon fiber-backed bucket seats that cut 23 pounds from the curb weight. Keep in mind these seats are more heavily bolstered and, therefore, less comfortable for daily use, and they require a Carbon Fiber Package for a total cost of $9,900. Unless you live next to the race track, skip these seats.

Every M2 ships with a 12.3-inch digital gauge cluster positioned next to a 14.9-inch touchscreen with BMW's latest iDrive 8 infotainment software. There's little not to love about this system aside from its lack of physical climate controls; these are accessed through a menu on the screen. But, BMW counters by retaining the iDrive rotary controller, which adds an element of certainty to navigating menus that touch simply lacks.

It may be shorter than the M4, but the usable capacity seems negligibly less in the M2. Rear passengers can squeeze in semi-comfortably with 32.2 inches of legroom compared to 34.5 inches in the M4. Front seat legroom is identical in both coupes and the rear headroom in the M2 is only two-tenths of an inch below the M3. Small children will fit just fine, while adults can tolerate it for a short journey. You'll lose two cubic feet in the M2, 10 versus 12 in the M4, but BMW still includes the ability to fold the rear seats down to accommodate larger items (like your track wheels).

As we head into the electrified era, the BMW M2 feels like the last of a dying breed; a breed that needs to be preserved at all costs. Sports cars keep getting larger and more powerful, so this relatively small and simple package is a breath of fresh air in today's market. Just like its predecessor, the G87 is our favorite BMW on sale, and it's the one we'd write a check for.

Speaking of which, at $62,200, it's the "cheapest" M car money can buy right now. An M3 is $74,300 and the M4 is $77,000, so the M2 is a relative bargain. Stack up all the options, and the M2 can crest past $76,000, which we still feel is a fair price for the impressive performance. The only thing that could possibly make it any better is another CS model or perhaps a CSL, which we imagine will come towards the end of the G87's life cycle; BMW has at least ruled out a Competition model. Until then, the M2 is BMW at its absolute best.