TEST DRIVE: BMW M2

BMW has a lot of great cars in its lineup, but if you want the model that best exemplifies the performance roots of the company and the lineage back to cars like the 2002tii and the first generation M3, look no further than the M2.

The M2, which is available in two-door coupe form only, received some updates in the 2025 model year that improve a car that was already exemplary.

Now in its second model generation, the M2 is on the bottom rung of the M car lineup in terms of price, positioned below the M3 sedan and M4 coupe (which are identical aside from the number of doors), but the performance gap between the M2 and the M3/M4 has all but disappeared.

When the current G87 generation M2 first appeared in 2023, BMW was careful to keep it distanced to some degree from the M3 and M4, even though the cars share the same drivetrain, including the three-liter turbocharged inline-six engine.

Now that it’s been around a few years, BMW upped the horsepower on the M2 for the 2025 model year to 473 horsepower, the same as the base model M3 and M4. Torque is similarly rated at 443 lb.-ft. when equipped with the automatic transmission and 406 lb.-ft. with the six-speed manual, which is still an option on this car.

You can also order the M2 with the optional M Carbon seats ($4,500) and the M Carbon roof ($2,600), which were previously offered only on the M3 and M4.

For now, you can still order the M3 or M4 with the Competition Package, which increases horsepower to 503 in the all-wheel drive models or 523 in the Competition Package xDrive models.

In BMW parlance, “xDrive” stands for all-wheel-drive, which is still a key difference that exists between the M2 and the M3/M4. You can’t order the M2 with all-wheel drive. Another key performance option available on the M3/M4 models but not on the M2 is M Carbon Ceramic brakes.

When comparing the M2 to the base model M3 or M4, the M2 now looks like the better buy. With an MSRP of $68,200, it’s $13,100 less than the M4 and $10,200 less than the M3 sedan, and it’s faster than both. The M2 can knock off 0-60 mph in 3.9 seconds compared to 4.1 for the M3 or M4.

With a curb weight of 3,867 pounds, the M2 is only around 37 pounds lighter than an M4, but it has a wheelbase that’s 4.4 inches shorter and the overall length is shorter by 8.8 inches. The smaller size, along with stiffer spring rates compared to the M3 and M4, all make a difference in the way the car feels out on the road when you’re behind the wheel.

The M2 may not appeal to everyone aesthetically with some of its design elements, but it has a much different design than the M4 coupe that it’s so closely related to.

For potential buyers who don’t like the huge grill on the M4, the M2 may be more appealing. The overall profile of the M4 is more graceful and the rear design is cleaner, but the M2 looks more purposeful and muscular.

Inside, the M2 cockpit is dominated by the large display screen, but BMW has done a good job of making everything intuitive and easy to use, though it does take some time to get used to where everything is in the menus.

Drivers can change settings for engine throttle response, chassis, steering and brakes, as well as traction control. Thankfully, there are two buttons on the steering wheel (M1 and M2) that can access customized programs chosen by the driver.

The M2 is certainly fast, but a lot of cars these days are fast in a straight line.

The quality that makes the M2 a great car is the way that the engine, transmission, brakes and suspension all work together to make for a great driving experience. Take this car on a twisty road that involves weight transfer and steering inputs along with hard braking and accelerating, and you’ll just know that this car was developed by engineers who really know what they’re doing.

The M2 feels alive and responsive on sports car roads, with impressive body control and a lot of grip from the front end when you turn into corners.

In the higher shift mode settings, the transmission is almost always in the right gear in automatic mode, though you can use the paddles for manual shifting as well. The brakes are strong and at first seem overboosted, but you quickly get used to the amount of pedal effort needed to scrub off speed or come to quick stops.

If there’s one area that could use improvement with the M2 driving experience, it’s the steering feel. The steering is precise, but as a driver you don’t get much feeling through the steering wheel. Most of the feel of the car and its connection to the road comes through the seat.

The M2 is also pretty versatile for a sports coupe. Put the suspension into Comfort mode and the M2 is comfortable on the highway, with a firm but well-damped ride.

Our car had the M Carbon seats, which are great if you plan to do track days or autocross, but the standard seats are easier to get in and out of and more comfortable for long drives. The trunk has a surprising amount of space, and the rear seat is tight but usable if needed. That being said, the M4 is the better option if you really think you’ll be using the back seat on a regular basis.

The M2 can easily stake a claim as one of the top two-door sports coupes on the market. It’s on par with the Porsche 718 Cayman GTS 4.0 when it comes to performance and is more versatile.

It’s also a better choice than the more expensive M4 unless you need all-wheel drive or plan to use the back seat often. If you want to move up to a more performance-oriented M2, BMW now has the M2 CS, which has the same engine as the M4 Competition xDrive model that makes 523 horsepower, and is more track-oriented. It will cost you more, of course.

We’ll see more of the M2 on the track next year as well. The new M2 Racing will likely be featured in the IMSA M2 Challenge class in 2026 that will be part of the VP SportsCar Challenge endurance races, and we’ll likely see entries in the SRO TC America series as well.

Although it’s called an M2, the M2 Racing uses the 2-liter turbocharged four-cylinder engine rather than the inline-six, which differentiates it clearly from the M4 GT4 EVO.