Rainer271
Kraftwagen König
- Messages
- 11,060
- Name
- Rainer
The BMW M2 is a high-performance version of the BMW 2 Series automobile developed by BMW's motorsport division, BMW M GmbH. As the 2 Series replaced the 1 Series coupé and convertible models, the first-generation M2 was marketed as the most basic M model in the range. Official website: BMW M
Rainer271
Kraftwagen König
- Messages
- 11,060
- Name
- Rainer
Subject to change.
Is it referred to my posting because of the contradiction "he" and "Betty"?
- Messages
- 10,047
Subject to change.
Long Beach Blue, and I'm 100% certain on the colour now.
-=Hot|Ice=-
High-Rev Hero
- Messages
- 2,151
- Name
- Mo
We got ours....and it lasted about two days. Sold last night.
as7920
Autobahn Adventurer
- Messages
- 886
- Name
- Mark
as7920
Autobahn Adventurer
- Messages
- 886
- Name
- Mark
They look like an after thought and don't appear well integrated.
I suppose they are functional?
- Messages
- 10,047
Not going for green?
Nah. Not sure I'm going to have the M2 long enough to justify getting it wrapped. It does look good though.
Not sure. On the public road though I suspect the only function they perform are cosmetic.
nikola1984
Kraftkurve King
- Messages
- 1,512
BMW M2 (2016) review
Published: Yesterday 17:20
Specs
Rivals
Other Models
Gareth Evans
Contributor and road test editor on our sister website Parkers.co.uk
full review of the BMW M2 in the magazine or on CAR+, but this week we were given the chance to drive it in UK specification for the first time.
For reasons we don’t entirely understand the opportunity took place in southern Spain, but these UK-plated, right-hand drive cars gave us a taste of the vehicles you’ll be seeing in dealerships very soon.
Considering buying one? The UK is the second-biggest market for M cars worldwide, so you’d better get in there quick: the current allocation is 1900 cars and they’re pretty much all already spoken for. That’s a bit of a shame, considering just how much fun the M2 is.
The not-so-difficult DCT decision
The car you receive very much depends on the gearbox you choose. As standard you get a six-speed manual borrowed from the M235i, albeit one worked over by the M division. Key changes include a new dry sump for its oil, different gear ratios, and modifications to other internal components in the gearbox – which are designed to improve the gear shift.
The resulting shift action is a dramatic improvement on the vague, notchy sensation becoming more and more prevalent in BMW cars these days. There’s still an element of lateral play in the gear lever, but it’s clear this gearbox is no afterthought. Its shift feels solid and precise, which makes snicking through the cogs a joy.
In direct contrast to the Porsche Boxster, the M2’s gearing is very short, resulting in lots of revs (and associated exhaust noise) in sixth when travelling at motorway pace. It’s a small price to pay, though; across country, when you’re rifling through the gears at the vast rate of knots, this on-the-boil feel simply bolsters the M2’s addictive nature.
Heel-and-no...
Just like the Boxster, there’s a rev-matching programme that blips the throttle when you change down (aping heel-and-toe), keeping the car stable and avoiding driveline snatch. Also, like the 718, you can only cancel this when you switch all the electronic assistance off. Obviously we had to do that to see what the raw experience was all about.
The resulting blast was a truly memorable experience. Rarely do we drive cars with such an accessible and enjoyable chassis. Think GT86 on steroids here: it’s a car that positively pines for oversteer at every corner.
Thanks to the talkative front end (when did electronically assisted steering get so feelsome?) you always know what’s going on, which affords you the confidence to employ your right foot liberally. There’s a microsecond of understeer when you initially lean on the strengthened chassis, but that’s easily fixed with the loud pedal.
Although the straight-six has a relatively basic twin-scroll blower, throttle response is incredibly sharp, and the electronically controlled rear diff – which ranges from being fully open to 100% locked – pushes the rear end around in a predictable and measured fashion. It eggs you on, breaking traction in a wonderfully progressive manner. All of this is aided by the 19-inch Michelin Pilot Supersports designed specifically for the M2.
Along with its sideways talents, if you want to drive it quickly and cleanly that’s possible too. The driving controls reward smooth and considered inputs, the pedals are beautifully spaced and the seats snug but comfortable.
I bet you’ve got to spec it to the nines…
Unlike most BMWs, optional extras aren’t really something the M2 needs. Our wishlist includes just two items, both dealer-fit from the M Performance catalogue: an Alcantara steering wheel (£649 - it’ll wear out quicker than the standard leather one, but it’s a nicer thing to hold) and a set of manually adjustable dampers.
The latter (£2221.92) can be tweaked for height, bump and rebound, offering the option of tailoring a set-up to your driving style or specific situations such as trackdays.
Not that the M2 needs any help in the suspension department. Its blend of ride and handling is imperious for a car of this type. Sure, we’ve yet to try it in the UK, but some of the roads around Malaga are just as poorly-maintained and damaged.
A comfy ride
The remarkable thing is how compliant it is. We were able to keep our foot firmly planted on the go-pedal on surfaces that would have unsettled almost any other performance car – including the M3/M4 combo. The damping is exceptional, tracking straight and true no matter which lumps and bumps are throw into its path. Off-camber corners with potholes followed by expansion joints? No worries. It eats them up.
There are no character-shifting adaptive dampers here, so nowhere for the chassis to hide, and M Division’s team have done a stellar job.
For those who want or need it, there is a twin-clutch seven-speed DCT available, which costs £2645. This is probably the one you want if you’re using the M2 as a daily driver. We didn’t enjoy driving it quite so much because having already sampled the manual, we knew there was so much we were missing out on by letting the car do the cog-swapping.
That said, you do get launch control and the unashamedly titled (and track-only, officer) Smokey Burnout Mode thrown in to sweeten the deal – and the car has far better motorway manners thanks to its extra ratios.
Verdict
If you’re one of the lucky people who have secured anM2, you’re not going to be disappointed regardless of your chosen spec. The drivers’ choice is the manual gearbox, but go auto and you’re not going to complain.
Either way it’s an exciting, engaging and incredibly desirable car that flatters you yet won’t let you down if you fancy a bit of fun. And we do. Regularly.
Up there with the best of M: CAR magazine's full 2016 BMW M2 review, CAR+ March 2016
Specs
Price when new: £44,070
On sale in the UK: Now
Engine: 2979cc 24v turbo straight-6, 365bhp @ 6500rpm, 343lb ft @ 1400-5560rpm
Transmission: Six-speed manual, rear-wheel drive
Performance: 4.5sec 0-62mph, 155mph, 33.2mpg, 199g/km CO2
Weight / material: 1495kg / steel
Dimensions (length/width/height in mm): 4468/1984 (inc mirrors)/1410
Published: Yesterday 17:20
- At a glance
- Handling5 out of 5
- Performance5 out of 5
- Usability3 out of 5
- Feelgood factor5 out of 5
- CAR's Rating5 out of 5
Specs
Rivals
Other Models
Gareth Evans
Contributor and road test editor on our sister website Parkers.co.uk
full review of the BMW M2 in the magazine or on CAR+, but this week we were given the chance to drive it in UK specification for the first time.
For reasons we don’t entirely understand the opportunity took place in southern Spain, but these UK-plated, right-hand drive cars gave us a taste of the vehicles you’ll be seeing in dealerships very soon.
Considering buying one? The UK is the second-biggest market for M cars worldwide, so you’d better get in there quick: the current allocation is 1900 cars and they’re pretty much all already spoken for. That’s a bit of a shame, considering just how much fun the M2 is.
The not-so-difficult DCT decision
The car you receive very much depends on the gearbox you choose. As standard you get a six-speed manual borrowed from the M235i, albeit one worked over by the M division. Key changes include a new dry sump for its oil, different gear ratios, and modifications to other internal components in the gearbox – which are designed to improve the gear shift.
The resulting shift action is a dramatic improvement on the vague, notchy sensation becoming more and more prevalent in BMW cars these days. There’s still an element of lateral play in the gear lever, but it’s clear this gearbox is no afterthought. Its shift feels solid and precise, which makes snicking through the cogs a joy.
In direct contrast to the Porsche Boxster, the M2’s gearing is very short, resulting in lots of revs (and associated exhaust noise) in sixth when travelling at motorway pace. It’s a small price to pay, though; across country, when you’re rifling through the gears at the vast rate of knots, this on-the-boil feel simply bolsters the M2’s addictive nature.
Heel-and-no...
Just like the Boxster, there’s a rev-matching programme that blips the throttle when you change down (aping heel-and-toe), keeping the car stable and avoiding driveline snatch. Also, like the 718, you can only cancel this when you switch all the electronic assistance off. Obviously we had to do that to see what the raw experience was all about.
The resulting blast was a truly memorable experience. Rarely do we drive cars with such an accessible and enjoyable chassis. Think GT86 on steroids here: it’s a car that positively pines for oversteer at every corner.
Thanks to the talkative front end (when did electronically assisted steering get so feelsome?) you always know what’s going on, which affords you the confidence to employ your right foot liberally. There’s a microsecond of understeer when you initially lean on the strengthened chassis, but that’s easily fixed with the loud pedal.
Although the straight-six has a relatively basic twin-scroll blower, throttle response is incredibly sharp, and the electronically controlled rear diff – which ranges from being fully open to 100% locked – pushes the rear end around in a predictable and measured fashion. It eggs you on, breaking traction in a wonderfully progressive manner. All of this is aided by the 19-inch Michelin Pilot Supersports designed specifically for the M2.
Along with its sideways talents, if you want to drive it quickly and cleanly that’s possible too. The driving controls reward smooth and considered inputs, the pedals are beautifully spaced and the seats snug but comfortable.
I bet you’ve got to spec it to the nines…
Unlike most BMWs, optional extras aren’t really something the M2 needs. Our wishlist includes just two items, both dealer-fit from the M Performance catalogue: an Alcantara steering wheel (£649 - it’ll wear out quicker than the standard leather one, but it’s a nicer thing to hold) and a set of manually adjustable dampers.
The latter (£2221.92) can be tweaked for height, bump and rebound, offering the option of tailoring a set-up to your driving style or specific situations such as trackdays.
Not that the M2 needs any help in the suspension department. Its blend of ride and handling is imperious for a car of this type. Sure, we’ve yet to try it in the UK, but some of the roads around Malaga are just as poorly-maintained and damaged.
A comfy ride
The remarkable thing is how compliant it is. We were able to keep our foot firmly planted on the go-pedal on surfaces that would have unsettled almost any other performance car – including the M3/M4 combo. The damping is exceptional, tracking straight and true no matter which lumps and bumps are throw into its path. Off-camber corners with potholes followed by expansion joints? No worries. It eats them up.
There are no character-shifting adaptive dampers here, so nowhere for the chassis to hide, and M Division’s team have done a stellar job.
For those who want or need it, there is a twin-clutch seven-speed DCT available, which costs £2645. This is probably the one you want if you’re using the M2 as a daily driver. We didn’t enjoy driving it quite so much because having already sampled the manual, we knew there was so much we were missing out on by letting the car do the cog-swapping.
That said, you do get launch control and the unashamedly titled (and track-only, officer) Smokey Burnout Mode thrown in to sweeten the deal – and the car has far better motorway manners thanks to its extra ratios.
Verdict
If you’re one of the lucky people who have secured anM2, you’re not going to be disappointed regardless of your chosen spec. The drivers’ choice is the manual gearbox, but go auto and you’re not going to complain.
Either way it’s an exciting, engaging and incredibly desirable car that flatters you yet won’t let you down if you fancy a bit of fun. And we do. Regularly.
Up there with the best of M: CAR magazine's full 2016 BMW M2 review, CAR+ March 2016
Specs
Price when new: £44,070
On sale in the UK: Now
Engine: 2979cc 24v turbo straight-6, 365bhp @ 6500rpm, 343lb ft @ 1400-5560rpm
Transmission: Six-speed manual, rear-wheel drive
Performance: 4.5sec 0-62mph, 155mph, 33.2mpg, 199g/km CO2
Weight / material: 1495kg / steel
Dimensions (length/width/height in mm): 4468/1984 (inc mirrors)/1410
- Messages
- 355
Supertest in Sport Auto: BMW M2 DKG
Power: 400 hp
Torque: 550 Nm
Weight: 1570 kg (52,3 / 47,7 %)
Tires: Michelin Pilot Super Sport
0-40 kph: 1,5 s
0-100 kph: 4,5 s
0-160 kph: 10,2 s
0-200 kph: 16,4 s
Slalom 18m: 71,4 kph
Braking (c/w): 36,7 / 34,1 m
Braking (200-0 kph): 134,2 m
Nordschleife: 8:01,3 min (partly damp track)
Döttinger Höhe: 258 kph
Hockenheim: 1:12,2 min (fastest stock BMW ever)
0-200-0 kph: 21,2 s
36m-Slalom: 137 kph
max. g-force: 1,30 g
Evasive-test: 153 kph
Aerodynamics: front: 16 kg uplift
rear: 12 kg uplift
Verdict: 59/100 points
Power: 400 hp
Torque: 550 Nm
Weight: 1570 kg (52,3 / 47,7 %)
Tires: Michelin Pilot Super Sport
0-40 kph: 1,5 s
0-100 kph: 4,5 s
0-160 kph: 10,2 s
0-200 kph: 16,4 s
Slalom 18m: 71,4 kph
Braking (c/w): 36,7 / 34,1 m
Braking (200-0 kph): 134,2 m
Nordschleife: 8:01,3 min (partly damp track)
Döttinger Höhe: 258 kph
Hockenheim: 1:12,2 min (fastest stock BMW ever)
0-200-0 kph: 21,2 s
36m-Slalom: 137 kph
max. g-force: 1,30 g
Evasive-test: 153 kph
Aerodynamics: front: 16 kg uplift
rear: 12 kg uplift
Verdict: 59/100 points
AdvEvo
Diesel Dynamiker
- Messages
- 620
I also have focus RS on order. I collect it this weekend. I can already tell you that an M2 is a better car allround.
I also like to have some 4wd drift fun. I hope it gives me what i am looking for. If not i sell it pretty quickly then. It will be no daily just 4wd drift fun and some snow slides
as7920
Autobahn Adventurer
- Messages
- 886
- Name
- Mark
I also have focus RS on order. I collect it this weekend. I can already tell you that an M2 is a better car allround.
I also like to have some 4wd drift fun. I hope it gives me what i am looking for. If not i sell it pretty quickly then. It will be no daily just 4wd drift fun and some snow slides
The RS replacing the RS3 Andre?
nikola1984
Kraftkurve King
- Messages
- 1,512
Similar threads
BMW M
BMW M GmbH, formerly known as BMW Motorsport GmbH, is a subsidiary of
BMW AG that manufactures high-performance luxury cars. BMW M ("M" for "motorsport")
was initially created to facilitate BMW's racing program, which was very successful
in the 1960s and 1970s. As time passed, BMW M began to supplement BMW's vehicle
portfolio with specially modified higher trim models, for which they are now most
known by the general public. These M-badged cars traditionally include modified engines,
transmissions, suspensions, interior trims, aerodynamics, and exterior modifications
to set them apart from their counterparts. All M models are tested and tuned at BMW's
private facility at the Nürburgring racing circuit in Germany.
Official website: BMW M
Official website: BMW M
