The new M2 is for BMW’s biggest fans; it’s also the beginning of the end

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Conspiracy-minded car enthusiasts – which is all of us – might wonder whether BMW is rolling out the all-new 2023 M2 as an apology, some kind of penance for the controversial M3 and M4 with their buck-tooth grilles that are hard on the eyes.

The 2023 M2 is more aesthetically pleasing and appears to offer everything oil-stained enthusiasts and old-school BMW fans have been clamouring for. It’s as close to a modern take on classic M3s from BMW’s golden era in the 1990s and early 2000s as we’ll ever get: compact, rear-drive, stick shift, straight-six motor, perfect. *Chef’s kiss*

Adding fuel to the conspiracy theory is the revelation from BMW’s engineers that this new M car is essentially a remix of M3/4 parts, taking the same platform, engine and suspension. Was the M3/4 too radical? Is the M2 a do-over, a return to more traditional design?

No. The truth is the new M2 is just good business.

The first-generation M2 was the best-selling single M car globally in the lineup, notching around 60,000 sales between 2015-2022, so there was no doubt it would have a successor. In fact, sales of the outgoing M2 could’ve been even higher were it not for the fact it had to be pulled from the European market early because it couldn’t meet the latest emissions standards, said Franciscus van Meel, chief executive officer of BMW M, the automaker’s high-performance brand.

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Nevertheless, business is booming for M. Last year, on the occasion of M’s 50th anniversary, the company posted record sales of 177,257 vehicles worldwide, up 8.4 per cent from 2021. That puts M nicely ahead of arch rival Mercedes-AMG, which sold 137,700 vehicles last year.

Asked if the new M2 marks the end of an era, van Meel said, “personally, I think so...Regulation is quite clear. In Europe it is very clear, and the U.S. also has regulations from 2030 on that requires a huge amount of electric vehicles. So, the path is already written.”

By the time this second-generation M2 is discontinued, sometime around 2030, the vast majority of BMW M sales are expected to be pure EVs, according to a presentation by van Meel.

In other words, the new M2 is likely the last of its kind. Is it a worthy goodbye to straight-six engines, stick shifts and classic little gas-guzzling, driver-focused BMW coupes?

We drove this car only on the road under the watchful eye of the Arizona Highway Patrol – not on a racetrack where the M2 belongs – so a definitive verdict will have to wait. That said, first impressions are promising.

Make up your own mind on its looks — I love it — but after a few kilometres it’s clear this is a more serious, more mature car than its predecessor. This M2 is larger and less twitchy, less likely to smear its rear tires across the tarmac at the slightest provocation. It has a much more planted feeling when powering out of corners, despite having more power: 453 horsepower and 406 lb-ft of torque from the same three-litre twin-turbo straight-six found in the M3/4.

On an undulating ribbon of tarmac through the vast desert north of Phoenix, south of the Grand Canyon, this periwinkle M2 felt rock solid. The steering was quick, with little body roll as the car changed direction. Tossed into sharp corners, the front end was almost magnetically attracted to the road, refusing to slip. That’s likely because of the greater width of the new M2, a result of borrowing a suspension from its bigger siblings. The stretched-to-bursting wheel arches are obvious visual clues that this is no normal 2 Series; it’s a design cue that calls back to the original 1986 M3.

Despite its newfound refinement, the M2 still rides like a serious sports car. On a long and uneventful stretch of Arizona highway, the M2′s cabin filled with road noise. What little calm there was, was punctuated by a ride that sent ruts and ridges through the lightweight carbon-fibre bucket seats. (These optional thrones are also taken right out of the M3/M4 parts bin.)

Adaptive dampers are nice to have as standard, but more ride comfort in “Comfort” mode would’ve been welcome, even if it came at the expense of body roll.

The added grip, traction and firm suspension helps the M2 post faster lap times, but day-to-day, on the road, I can’t help but miss the twitchy nature of the old M2 Competition and M2 CS. They made a more exciting first impression, but we’ve yet to get the new M2 on track so perhaps that judgement is premature. Of course, any betting person would put money on there being a CS version of the new M2 at some point before it retires in 2030. This is just the beginning of the new M2, and also the beginning of the end for old-school M cars.

Tech specs

2023 BMW M2

• Base price/as tested: $76,500/$90,000 (estimate)
• Engine: three-litre twin-turbo straight six
• Transmission/drive: eight-speed automatic or six-speed manual/rear drive
• Fuel consumption (litres per 100 kilometres): 14.3 city, 10 highway (six-speed)
• Alternatives: BMW M240i xDrive or i4 M50, Mercedes-AMG CLA 45 or C43 coupe, Porsche 718 Cayman, Jaguar F-Type, Toyota Supra, Chevrolet Camaro ZL1, Ford Mustang Mach 1, Lexus IS 500

Looks

An optional carbon-fibre roof shaves 6 kilograms off the car’s hefty 1,725-kilogram total. It’s bundled into a $13,000 package that includes carbon bucket seats and a one-day performance driving school.

Interior

Unlike many compact sports cars the M2 has usable rear seats, a major plus if this will be your only car.

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Performance

The notchy action of the manual shifter is good, not quite as raw or mechanical as the shifter on Honda’s new Civic Type R, but still a pure joy to use. For me, the six-speed would be a must-have. Acceleration to 100 kilometres an hour takes 4.1 seconds with the automatic or 4.3 with the stick.

Technology

The active M differential is standard, as is M dynamic traction control with 10 levels of intervention. The Drift Analyzer is for track-driving only, please. In the cabin is BMW’s latest widescreen infotainment panel. The graphic interface isn’t as intuitive to use with the rotary iDrive controller as before.

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Cargo

Trunk space is a healthy 390 litres, but the rear seats can fold down for more space if needed.

The verdict

The new M2 is fan service for BMW M’s most loyal followers, and likely among the last great gas-only BMWs.

The writer was a guest of the automaker. Content was not subject to approval.

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