A year ago, I was genuinely impressed by the BMW M240i Coupe – to the point where I seriously considered it as the perfect successor to the Roadhunter-mobile. In an emotional moment, I even concluded that the 4 Series was pointless and that the then-upcoming M2 would probably be unnecessary.
Well… I was wrong on both counts.
In the meantime, the new M2 has arrived – the smallest model in the brand’s performance range. The car triggered mixed reactions among enthusiasts, mainly because of its “overweight” figure and controversial design.
We are testing the BMW M2.
Design
Let me start with my subjective opinion: the M2 is absolutely brutal. For me, there is nothing controversial about its design.
Yes, the front end is unusual. It almost looks like a prototype still in the design discussion phase, mainly because of the kidney grille shape and the lack of a traditional frame. From the rear, it can be slightly difficult to recognise as a BMW at first glance.
But the final result? It is fantastic.
The compact coupé has classic proportions, strong character, and those massively flared wheel arches make it stand proud in any daily situation. The “baby blue” shade – M Zandvoort Blue – highlights every contour and carries a subtle irony: yes, this is the baby M, but at the same time, it is a serious beast.
The M2 combines compact dimensions with athletic proportions. It is 5 cm wider than the standard 2 Series, and almost every body panel is different, clearly distinguishing it from the regular coupé.
Large air intakes underline the cooling needs of the engine and brakes. The compact boot-lid spoiler and the oversized quad exhaust pipes complete the aggressive look. The test car also features the optional carbon-fibre roof (approx. €2,700), which reduces weight by around 6 kg and adds visual drama.
Interior
Inside, the M2 feels unmistakably BMW. If you glance at the dashboard, it is nearly identical to that of the BMW M3 and BMW M4, as the smaller model is based on the larger platform.
In front of the driver sits the large curved display combining the digital instrument cluster and infotainment system. As I have mentioned before, it looks modern and elegant, but practicality suffers. The system is more complex than its predecessor and eliminates physical climate-control buttons. It offers endless options and M-specific displays – provided you have a free week to explore them.
The test car includes optional carbon-fibre trim (approx. €1,000), which enhances the sporty atmosphere.
I am a fan of the M steering wheel, especially the red M1 and M2 buttons that allow instant switching between personalised driving setups. Considering the extensive adjustability of suspension, steering, brakes and engine response, this solution is genuinely useful.
Build quality is good. There is quite a bit of plastic, but everything feels solidly assembled. Much of the interior architecture comes from higher-end BMW models. The rear seats are, realistically, suitable only for people without necks and legs – but that is expected in this segment. The 390-litre boot, however, is perfectly adequate for two people.
The sports seats are excellent, and the asymmetric blue and red accents brighten up the otherwise dark cabin. Large door pockets and practical storage compartments in the centre console add everyday usability.
On the Road
Under the bonnet sits the familiar 3.0-litre straight-six from the BMW M3, albeit slightly detuned. Output here is 460 hp, with maximum torque reaching 550 Nm. The eight-speed automatic transmission sends power exclusively to the rear wheels. A six-speed manual gearbox is also available – at extra cost. What times we live in, when you pay more for three pedals.
In terms of performance, the M2 accelerates from 0 to 100 km/h in 4.1 seconds and reaches 200 km/h in 13.5 seconds. Kerb weight stands at 1,725 kg – not exactly light. Especially when compared to its predecessor, which was 230 kg lighter. Many fans make that comparison, and understandably so. The weight increase largely stems from BMW’s decision to base the 2 Series on the larger 4 Series architecture. Honestly, if the choice is a “fat” M2 or no M2 at all, I will take the fat one without hesitation.
Enough numbers.
I start the engine. It wakes up with the familiar flare of revs and a deep growl, and I head toward the outskirts of Sofia.
Even in its most comfortable settings (the suspension is adaptive), the ride is distinctly firm over the city’s broken asphalt. Here, you need to be an enthusiast willing to accept compromises. The more modest BMW M240i Coupe is certainly better suited to everyday life. That said, aside from the firmness, the M2 remains manageable and easy to drive in urban traffic, and its configurable settings allow calm, stress-free cruising when required.
Once outside Sofia, I join the Sub-Balkan road. At steady cruising speeds, as with the M3, road noise becomes noticeable. The culprit is clear – extremely wide front tyres (275 mm). A bit more sound insulation would not have hurt. The car is already “on the heavy side” – what difference would another 20–30 kg make?
In its relaxed setup, the M2 allows genuinely laid-back driving along this scenic road. Press the throttle, however, and it surges forward with confidence, although the gearbox can feel slightly hesitant in automatic mode.
I leave the car in this balanced configuration for the first sequence of bends and apply generous throttle. Honestly, I am impressed by the stability. Yes, there are traction-control interventions, but far fewer than expected. It is easy to maintain a fast yet secure pace.
Then comes the next series of corners – time to explore the sportier settings. I avoid extremes, keeping traction control in the intermediate MDM mode, ready to intervene if necessary. With more throttle input, I enter the winding section with intent.
The short wheelbase makes the M2 alert and eager. It changes direction instantly and disguises its mass remarkably well. Steering is precise and quick. Now the gearbox responds with real urgency, delivering rapid shifts.
I am having maximum fun.
Despite its edgy character, the car remains predictable. The power output feels appropriate. In recent years, many sports cars have become excessively powerful in pursuit of Nürburgring numbers, sometimes at the expense of enjoyment. The M2 strikes a healthier balance.
And the best part? This speed is easy to control. The six-piston front calipers bite down on the large 380 mm discs with real aggression. Deceleration is seriously strong. To top it all off, the M2 sounds louder than the M3 from the exhaust, which adds significantly to the overall sense of euphoria.
I like it. I really like it.
Conclusion
In short, there is absolutely space – and need – for the M2 in BMW’s range.
Yes, the M240i is a highly capable machine that blends excitement with daily usability. But the M2 belongs to a different league. It is a focused, high-performance coupé for dedicated enthusiasts.
The BMW M2 grabs attention instantly with its widened body and aggressive stance. Once on the move, it delivers immense pleasure through direct steering, rapid responses, a loud exhaust and a near-perfect connection to the road. In fact, its compromised practicality only reinforces its purposefulness. It feels like the most focused BMW M model currently available.
Interestingly, beyond criticism about its weight, the M2 has received considerable negative feedback regarding its design. That reminds me of past reactions to the BMW Z3 Coupe. I would not be surprised if history repeats itself – and in twenty years, this generation of M2 becomes one of the rare and highly valued BMW models.
Eng. Tsvetan Iliev
