2016 BMW M2 first first drive

To put this in perspective, the 425bhp M3 boasts 277bhp per tonne, while the 335bhp 1-Series M Coupé served up 225bhp per tonne.

The 343lb ft the engine develops between 1400 and 5560rpm is 62lb ft less than that of the M3 and 26lb ft lower than the 1-Series M Coupé. Still, an overboost function, which is activated during kickdown to liberate a full 2.1bar of boost pressure, temporarily raise the engine’s peak torque loading to 369lb ft between 1450 and 4750rpm for 30sec bursts of full-throttle action.   

The M2 comes with the choice of either a standard six-speed manual gearbox with an automatic throttle blip function for downshifts or an optional seven-speed DCT dual-clutch automatic gearbox offering the choice of both manual and automatic modes, three distinct driving modes (Comfort, Sport and Sport +), launch control and even a so-called Smoky Burnout function, which allows the driver to indulge in wheelspin off the line. With the DCT gearbox, the kerb weight increases by 25kg to 1520kg.

As on all existing BMW M division models, an electronic limited slip M-differential offering a fully variable locking effect comes as standard.

With the standard manual gearbox fitted, BMW says the M2 accelerates from 0-62mph in 4.5sec. A lower first gear ratio and the effectiveness of the launch control feature of the DCT transmission shaves 0.2sec off this time, reducing it to 4.3sec.

The M2 rides on a largely bespoke chassis boasting tracks that are increased in width by 64mm at the front and 71mm at the rear over the M235i, at 1579mm and 1601mm respectively. They’re essentially the same tracks used by the M3 and its two-door sibling, the M4.

Additional bracing between the suspension towers helps to boost the high-strength steel bodyshell's rigidity, and M division has also dispensed with rear bushings, with the M2’s rear axle subframe bolted directly to the structure without any use of rubber to dampen road shock.

In a bid to pare weight, some 10kg of sound deadening material has been taken out of the bodyshell. 

The driving environment is sound; the low-set driver’s seat provides a genuinely sporting feel while the multi-function steering wheel, boasting a thinner rim than has become the M Division norm, is adjustable for rake and reach. There’s sufficient space up front for larger drivers and passengers, and while access to the rear is restricted, there’s acceptable accommodation for two.

At this money, though, the overall quality of the interior is disappointing. The brittle back plastic adorning the dashboard and centre console looks cheap, as do other items, including certain controls and trims adorning the doors. For a car wearing the M badge you expect more sophisticated materials and a greater sense of occasion.

Doubts about quality dissolve the moment you hit the starter to fire the M2’s engine, though. The turbocharged six-pot delivers wonderfully smooth tractability and an extremely linear delivery without any discernible impediments from its forced induction. There is an enthralling mechanical richness to its operation that is not evident in the latest generation of similarly powerful turbocharged fours. Its flexibility at low-to-middling revs is also quite striking.

Nowhere is this more evident than when heading hard out of corners in second, third and fourth gears on a wide open throttle, relying on the power-apportioning qualities of the M differential to deliver just the right amount of drive to each of the rear wheels. Equally as impressive is its ability to accept higher ratios at low revs, easily accepting sixth gear at 1000rpm and pulling cleanly and with enthusiasm on a pegged throttle. 

The optional six-speed DCT gearbox is excellent. The sheer effectiveness with which it changes ratios allows you to unlock the full potential of the engine with no more than a reflex flick of your fingers.     

It’s well in the hunt on sheer straight line speed, and we can believe BMW's claim that the official 0-62mph time of 4.3sec time of the DCT-equipped M2 is a little on the conservative side. The nominal top speed is limited to 155mph. However, buyers can specify an optional driver’s package which includes altered engine management software, raising its maximum potential to 168mph.

More than the engine, though, it is the dynamic integrity that marks the M2 out as something special. Its handling is crisp, responsive and, when you’re prepared to go looking for it, adjustable, too. It’s a genuinely fun car to drive thanks to its deep ability and wonderfully neutral cornering qualities.

Sensible calibration of the traction and stability control systems and an electronic M-differential boasting its own unique mapping ensure you’re able to edge up to the limits of adhesion with great confidence, without too much premature intervention when running in the most dynamic of the three driving modes, Sport Plus.

The uniquely tuned electro-mechanical steering is reasonably light at lower speeds, imbuing the M2 with a likable ease of manouverability and responsive nature around town. However, the speed-sensitive system weights up markedly as speeds increase, providing a genuinely meaty feel when pushing along more challenging roads.

There is an immediate sharpness and a good deal of feedback just off centre, allowing you to place the compact two door with great precision, but despite the alertness, it never feels darty. Rather, there’s satisfying clarity to the way this latest M-car changes direction.

The way it can be made to string  together a series of tricky bends with such remarkable dexterity is at the root of its appeal and one of the reasons why M division is able to claim a Nürburgring lap time of just 7min 58sec – a figure that is just 12sec shy of the latest M3.

Crucially, the M2 is more tied down than the M235i – a car we already rate very highly. This allows you to push the M2 deeper into corners with greater conviction than you’d feel comfortable doing with some rivals. The balance is magnificent, thanks in part to the claimed 51% front, 49% rear weight distribution.

On smooth surfaces the M2 cornered with tremendous authority. There is some initial roll but it is quickly reined in and the body settles well when faced with increasing lateral force, providing it with outstanding poise up to the apex.

The sheer progressiveness delivered by the largely bespoke suspension makes it highly engaging. The front end provides plenty of purchase when you lean on it out of corners, being biased ever so slightly towards understeer if you begin to tap into reserves of the engine too early.