Road Test: BMW M2 Competition
Is the BMW M2 Competition just a drift machine, or is there more to it than big smoky slides?
WORDS: Mark Rose | PHOTOS: Dom Ginn
There’s both a comforting familiarity and wonderful simplicity to the cabin in the BMW M2 Competition. It’s an interior that first appeared in the F20 and F21 1 Series way back in 2011, and despite BMW’s best efforts to keep it looking fresh, there’s no escaping the M car’s connection to those early rear-drive hatchbacks.
You make do with one infotainment screen, a perfectly round steering wheel with a couple of paddles, manual speedometer and rev readouts, and one conspicuously placed traction control button. Sure, there are three different configurations for your steering weight, throttle response and gearbox ferocity – all of which can be adjusted individually – but importantly, there’s little to distract you from the job of driving the car. The chassis layout is also simple. Space for a twin-turbocharged 3.0 litre straight-six out front, drive to the rear wheels via a 7-speed Dual Clutch Transmission (you can also buy it with a stick), and an electronically controlled rear-differential. It’s a delicious little recipe that’s aimed squarely at people who like to have fun. Consider it the automotive equivalent of the double Vodka with Red Bull – not difficult to get your head round, but once you’ve seen a few off, you know what sort of night you’re in for.
But that’s not to say the M2 Comp’ is just a 2 Series with widened bodywork, a big engine and snappy gearbox. Much has been snatched from the M3 and M4 including front and rear suspension assemblies, a detuned version of the S55 engine with outputs of 404bhp and 406lb ft, and the carbon fibre strut brace from the bigger M cars. BMW’s aim has clearly been to add the best bits their M Performance division has to offer to their entry-level coupe in an attempt to capture the essence of the now legendary 1M – a car famous for being a BMW parts-bin-special that turned out to be one of the finest driver’s cars of its time.
Does it drive like a 1M? I couldn’t say because I’m yet to get behind the wheel of one, but what I can tell you is that that the M2 Competition is as much of a hoot as the spec sheet suggests. Aside from an adjustable chassis and a willingness to respond to your inputs, the most important aspect of any car that’s designed to be driven is how it communicates with you. Indeed, one of the first things that strikes you is just how chatty the M2 Comp’ is, and it’s this constant line of communication that lends the car its predictable nature. Turn the traction control off, apply some steering lock and get on the power; the M2 will rotate on demand. It doesn’t break away suddenly, instead, it transitions smoothly and then offers you options. Once you have your eye in, you can pick your angle and go, such is the adjustability on the throttle. If going sideways is top of your agenda, then the M2 will not leave you wanting.
Given its penchant for smoky drifts, you’d be forgiven for thinking the M2 Competition is a one trick pony, but the chassis balance is such that it can perform the neat and tidy routine just as competently. It loves to be grabbed by the scruff and hustled along a country lane. It turns in positively, grips tenaciously, and as you exit the corner the back comes round to meet you. There’s some roll in the chassis, but what it does is communicate how hard you’re working the tyres. The EPAS system also offers you feedback and never are you left second guessing where the front wheels are. The brakes are powerful, our test car came with the upgraded M Sport braking system – denoted by grey callipers – and the pedal feels strong even after hard use. Interestingly, the suspension isn’t adjustable, BMW instead choosing to run a fixed spring and damper rate. At first, I thought this was a missed opportunity for the M2 Comp’, but the setup walks a fine balance between a purposeful ride and not being too harsh for the public road.
In a world where downsizing is the industry norm’, the engine is a standout feature. There’s something about six-cylinders in a compact sports car that just works. The twin-turbocharged 3.0 litre straight-six offers abundant mid-range poke and then begs you to chase its 7,600rpm rev limiter. Apart from a little turbo-lag lower down in the rev range, the delivery is smooth, and running it out to the red line allows you to indulge in its glorious straight-six soundtrack.
Equipped with our test car’s 7-speed DCT gearbox, the M2 sprints to 62mph in just 4.2 seconds (4.4 for the manual), and the ‘box represented one of the biggest surprises of the package. For the final word in driver involvement, you want the 6-speed manual, but in its Sport + configuration, the Dual Clutch Transmission shifts so quickly that the engine may as well be bolted directly to your fingertips. BMW has worked hard to engineer immediacy in to the way the car reacts to input, and that relationship is apparent in the quality and speed of the gear change. I love a manual gearbox just as much as the next driver, but not once did I feel like I was missing out by not having one, and if you’re going to daily your M2 Comp’, then you’re likely better off with the DCT.
Day to day, it’s an easy car to live with. If you leave the gearbox, throttle mapping and steering weight in their Normal setting, the M2 will behave just like any other 2 Series. At speed you get some tyre roar in the cabin, but the upgraded Harman Kardon hi-fi soon drowns it out. Of more concern is the fuel consumption, I averaged 18mpg across my week with it and on an economy run I saw 29mpg. You’ll also get through rear tyres regularly, not because they don’t last under normal driving, but chucking cheeky slides as you come out of junctions is all too tempting. Despite the relative simplicity of the cabin, it’s well made with quality materials, and there’s enough M Performance branding to help it feel special. A particular highlight is the seat which is beautifully bolstered with plenty of adjustment. If you like your driving position low and snug, then you’ll love sitting in the M2.
With the exception of a Caterham Seven 620S/R, I can’t think of anything else in the M2 Competition’s price point that comes close to matching it in terms of outright fun – quite an admission coming from someone who swears by everything that rolls out of Crawley. You’ll need £51,510 before options to purchase one, and while that may sound like a lot of cash for a small coupe with four seats, consider it this way. With spec, an entry level Porsche 718 Cayman or Jaguar F-Type cost near enough the same, but they are strict two-seater sports cars. I’ve driven them both, and despite their individual merits, I’d put my money on the BMW M2 Competition every day of the week. There’s something about it that gets under your skin. Sure, it’s fast, fun and it brings out your inner yob, but most importantly it’s been designed for people who love to drive, by people who love to drive. What more is there to ask for?