BMW M2 review

Our opinion on the BMW M2

As modern cars grow ever larger and manufacturers engage in power wars that see engine outputs increase to ever-more hair-raising levels, it feels like the sweet spot in BMW’s M car family has shifted down a number, because while it was always the M3 that received most of the praise, it has now shifted to the M2. 

This two-door coupe has compact dimensions that work on UK roads, and they’re combined with menacing looks and a magnificent six-cylinder powertrain, resulting in a car which has an old-school feel – especially when paired with a manual gearbox – but with modern creature comforts. It’s our current favourite M car.  

About the BMW M2

BMW’s M division has a habit of producing excellent sports cars in a lineage that started with the M1 supercar, evolved via motorsport with the M635 and original M3, then hit the big time with later generations of M3, M4 and M5. Today, while the M2 is the entry-point to BMW’s high-performance range, it’s arguably the pick of the current bunch thanks to its accessible performance.

The latest M2 is the flagship of the 2 Series Coupe range, but the two-door model shares most of its running gear with the larger M3 and M4. The 3.0-litre twin-turbo straight-six is the same, but with a slightly lower power output, while there are a choice of manual and automatic gearboxes, although both send power to the rear wheels only.

Used - available now

2024 BMW

M2

17,176 milesAutomaticPetrol3.0L

Cash £59,950

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2017 BMW

M2

49,325 milesAutomaticPetrol3.0L

Cash £23,499

View M2

2020 BMW

M2

28,915 milesAutomaticPetrol3.0L

Cash £34,606

View M2

2020 BMW

M2

34,395 milesAutomaticPetrol3.0L

Cash £34,499

View M2

As well as carrying out a number of road tests of the M2, we’ve twin-tested the car against the Porsche Cayman GTS where it won thanks to its blend of pace and practicality. We’ve also put the car head-to-head against the Lotus Emira where its breadth of ability saw it come out on top again. 

BMW M2 prices and latest deals

Prices for the auto and manual-equipped versions of the M2 are the same, starting from just under £70,000. That might sound like a lot, but when the M3 is around £90,000, it’s actually relatively reasonable for a car that has nearly as much performance and is arguably more manageable on UK roads. If you’re after a discount, your best bet is to browse available models at the Auto Express Buy A Car service, where you can find finance deals to help you get behind the wheel of a BMW M2.

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There’s something of the old-school muscle car about the M2 – the BMW feels brawny and substantial, a car that needs to be grabbed by the scruff of the neck to get the most out of it. However, explore it further, and it manages to strike a fine balance between refinement and excitement, which makes the model a great all-rounder for the keen driver, too.

Performance, 0-60mph acceleration and top speed 

The key to the success of all of BMW’s best M cars is a brilliant engine, and the M2 gets off to an excellent start here. The latest G87 generation gets its own take on BMW’s S58-codenamed 3.0-litre twin-turbocharged motor, which is also used in the M3 and M4. 

An update in 2024 saw power increase by around 23bhp over earlier models, taking the total to 473bhp and 600Nm of torque, the latter available all the way from 2,700rpm to 5,620rpm. The torque figure applies to models with the eight-speed automatic gearbox; cars fitted with the six-speed manual are pegged back to 550Nm. But that lower maximum is spread even more widely, achieving those numbers between 2,650rpm and 6,130rpm. 

Look beyond the numbers, and the BMW’s engine is fantastic to use. At low speeds it’s responsive yet still tractable enough that it isn’t jumpy, while even before the engine comes on boost, that 3.0-litre capacity gives enough torque to help the M2 cruise around with minimal effort. 

Things get better when you start to explore the full 7,200rpm rev range. Revised throttle mapping introduced in 2024 succeeded in making the engine feel even more lively and responsive, and once the accelerator gets pressed closer to the carpet, the M2 launches forward with a strong, relentless shove. It’s accompanied by a great soundtrack, too; it doesn’t have the spine-tingling tone of BMW’s naturally aspirated six-cylinders of the past, but the rich yet angry growl certainly offers plenty of character in its own right.

The M2 CS is based on the automatic version of the standard car, but this has been tuned to make 523bhp and 650Nm of torque, which gives it an even faster 0-62mph time and sharper responses.

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Town driving, visibility and parking

At low speeds, the M2 is no more difficult to drive than a standard 2 Series Coupe. The steering is light enough to move into tight spots easily, while the array of sensors help to position the car at low speeds.

The automatic model is smooth when shuffling along in traffic, too. While the overall suspension set-up isn’t quite as firm as a Lotus Emira’s, there’s a regular fidgeting to the ride which never fully goes away, regardless of speed.

Country road driving and handling

What matters more for a car like this is how it performs on more open roads, and the M2 is a huge amount of fun. There’s a definite heft to its body – at 1,805kg, it’s barely any lighter than the larger M4 – but that mass is superbly controlled, only adding to an overall feeling that it’s a car that wants to be bullied through turns. 

Push it harder, and the M2 reveals a chassis that’s superbly balanced – with all that power, it’s as easy to influence the car’s direction with your right foot as it is the steering – and thanks to a shorter wheelbase and a little less mass than other current M cars, it’s also much keener in the direction changes. 

Grip levels are huge, too, enabling the M2 to cover ground at a serious rate. The suspension feels very well judged for British B-roads; there’s just enough give at higher speeds to shrug off severe bumps and cambers, rather than smash from one to the next. 

One of our very few criticisms with the M2’s dynamics comes from its steering. While it’s very responsive, there’s an almost woolly feeling to the rack compared with its rivals’. The Lotus Emira, Alpine A110 and Porsche Cayman feel more positive and accurate when you’re nudging their noses towards a corner. 

This shortfall on feedback also harms the driver’s confidence when using the M2 in damper conditions, because it’s hard to judge the limits of grip through the front axle. 

Motorway driving and long-distance comfort

Our only real gripe with the M2’s high-speed behaviour is that those fat tyres generate quite a lot of road noise. That aside, it’s excellent; supremely stable, with an engine that’s unstressed yet still pulls strongly in high gears, and impressive comfort – all of which add up to a car that makes a drive at 70mph feel so unfussed that you could swear you’re doing 10-15mph less.

“As part of the M Race Track Pack, buyers are given the M Driver’s Pack, which brings with it two features. The first lifts the M2’s top speed by a modest 5mph to 160mph. The second focuses on the driver. It’s a voucher to attend one of BMW’s M Race Track training courses, which aim to help owners hone their performance-driving techniques in a safe environment. With such a high- powered car – particularly one that’s rear-wheel drive – it’s an opportunity that every M2 owner should grab with both hands.” - Alex Ingram, chief reviewer

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That fairly chunky chassis and big six-cylinder engine add up to a car that’s not the most economical. When cruising on a motorway, expect around 33mpg, but in most other situations it’s thirstier than that. Our average of 25.6mpg is a more realistic sign of what to expect in everyday driving.

That’s not a bad return for a 473bhp super-coupe, but some rivals do better. The most frugal of those is the Alpine A110, but a Porsche Cayman’s flat-six can also top that; while running a GTS on our long-term fleet, we averaged 27.1mpg

Insurance groups

It’s always worth shopping around when searching for a car insurance quote, and that’s never more relevant than when covering a performance car with high insurance costs. The M2 sits in group 42, irrespective of gearbox choice, while the CS model is in group 45.

Tax

The M2 sits in the maximum 37 per cent Benefit-in-Kind tax band, so the lower emissions of the auto model offer no savings. Only the most committed of fans will be taking one on a company-car scheme – annual contributions of almost £10,000 are on the cards for those who can get one through their work.

Depreciation

The M2 has some of the best residual values of its closest rivals, with the Competition model holding on to 58 per cent of its value after three years when paired with the auto gearbox – manuals maintain closer to 54 per cent. The A110 is better still at resisting depreciation (62 per cent), but the BMW’s figure puts the M2 marginally ahead of the Ford Mustang and well clear of the Lotus Emira.

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The M2’s well finished and tech-laden cabin lifts the standard ambience beyond the regular 2 Series with a range of performance touches.

Interior and dashboard design

Inside, the M2 gains a few specific features that underline its position as the flagship 2 Series model. These include a performance steering wheel, with M colour stitching and red ‘M’ buttons to allow the driver to switch between pre-selected drive modes. A red starter button sits in the centre console beside a stubby gear selector. The M Race Track Pack adds carbon-fibre trim on the dashboard and steering wheel to bring an extra sense of motorsport purpose.

Materials and build quality

BMW buyers will always demand flawless build quality, and the M2 scores very strongly for fit and finish. If we’re being hyper-picky, then perhaps the plastic air vent trims don’t feel as classy as the milled aluminium parts fitted to the revised 1 Series models, but there’s a solid feel to the rest of the cabin that’s a cut above any of its rivals.

Infotainment, sat-nav and stereo

Viewing the bank of digital displays ahead of the driver will be alien to some sports-car fans – the M2’s in-car tech feels more luxury car than rapid coupe, but it’s all very easy to work with.

For some time, BMW’s infotainment systems have been the class leaders, and despite one or two changes that we feel have taken the shine off, the same applies to its Operating System 8.5 on board the M2. 

We’d like to see physical climate controls, but at least the on-screen keys are large enough to use without too much mucking around. The clickwheel and surrounding shortcut keys are great for flicking through menus when you’re on the move, because muscle memory can help you locate your desired menus.

"For those disappointed by the relative lack of exterior personalisation in the last generation of BMW M2 will be happy to know there’s a much wider range of colour and wheel choices with the latest. This includes a total of 10 exterior colours, including Sao Paulo Yellow borrowed from the M3 and M4, plus a striking Zandvoort Blue." - Alex Ingram - Chief reviewer

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Although it’s billed as a coupe, the M2 is essentially a two-door saloon. While you lose some of the sleek kerb appeal you normally associate with this kind of car, you benefit from a decent dose of practicality.

Dimensions and size

While the BMW M2 is larger than a Lotus Emira or Alpine A110, in reality it’s a totally different configuration to those two machines. The only other car that’s similar in execution is the Ford Mustang with its fastback shape and four-seat layout. Otherwise you’re looking at larger coupes such as the BMW 4 Series/M4 or Mercedes CLE.

Seats & passenger space

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There are some things to admire about the M2’s driving position, but there are as many factors that can irritate. There’s lots of adjustment in the seat, and an almost saloon-like roofline gives better rearward visibility than many rivals, especially those with engines behind the driver. 

Conversely, those mid-engined alternatives such as the Lotus Emira, Alpine A110 and Porsche Cayman have much lower bonnet and dashboard lines, which gives them a better view of the road ahead than the BMW’s high dash. That gives those competitors both a benefit in town and when driving quickly, because it makes it easier to aim for a corner apex.

But the BMW’s wheel rim is too thick, which makes the steering as a whole feel less precise, and the wheel doesn’t quite adjust as low as we’d like. We’d avoid the optional carbon-backed seats, too; there’s a large hump in the middle of the seat base, which is supposed to help brace the driver’s legs during hard cornering. But those with chunky thighs, or those who like to left-foot brake – or both – will find it constantly in the way. The standard seats are a much better choice. The driving position is slightly offset, though, with the steering wheel a little to the right of centre of the seat, and the pedals even further to the right.

Large front doors make it easier to squeeze into the back than you might expect. Once settled, there’s a bit more room than in the previous M2, but it won’t comfortably seat four large adults – a Mustang is a little more spacious. Yet the BMW is a far more versatile option than its two-seat and 2+2 rivals.

Boot space

By the standards of high-performance coupes, boot capacity is great. The total volume is 390 litres, which is about the same as you get in a VW Golf, although the saloon-like loading aperture makes it less useful than a hatchback. However, you can fold down the rear seats in a 40:20:40 split if you want to load longer items.

“I drove an M2 to Le Mans and back, and it actually proved to be a dependable long-distance cruiser. There’s plenty of room for two, and the back seats make it easy to store items close to hand while you’re driving, plus the boot was big enough to store a two-man tent and a decent amount of luggage.” - Dean Gibson, senior test editor

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Euro NCAP hasn’t subjected the M2 itself to any crash and safety tests, but it has assessed the closely related 2 Series Coupe – and the result is a four-star rating. Its scores of 82 and 81 per cent for adult occupant safety and child passenger protection, respectively, were good, but the standard car scored only 67 per cent in the Vulnerable Road Users category. 

BMW’s range as a whole notched up an impressive eighth place overall (out of 31) in our Driver Power 2025 manufacturers’ standings. As with other BMW models, the M2 is covered by the firm’s three-year, unlimited-mileage warranty, plus three years’ breakdown cover. BMW lets buyers select a fixed-price service package when ordering their M2. It spreads the cost of routine maintenance over monthly payments for the duration of the plan.

• Best buy: BMW M2

With the auto and manual models listed at the same price, it’s up to you which you’d prefer. The auto actually suits the car quite well, so isn’t a downgrade when compared with the manual. We would avoid the optional sports seats as well. 

BMW M2 alternatives

In many respects, the BMW M2 sits in a class of one because you simply won’t find another two-door, four-seat coupe with rear-wheel drive and a powerful straight-six engine with nearly 500bhp.

Still, there are a couple of alternatives that aim to rival the BMW’s mix of dedicated driving thrills and explosive performance. One of the best is the Porsche Cayman GTS 4.0-litre, which combines a howling naturally aspirated flat-six motor with beautifully balanced mid-engined handling. However, with only two seats it’s less practical, plus it costs around £10,000 more to buy, plus it’s no longer available to order new.

If a mid-engined two-seater appeals, then the Alpine A110 and Lotus Emira also fit the bill. As with the Cayman, the A110 is going off sale, but the Emira is still available with either a Toyota V6 or a 2.0-litre turbocharged engine that’s shared with the Mercedes-AMG A 45 S, which is also similarly priced to the M2.

The A 45 S is more hot hatchback than classy coupe, and its 415bhp turbocharged four-cylinder engine can’t match the BMW’s for aural drama, but with four-wheel drive, it’s fractionally faster from 0-62mph and serves up acrobatic agility in the corners.