2023 BMW M2 First Test: We Knew It Would Be Good … But *This* Good?

BMW's 2 Series coupes, and the M2 in particular, have been rightly praised for their intuitive and engaging driving dynamics, more so than other models in the lineup. With the 2023 M2, BMW has made an already great performance car even better.

Let's take a step back to where it all began, before BMW designated odd Series numbers as sedans (such as the 3, 5, and 7 Series), and even figures as coupes (2, 4, and 8 Series). To minimize confusion, let's set aside, for now, how BMW broke that new tradition with the "Gran Coupe" suffix. The one-year-only E82 2011 BMW 1 Series M Coupe was the M2's ancestral experiment that went exceptionally well. BMW borrowed an engine and suspension/chassis bits from an M3, bolted them to the smaller 1 Series, and a star was born. After the 1 Series coupe became the 2 Series, BMW applied variations on that theme to the first-gen F87 (2015-2021) M2, in its initial "base" version; then to the Competition Coupe; and finally the 2020 M2 CS that we mused might be the best M car on sale. We had to wait until the excellent 2022 BMW M240i xDrive to get a whiff of what was to come for the latest M2.

The 2023 BMW M2 (G87 generation) borrows the M3/M4's S58  twin-turbo inline-six, tuned to 453 hp and 406 lb-ft of torque, or 9 more horses and the same twist as the previous M2 CS. It also gets those cars' optional eight-speed automatic in place of the previous version's seven-speed dual-clutch gearbox. As before, a six-speed manual is available.

Chassis components are also modified from the M3/M4, including the superb variable-effort/variable-ratio electric power-steering system. This M2 is 4.1 inches longer than its predecessor, 1.3 inches wider, and 0.3 inch lower. Its wheelbase is 2.1 inches longer, and track width increased by 1.5 inches at the front and 0.2 inch at the rear. There's a chunky increase of 321 MotorTrend-measured pounds over the M2 CS we last tested, and a whopping 499-pound increase over the original 1 Series M. The EPA estimates 19 mpg combined and an EV-like 260 miles of range, thanks to its tiny fuel tank. Yikes. Does longer, lower, wider, and heavier slow it down?

With its seven-speed dual-clutch automated manual transmission and launch control, the old M2 CS managed a very good 1.7-second dash from 0 to 30 mph. (Any time below 2.0 seconds is very good, especially with two-wheel drive). Also utilizing launch control but with an eight-speed torque-converter automatic, the 2023 M2 manages to beat that with a 1.5-second sprint. We found the sweet spot on the new 10-position traction control to be about 3-4 away from none, and even then the car easily roasts its rear tires. In the 0-60 run, the new M2 was 0.4 second quicker than the previous car, with a surprising 3.6-second time. Racing to 100 mph in 8.1 seconds, it beat the old by 0.6 second. This base 2023 M2 also beat the max-performance 2020 M2 CS in the quarter mile, 11.8 seconds at 120.3 mph to 12.2 seconds at 119.7 mph.

Braking performance was a bit of a head scratcher, but it might be down to tires. The M2 CS was equipped with optional $8,500 carbon-ceramic disc brakes, while the new M2 featured standard-but-sizeable M-spec iron rotors. The latter are now brake-by-wire, with no physical connection from the ABS pump to the brake pedal. Surely carbon-ceramics are better? Not so fast. We tested both cars on cool days (less than 70 degrees), so both needed multiple stops to warm tires and discs. It took two stops from 105 mph then four from 65 to 0 mph for the M2 CS's brakes to record the shortest stop (101 feet). Similarly, the 2023 M2 requires two stops from 105 mph and six from 65 to 0 mph to achieve its shortest stop of 100 feet.

What's going on? The M2 CS wore ultra-high-performance Michelin Pilot Sport Cup 2 tires (245/35R19 93Y front, 265/35R19 98Y rear). The 2023 M2's standard now-staggered-fitment tires are "mere" high-performance Michelin Pilot Sport 4S (275/35R19 100Y, 285/30R20 99Y). Although the Cup 2R tires are higher-performance summer tires, they're 1.2 and 0.8 inch narrower, front to rear. Collectively, there's almost 4.0 inches of extra rubber under the new M2, and that must help.

Speaking of contact patches, the new car's average lateral acceleration on the skidpad was 1.04 g to its predecessor's 1.02. Combine the latest M2's better acceleration, braking, and grip, and it's easy to understand how it managed a 23.5-second lap around our figure-eight course, beating the M2 CS's 23.7.

Additionally, the way the fresh M2 got around our 1/3-mile course is truly rewarding. The brake-by-wire system delivered expert-level feel so we could find the maximum deceleration possible, just under the ABS threshold. It also allows for confident trail braking. There's no doubt the electronic differential helped maintain a smooth arc because the car doesn't require any steering input after the initial turn-in—the M2 was supremely neutral. Sure, you can kick the tail out, but the BMW is supremely buttoned down, obedient, and trustworthy. It feels like a completely different thing compared to the versions that came before.

Highway ride and confidence on a winding road were not the previous M2's strong suits. That's all changed for the better. The new model's adaptive multi-mode dampers worked extremely well, even on the roughest roads and highways. Tightened down for a trip up a mountain road, the same certainty we felt on the test track translated directly to real-world driving enthusiasm. No doubt the longer wheelbase, wider track width, and all that good rubber on the road are worth the weight gain.

Starting at $63,195, the new M2's price isn't even close to cringe worthy. For a driver's car like this, it's a steal. Our car came equipped with a handful of general options; no performance-enhancing options were added, and it still outperformed the highest-performing previous versions of the M2. It can only get better from here. Watch for the 2023 M2 in next year's Performance Vehicle of the Year competition.