The G87 BMW M2 was one of our favourite sports cars of 2023. We swooned over its peachy turbocharged engine, craved the playfulness of its chassis, and appreciated how easy it was to explore its performance envelope. Luckily for the Bavarians, the M2 continues to swim in an empty lake devoid of true competitors. While the Audi RS3 is back with its raunchy 394-hp inline-five engine and quattro all-wheel drive (we haven’t driven it yet), it’s almost $2,000 more expensive than the M2 and lacks a manual gearbox. The 416-hp Mercedes-AMG CLA 45 4MATIC+ is $3,000 cheaper but slower than the M2, and it also lacks a manual gearbox. See where we’re heading with this? 

We are in the age of low-cost, high-achieving vehicles. Mind-warping acceleration is readily available to consumers at any price point but the focus on the driver is sorely lacking. The dexterity required by three pedals and a shifter, the reward from perfecting the rev-match downshift, and the connection by interacting with the M2 and extracting its potential make this a complete sensory experience. You have to work for your meal but the result is satisfying. In this lake, they all tread water effectively but only the M2 enjoys jumping in. 

We also see the Honda Civic Type R and Acura Integra Type S swimming in the distance but the price delta is enough to put them in another category. And realistically speaking, if you have your crosshairs on an M2, you’re likely keeping your distance from heavy, all-wheel drive, all-weather, cramped four-door coupes. Rear-wheel drive, H-pattern, and an inline-six are ambrosia for the gods, a formula as simple and as effective as E=mc².

The lack of meaningful rivalry means BMW can afford to rest on their laurels, hence the minor but still meaningful changes for 2025. The M2 receives a new engine tune courtesy of the M3, adding 20 extra horsepower. For the 8-speed auto variants, this results in an additional 37 lb-ft of torque, yielding a total output of 473 hp and 443 lb-ft (406 lb-ft for the manuals). That makes the manual M2 one-tenth of a second quicker from 0-100 km/h, done in 4.2 seconds, while the auto does it in four seconds flat. Inside, the M2 receives a new flat-bottomed steering wheel, an updated iDrive system (version 8.5), and carbon bucket seats are now a standalone option.

Is the added power noticeable? Within the confines and limits of city streets, no, but our answer might change with access to an unrestricted highway or high-speed track to unravel the extra horses in the stable. What’s more apparent after a recent stint in a manual M3, is that the M2 doesn’t feel that much quicker or eager off the line. It’s more balanced mid-corner and slightly more alert in its reactions, but it’s only 14 kg lighter than the G80 M3 and is about the same size as the F80 M3. Similarly, the numb and enigmatic steering leaves much to interpretation, and the bigger brother does feel heavier in the rear, though both slip so easily and progressively into a tail-led balancing act that if you blindfolded us (maybe not the appropriate analogy), it wouldn’t be an easy guess. So if you need an extra pair of doors and usable rear seats, the premium of an M3 can be an appealing alternative, and those who don’t require the larger footprint won’t feel like they’re missing out. Notably, the M2 is manufactured in Mexico, while the M3 is produced in Germany. Sources also tell us an xDrive auto-only M2 is on its way next year.

The S58 3.0-litre twin-turbocharged six is one of the all-time greats, a lionheart of an engine that delivers tidal waves of torque and emits a silky song that lives rent-free in our heads. Full throttle in third gear at 4,000 rpm is inline-six nirvana, a match made in heaven with the no-cost BMW six-speed manual. Of course, there are two schools of thought. If you value lap times and sheer speed above all else, the manual is not the ideal choice, but trust us when we say you can’t make a wrong decision here.

Those who have piloted a manual M car before won’t have to reprogram any muscle memory. From the rubbery feel of the shifter and moderate travel to the need for a deliberate shove into gear is a nostalgic throwback to operating an M car as far back as the E30 M3. Driven in isolation, the shifter is an absolute peach to operate but after experiencing the Honda’s precise short-throw shifter and Porsche’s pinpoint and glorious lever, this BMW feels notchy and long in its throw. Distinguishing between second and fourth gear is tricky to nail down correctly but it will automatically rev-match and we found this function genuinely helpful in slow traffic to reduce leg lethargy.

The shifter is situated close to the driver for quick action and the footwell is spacious for wide-leg choreography but we found the center armrest positioned too high for comfortable shifting, and an occupied cupholder can clash with your knuckles when shifting to the upper gates. The clutch pedal has a fair bit of travel and requires a strong leg to actuate. The deepest 20% of the pedal requires more strength than the latter 80% but the bite point isn’t difficult to find and is broad enough to avoid stalling. Like other M cars, you don’t have to depress it all the way to engage or disengage a gear either. It’s helpful that the wheel telescopes a significant distance, allowing drivers of any size or shape to find a snug driving position. Our only gripe is the lack of a circular tachometer. Instead, the M2 displays a slanted sliding scale that rises at an angle with the revs, so you have to purposefully stare at it and decipher the meaning. By then, the revs have already dropped. The head-up display makes up for it but none of the selectable graphics are easy to read or what we desire. 

Twilight Purple is a vibrant shade of Barney that’s bolder and more saturated than Thundernight, which you may have mistaken it for. The latter made its debut in the M240i. Twilight Purple is brighter and more vivid than Daytona Violet but like it and other metallic colours, lighting conditions greatly vary its perceived lustre. Here, it needs sunlight to truly bring out its unique shimmer and sparkle. Otherwise, in dimly lit parking garages or overcast skies, it appears much like the other purples in the palette. But no matter the shade, we still think the M2 is an odd mix of polygons and pixels that don’t gel well together, but we can’t deny its visual flair and geometric muscle. 

The smallest M car might also be the best M car but the M2’s substantial size and weight muddy the waters with its similar-performing brethren. The inevitable Competition or CS model might blur the borders even more. Nevertheless, we can’t fault such an effervescent and hugely charismatic sports car that delivers such a high level of engagement, especially in a field of anodyne competitors that value performance over involvement. Long live the six-speed.

Specifications:

Model: 2025 BMW M2 Coupe (G87)
Paint Type: Twilight Purple Pearl Metallic
Base Price: $78,300
Price as Tested: $91,750
Curb weight (kg): 1,730
Engine: 3.0-litre twin-turbocharged inline-six
Horsepower: 473 hp @ 6,250 rpm
Torque: 406 @ 2,650 – 6,130 rpm
Transmission: 6-speed manual
Engine & Drive Configuration: Front engine, RWD
Observed Fuel Consumption (L/100km): 15.2
Tires: Michelin Pilot Alpin 5; 275/35R19