Monterey, California – While much of the hype and fable that still surrounds the 2011 BMW 1-Series M Coupe is well justified, for me, it remains one of the few fast cars I’ve driven where so much of its appeal lies in the fact that it isn’t easily tamed. Indeed, with its squat stance and compact wheelbase, in a lightweight package powered by a 250 kW turbocharged six-cylinder engine, a lot of the exhilaration associated with driving the “1M” fast comes from the fact that you’re never quite sure of who, man or machine, is actually in control. It remains a car potentially brutally quick in the right hands, while in inexperienced hands … edgy.
Fast-forward four years and while the current M235i has been lauded for its seat-of-the-pants dynamics and fluid drivetrain, its unmodified, relatively conservative 2-Series styling struggles somewhat to adequately convey the sense of presence usually associated with an M-badged car.
The kind of presence, for example, that might be achieved by inflating the rear arches (say, by 80 mm), widening the front and rear wheel tracks (let’s go with 64- and 71 mm respectively), and bolting on a low, frantically-chiseled new bumper to the package. Include a set of M4-sourced 19-inch wheels at each corner (wider at the rear, of course) and a set of twin tailpipes protruding from the rear and you have the makings of a seriously imposing-looking car – a true M car.
Fortunately the new BMW M2 also has sufficient bite to match its bark and to this end features a reworked version of the N55 inline six-cylinder engine fitted to its larger M3/M4 siblings. Here, as opposed to twin-turbocharging in the 3, the smallest M car is fitted with a single (twin-scroll) blower. The result is 272 kW with 465 N.m of torque available from a low 1 400 r/min.
It’s the abundance of torque, especially, that is instantly noticeable. Able to swell to 500 N.m for short periods on overdrive it affords the M2 that much more flexibility when it comes to holding onto taller gears while rocketing towards the horizon. Granted, four flying laps around the legendary Laguna Seca raceway in an M2 fitted with the optional 7-speed DCT dual-clutch transmission (a six-speed manual ‘box is standard), a massively strong third gear proved ideal for sweeping through most of the 3,6-kilometer long circuit’s challenging corners, including the most famous Corkscrew.
Another highlight of the M2 package is its impressive levels of grip, most notably at the front end. Made somewhat stiffer than the M235i it’s the confidence that the front Michelin tyres will hold true course that allows you to not only carry prodigious speed into a corner, but also accurately seek out the apex. Like the 1M, there remains a level of respect that needs to be shown towards throttle inputs (especially while the front wheels are turned) but, unlike its forbearer, any resultant loss of rear traction is progressive and amply communicated, as opposed to swift and punishing. The standard fitment of an intelligent (active), electronic M differential plays a large role in assisting with this poise.
While various driving modes alter throttle and engine mapping modes to suit driving conditions, the absence of adaptive damping (like the absence of a carbonfibre roof) in the M2 package was deemed necessary in order to keep the car as affordable as possible to potential first-time M buyers. That said, while the car weighs 40-kilograms more than the M235i it would be a stretch to call it either portly or, indeed, slow off the mark. Likewise, while the M2’s default ride quality is suitably firm it remains compliant enough to cope with most daily commute road imperfections.
Is the M2 the best M car I’ve driven to date? With experience of both the E46 M3 CSL and, more recently, the SA-spec E92 Frozen edition it’s difficult to say whether the newest M can match either of those two in terms of exhilaration. But then both of those older cars featured heavily modified soundtracks to complement their respective performance levels. While BMW says there currently aren’t any plans for a lighter, meaner M2, perhaps a slightly more brash exhaust note (to heighten rather then necessarily improve on the current gruff tone) is all the fastest 2 needs in order to assume top spot in my outright M rankings. Either way, it’s easily my favourite modern M car and will take some beating should one of the limited number of South Africa-bound units still be available for our annual Performance shootout.
Look out for a full driving impression of the BMW M2 in the April issue of CAR magazine.