Test bench | BMW M2: concentrate of emotions

(Scottsdale, Arizona) With the M2, BMW gives relief to its catalog that some consider too smooth today.

Eric LeFrancois

special cooperation

The pleasure comes while riding

Designed as a manifesto dedicated to the pleasure of driving, the M2 is a return to basics. This BMW is based on clear-cut options. Aesthetes will love that it is rear-wheel drive and that the weight is contained. It invokes a rather modern vision of the automobile: no need to drive fast to have sensations.

It was before automatic transmissions, electronic aids, SUVs and (semi) autonomous driving. At that time and even more than today, at BMW, everything was organized around the driver. More precisely at the level of his buttocks. The chassis of a BMW was structured in such a way that the center of gravity of the car was located at the height of the point of articulation of the hips of its pilot. This had the effect of making us feel the movements better and keeping us alert to the slightest drift. Hence the English expression “drive with the bottom of his pants”. Gilles Villeneuve, who died 41 years ago today (May 8, 1982), would certainly have approved.

A “machine” to ride

The M2 belongs to that breed of automobile that makes you want to hit the road. Rather rare these days. The M2 is a “machine” for riding. Not to show off. Even less to bring the children on vacation at the seaside. The only concern of this car is to bring pleasure (or a form of learning) to whoever takes the wheel.

The M2 is neither a hybrid nor an electric. It only consumes gasoline. And that’s great on top of that. And, in view of its size, we are surprised that it absorbs so much. Even if you caress the accelerator pedal with your toes, the engine, a six-cylinder, seeks to express its speed, its character, but also its smoothness. At most, he will be criticized for his artificial sound and a certain numbness before the needle stings the 3000 rpm of the tachometer. This is where the fun begins.

This is the second generation of M2. The first, revealed at the Detroit Motor Show in 2016, has known two additional versions (CS and Competition) during its life cycle, with confidential distribution. Will these be repeated? Probably, but BMW officials won’t say anything. Even if you subject them to torture.

What should be remembered from this new model? That it occupies more space in the street than its predecessor, without being really more welcoming, however. Especially for the occupants of the rear seats where clearance is limited. And what else? That it is also heavier by a hundred kilos! See how lucky you are, since BMW is offering—for an extra fee, of course—to drive out some (no, not all) of them by opting for the $13,000 carbon package. This will lighten your load, too! But you might regret spending such a sum. As beautiful to look at as they are, the molded buckets included with this option provide substantially the same comfort as a horse saddle and are not suitable for long trips.

The new M2 envelops a more modern architecture, but there is nothing new about it. This is the platform that pretty much all BMWs (and Rolls-Royces) are made of today. Same for the engine. This is a restrained version of the house 3 L.

The power is more than enough, but the fun of the M2 really lies elsewhere. In its malleability to roll up the bends, in its ability to stop quickly or to accelerate frankly, will raise the purists.

For their part, neophytes anxious to perfect their skills (while respecting the Highway Safety Code) will especially retain the confidence that this M2 provides. But everyone will be sensitive to the possibility of setting up this vehicle according to their mood. In addition, to minimize the risk of distraction, it is possible to store your preferences in one of the two pull buttons on the steering wheel (M1 and M2).

The steering offers a decent feel. However, we have already experienced better with this manufacturer. Traction impresses – even in the rain – but looks horrible in winter with such low ground clearance.

Rare manual

A little “tape-ass”, I agree, this M2 fears for its tires (and its rims) when passing potholes that we still encounter too frequently with us. On the roads of Arizona, where this preview test took place, traffic was rare and clutches disengaged, just as much. The manual gearbox combines admirably well with the mechanics. The guidance is not as silky as that of a Honda, but certainly more pleasant than that of a Subaru and more frank than that of a Volkswagen. Never mind, the clutch requires a good calf. Automatic then? It does not entail an additional outlay and lowers the acceleration time by a bit. However, it has no (positive) impact on consumption. Prefer the manual before it disappears.

Anyone who loves the feeling of a balanced automobile, able to brake as quickly as it accelerates, should make an appointment with the M2. Especially since it could very well be the last.

Technical sheet

Ghostly

To crown the 50th anniversary of its sports subsidiary, BMW is reviving a mythical name: the 3.0 CSL. You’ll have a better chance of hitting the 6/49 jackpot than coming across this BMW on the street. The German brand will only produce 50 copies of this model, each of which requires 6 days to be painted. Like the M2, the 3.0 CSL only drives its rear wheels, but only through a manual gearbox. This is tied to the six-cylinder in-line whose power has been increased to 560 hp.

those years

The M2 is without a shadow of a doubt the spiritual daughter of the 2002 Turbo (1973-1975). The latter, however, required a very good steering wheel to draw its full potential. Powered by a supercharged 2.0L engine, the 2002 Turbo produced 170 hp and 181 lb-ft of torque. No ride aids, just 13” tires to keep it grounded and rear drums to brake their run.