While the M3 Sedan and M4 Coupé are the BMW M cars that naturally receive the most attention, the M2 deserves more time in the spotlight, particularly because it counters an issue that is increasingly plaguing the automotive industry.
Cars are getting bigger, even the once small and nimble sporty varieties among them. The current M4 Coupé is longer and wider than the original X5, just for comparison. That’s where the M2 Coupé, finds the sweet spot. It matches the 2008’s E90 M3 for length.
It measures 4580mm, while sitting slightly wider (+55mm) and lower (-44mm). Combine that with a fairly normal-sized kidney grille and a widebody-esque stance compared to the regular 2er, and it looks as though BMW is on to a good thing here.
The M2’s 2025 update brings with it a number of welcome changes, particularly because the majority are under the skin. It’s available in a sole specification level with either a six-speed manual or the eight-speed M Steptronic automatic tested here.
Pricing starts at $126,300 before on-road costs either way. Both variants have been given a power boost for ’25, with an additional 15kW lifting its 3.0-litre twin-turbocharged straight-six to a punchy 353kW, identical to the non-Competition M3 and M4.
The auto offers more bang for your buck when it comes to torque, with it also gaining an extra 50Nm, taking it to an Earth-rotating 600Nm, while the throttle mapping has also been revised for greater responsiveness.
As a result, both see a one-tenth reduction in their 0-100km/h sprint time: 4.2 seconds for the manual, 4.0 for the auto. Both are still rear-wheel drive, which in this writer’s opinion is just the way it should be.
Beyond extra oomph, the visual changes in this update are subtle. Well, that’s aside from the Sao Paulo Yellow paintwork of my tester, which is one of four new hues for the M2 that includes Portimao Blue metallic, Fire Red metallic and Skyscraper Grey metallic.
There’s also a new alloy wheel design – with staggered 19-inch front and 20-inch rear rim diameters remaining in recent M car fashion – and a new flat-bottomed steering wheel, which now comes with a red “12 o’clock” marker and a leather or Alcantara finish.
In keeping with the rest of BMW’s range and the car industry more broadly, there’s been a further reduction in physical switchgear, although the updated BMW Operating System 8.5 infotainment system is fairly intuitive.
The resolution on both the 12.9-inch instrument display and 14.9-inch central ‘Control Display’ is nice and crisp, too. Credit must be given to the M2’s seats in particular, as they are among the most supportive we’ve come across of late.
Adjustable side bolsters mean you won’t be slipping around when you drive it the way it was intended – i.e. with a lot of vigour. If you’re worried about your kids wanting to come along with you in this smaller M coupé, there’s plenty of room in the rear as well.
Indeed, it’s only once you flick the little red ‘M1’ and ‘M2’ drive mode tabs on the steering wheel that it all becomes clear with the M2, and the fact this is one serious driver’s car. It’s capability includes 10-stage traction control, a lap timer, and even a ‘Drift Analyser’.
Put simply, this is one serious bit of kit. Perhaps the best word to describe the way it drives is unflappable, as any mistakes you make, it seems to sort out perfectly. The auto’s extra torque means exiting corners a gear too high is no issue either.
The tail stepping out is controlled superbly by the intuitive traction control system when left in its lower-interference settings, while the chassis remains perfectly flat with just the right amount of give.
Even the brakes took an absolute beating after miles of zig-zag driving, never once showing any signs of fade. The power delivery, in typical BMW fashion, is as smooth and progressive as you like, making such intense driving easy.
You can simply ride the wave of torque through its mid-range to keep things smoother, but it’ll happily let you explore its newfound 353kW when you’re wringing it out to the redline. That said, if you’re planning on using this as a daily driver, it’s certainly agreeable.
Its relatively compliant ride quality and smooth low-end torque works well, although the automatic transmission has clearly been tuned for harder driving, given its very direct and punchy shifts.
Given its size, though, it’s easy to manoeuvre even in a bigger city like Melbourne. When you consider that a standard M4 Coupé with rear-wheel drive and a manual gearbox is priced at $168,700 before on-roads, the M2 looks like the bargain of the century.
That’s especially so given its identical power output (and extra torque for auto buyers). It mightn’t get the same sort of attention – unless you opt for Sao Paulo Yellow – but it does hit all the right BMW ‘ultimate driving machine’ notes.
If you value a pure driving experience above all else, the M2 is genuinely hard to look past. You can find out more on the BMW Australia website or by talking to your local dealership.
To get a low rate finance quote, talk to Credit One, Australia’s best reviewed car finance broker. To see a great range of vehicles for sale, check out OnlyCars.com.au.
Our test vehicle was provided by BMW Australia for independent review purposes.
