2016 BMW M2 |
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3.0 liter I6 turbocharged (3 65 hp @ 6,500 rpm, 343 lb-ft @ 1.400 to 5.560 rpm) six-speed manual (DCT seven-speed option), rear wheel drive 18 city / 26 highway / 21 combined (EPA Rating, MPG) 20 (observed, MPG) base price: $ 52,695 As tested :. $ 54,495 All prices include $ 995 destination fee |
for decades, BMW has worked hard to cultivate a reputation for performance of construction machinery that could hit above their weight categories. Although 02 is a well-regarded classic, and special approval M1 supercar is a good faith of his time, it was not until the beginning of the E30 M3 in 1986 as high performance road BMW cars really started find favor in the mainstream.
in recent years, BMW sought to recover some of that magic with E30 cars like the M235i and 1M ahead. While both models have their virtues, they fall short of the mark largely through an unidentifiable intangible element. Aft er a stint behind the wheel of the M2, I discovered that "fun" is this trait of elusiveness, because this car has in spades.
When it comes to the division M, fans tend to remember the past through a lens pink. But whatever the merits quantifiable, the original M3 set the tone for many road cars M coming -. One that included naturally aspirated motivation, exceptional maneuverability lightness, an emotional driving experience, and legitimate daily practice driver
Throughout the 80s and 0 million more or less continued to hold this implied promise, culminating with the M3 E46 and E39 M5. Both cars 3 and 5 Series increased in size and weight over the decades, but engineers M still had control of the reins. Cars resulting in general felt objectively better than their predecessors and have become standard bearers for high performance road cars outside the domain of exotic species. Things are progressing.
But something has changed in the basic philosophy of the division Mr. While cars continued to grow, so did their luxury content, and weight sidewalk grew alongside. BMW has sought to remedy this situation with more power. In so doing, M cars have started to change at a fundamental level. T he current generation F10 M5 serves as the culmination of this trend. With about 4,400 pounds to lug around, it is motivated by a twin-turbo V8 making 0 horsepower in its most powerful form, and the driving experience is more like riding a torpedo that wielding a scalpel.
In many ways, the M4 suffers a similar fate :. it leaves the driver feeling slightly disconnected from the road, instead pampered by luxury appointments and electronic assistance, while theatrics twin turbocharged trying in vain to deflect a question of
But none of it accurately describes the M2. It should, because it is also turbocharged and it weighs almost as much as M4 despite being significantly smaller. Yet the truth of the matter is that the M2 is one of the most well-executed car that the M Division has in a very long time.
Powertrain
Available with seven automatic DCT speeds used in the M3 / M4 / M5 or a manual gearbox with six speeds, M2 is fed by ubiquitous online direct injection six-cylinder engine BMW N55, versions that are used throughout the X4 aware M3 and M4. Here it is granted to 365 horsepower and 343 lb-ft of torque, the latter which is available from 1400 rpm and remains with you until 5560 rpm due in part to a single twin-scroll turbocharger.
BMW said the engine is able to get the 3,450 pound, manual equipped M2 to 60 mph from rest in 4.4 seconds (4.2 with DPT), and I would venture to guess that it is a conservative estimate. More importantly, with peak torque coming so low in the rev range, the turbo lag sensation is virtually nonexistent, and the engine feels responsive even when asked to dig a corner low speed or loaded double traffic slower on the road while lop along in sixth.
Almost as big a surprise is the fact that it sounds good too. When the M4 and M5 mechanically sound clinical and subdued, the exhaust note of M2 is significantly more hoarse. BMW seems to have got the message about the fake web through the stereo that sounds good car inside and out. We talk about the real engine noise here and no simulated nonsense.
Controllers recent BMW to-equipped manual have generally had a rubbery feel their rowing through the doors, and the M2 is not an excepti on to the rule, nor is the relative lightness of the clutch. But neither seemed to affect the car in a substantial way. Changes admirably felt positive enough with short throws. And despite the light clutch, the point of engagement was easy to identify and natural appeared almost immediately.
Exterior
BMW Astute fans will note that, despite the recent tendency of society to the convoluted naming pattern structure, M2 is a successor to 1M 2011. Although the proportions are similar, the M2 looks much more aggressive than its predecessor, but whether or not this is a good thing is largely a subjective matter.
But there is no doubt that he seems resolved, with bulging front and rear wings housing a meaty set of Michelin Pilot Super Sport rubber specifically designed, low, angular front fascia directing anger airflow, and a racy looking for quad exhaust tip installed at the rear.
But the main attraction here is the overall size of M2. It is only five inches longer than a coupe E30, its proportions and feel more in line with the M cars of yesteryear. The car seems tossable and, in turn, inviting to drive.
Interior
The cab of M2 is pretty standard fare BMW M car, although the inclusion of contrast stitching makes animating things a little. Seeing an honest to God handbrake between the front seats was a pleasant surprise. Even if it is an archaic design now, I still prefer the electronically controlled parking brakes, despite the fact that I do not plan to film a Gymkhana video time soon.
is comfortable with seating beautifully enhanced sports that offer enough adjustment to be comfortable for long trips, but you also keep in place during spirited driving. As expected, the rear seats are essentially a radia tion - there is virtually no leg room for any human being of normal size that you do not want to intense suffering. Again, the same is true with the M4 to a slightly lesser degree, so the practical compromise seems pretty minimal for the reduced size of the M2.
iDrive continues to be the worlds infotainment center BMW, and although the company has made significant improvements to the system over the years, it is still a love it or hate it proposition. If you are happy to use a swivel knob and a handful of buttons on the center console rather than take orders on a touch screen, you probably have no qualms with it. If this sounds horribly complicated for you, youll probably find you cursing at fairly regular intervals until you have acclimated to it and accepted your fate.
On The Road
"This thing would be an explosion at an autocross," I said while jambon- fistedly rushing down the twisty sections of Angeles Crest Highway. Its not a feeling I had about any other BMW that I drive in recent memory, but the fact is that the M2 is a hell of a lot of fun on an entertaining way, not just in "POWERRR!" Kind of way. pieces of the suspension essentially aluminum M2 - Pilfered parts bin M4 - surely play an important role h ere, although the M2 gets its own unique setting,
And the weight distribution around 50-50 the car deserves credit as well. . It feels really balanced, as if the mass is at the center of the car and down low.
But what is particularly striking is the relative lack of M2 features from the M4 actually make a nice car in most respects. For example, when the M4 has three weight settings different direction and none of them really feel special right, the M2 features not yet in this regard adjustment of land on a frame that perfectly weighted feel in almost every situations.
This "set and forget" approach seems to follow throughout the car, and the result is a BMW that is fun to drive right out of the box rather than you need to adjust to find the delicate balance right from a myriad of performance parameters (although the lack of an optional adaptive suspension system is a significant disappointment).
Bottom Line
I feel like the M2 should not be as good as it is. On paper, this car could easily be overlooked when purchasing performance cross-cuts in this segment. But again, is this true of some of the best performance cars that BMW has ever produced?
Starting at $ 51,700 before destination, the M2 is significantly cheaper than M4 while providing much more entertaining drive. And while you wait for the label of this press price car exploded with additional features, the Executive Package $ 1,250 (which includes a heated steering wheel, reversing camera, automatic high beams, Park Distance Control, and Active Deputy driving) is the only content here not included as standard - bringing the M2 price tag least $ 55K after all is said and done
Believe the hype: c .. M is the car we waited
[Images: © 2016 Bradley Iger/The Truth About Cars]
Disclosure :. BMW has provided the vehicle, insurance and a full tank of fuel for the purpose of this review
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