BMW M2

Is the spirit of the M3 making a comeback ? We uncovered all the secrets of the forthcoming BMW M2. As Munich continues to split coupe from saloon, it seems to us that the new M3 has now drifted(!) far away from the original concept of a compact, nimble, high-performance two-door, personified by the seminal E30 M3. Surely a smaller, cheaper model will help keep the fanbase youthful, and put the emphasis back on driving…?

Enter the M2, powered by a detuned version of the new ‘S55 B30’ 3.0-litre twin-turbo straight six that motivates the M4. Unlike lesser blown BMW six pots, the S55 uses two separate turbos ( one per manifold ) rather than a single housing twin scroll hairdryer hence its stunning knock-out punch. In the smaller car it’s set to produce 275 kW and 520 Nm, rather than the full 317 kW and 550 Nm, but should still prove ferociously fast.

Our sources suggest the six speed manual M2 will hit 100kph in 4.4 sec, while the seven-speed M DCT variant will launch control the sprint in 4. 2 just 0.1 sec behind its big brother and some 0.6sec faster than the M235i. The Porsche Cayman GTS is also left eating M2 dust, needing 4. 8sec to reach 100kph at its swiftest. The M2’s electronically limited 250 kph top speed can be cost optioned to 282 kph. Holy cow.

Much of the M4’s chassis tech also crosses over, with the M2 adopting the M4 suspension wholesale albeit with bespoke spring and damper settings and different bushings. This means aluminium for the control arms and wheel carriers, plus a carbon fibre prop shaft and Active M Differential with an electronic locking action variable from 0-100 per cent. Eighteen or 19-inch alloys cover M4 brakes, and the M2 is likely to feature a similar variable-rate steering set-up.

You’ll spot an incoming M2 by the width of its wings, as both front and rear wheel arches receive a muscular makeover to accommodate the upgraded chassis. More aggressive bumper treatment, a new bonnet, new lights, new mirrors and an M4 style grille think matte chrome kidneys with gloss black bars will lend further presence to the brawny Bavarian. Blue brake calipers are a given.

On the inside M2 drivers will be swathed in alcantara, stare at M-specific instruments and clutch a smaller diameter steering wheel the fat sausage-rim of which will be forgiven if the tantalising prospect of an integrated LED rev-counter comes to fruition. BMW already offers this as an M Performance accessory. Black headlining should lend a racy air, enhanced by new alloy and carbon trim packs.

So where’s the catch? Truth be told, the days of genuinely lightweight performance BMWs with silky-smooth singsong power units are either long dead or in suspended animation (as we all wait to see if BMW takes the ‘ i’ project’s featherlight carbon fibre tech mainstream). Instead we’re faced with the prospect of an M2 that will certainly be around 210mm shorter and 70mm narrower than The M4, yet some 200 mm taller and not that much lighter either.

The reduced profit margins inherent in a smaller vehicle mean there is less scope to deploy exotic weight reduction techniques the M2 won’ t get a carbon fibre roof, for example. So while the 1 572 kg M4 is lighter than the 1 585 kg 435i M Sport, the M2’s distended bodywork, extra oily bits and added bracing mean it’s likely to weigh at least as much as the 1 530 kg M235i. Once adjusted for spec, the on road difference between M2 and M4 could be as little as 15 kg. And impressive though the M4’s motor is especially in instant gratification terms compared with the highly strung 4.0-litre V8 of the previous E92 M3 what this downsized, more efficient turbo technology sorely lacks is the ability to deliver any kind of aural excitement. Spy videos we’ ve seen (and heard) suggest the M2 suffers with the same insipid flatulence, regardless of the number of tailpipes (the signature four, as it happens). And quite frankly, piping artificial exhaust noise into the cockpit is scant consolation, as far as we’re concerned.

Chin up. Unlike the preceding 1M Coupe, the M2 won’ t be a limited run model, and it’s set to start coming down the line in November 2015 though we will have to wait well into the new year for deliveries. The price is expected to split the difference between the R560k M235i and R1m M4. Not exactly a bargain but strong value for the performance especially when you consider that the slower, less practical Cayman GTS presently costs R998 000 k before options.

If that still doesn't toast your tyres, there’s more to come from the M2. Word is already circulating of its own mid life GTS variant, complete with carbon roof, M235i Racing inspired lightweight bodywork, deleted rear seats and more than 300 kW. Expect to pay considerably more, of course but that’s no hardship if you think of it as a limited edition ‘ CSL’ version.