I so badly want to complain about the BMW M2. I want to tell you that it is grossly over-styled; that it’s 1,000 lbs too heavy; and that its multiple gadgets and gimmicks distract from the actual experience of driving it. I want to ramble about how the price is too high and that the visibility is cave-like. But, I can’t quite bring myself to do it because the M2 is like your least favorite friend being the only one to show up to your birthday party. Parts of it may be annoying and flawed, but it’s a compact rear-drive, stick-shift sport coupe that you can buy new in 2025. And sometimes, just showing up is good enough.
The previous-generation M2 ran from 2016 to 2021 and became a favorite among enthusiasts who loved it for its compact dimensions, powerful inline six, and relatively light weight paired with the availability of a manual transmission. It was always going to be a tough act to follow.
This current generation is larger and heavier than its predecessor. Versus the original M2, the 2025 M2 has grown 4.1 inches in length, 1.3 inches in width, and it rides on a wheelbase which is 2.1 inches longer. That extra size has correlated to extra mass and the M2 weighs in 284 lbs heavier than before, totalling a hefty 3,814 pounds. That’s heavier than the V8-powered E92-generation M3 from 2007-2013! In fact, the “compact” M2 only barely has a weight advantage over the much larger, 3,830-lb BMW M4!
What powers the 2025 BMW M2?
- 3.0L twin-turbocharged straight-six making 473 horsepower
- Six-speed manual generates 406 lb-ft of toque, while the eight-speed automatic cars make 443 lb-ft of torque
To cope with that extra mass, the new M2 has a dramatically increased power output. For 2025, the 3.0L twin-turbocharged straight-six receives a power bump to a full 473 horsepower. Torque ratings are actually different depending on whether you are a smart person selecting the six-speed manual or a fool going for the eight-speed automatic. The automatic cars generate 443 lb-ft of torque while the manuals make do with 406 lb-ft to preserve the internals of the transmission and clutch.
There’s no denying that the M2 makes a ton of power and it certainly feels brawny when driven. Those two big turbos make for a meaty mid-range and they don’t quit as the revs near the red on the tachometer. The abundant mid-range torque and high-end shove make the M2 feel somewhat like a modern V8 muscle car in how it manages to accelerate hard out of any corner, from any speed. Able to complete the quarter-mile in the low 12-second range, this is a properly fast car.
And it’s a rare treat to be able to send all that turbo power to the rear wheels via a proper six-speed manual. The eight-speed automatic is standard and the manual is a zero cost option on the M2. Not all manuals are actually good but this is not one to miss. Modern manuals are often cursed with rev hang which slows shifts. They also have unnaturally long gearing, which helps fuel economy but hampers your enjoyment. That’s not the case in here! The six ratios in the M2 are closely stacked for your enjoyment. That means you can enjoy two or even three shifts on your way down the on-ramp before merging with traffic. The shift throws are long and somewhat vague in the classic BMW tradition. Clutch effort is surprisingly heavy and the travel of the clutch pedal is also longer than on most cars. It adds to the physical nature of driving this car and ups the feeling of driver involvement. Running that amazing six through the gears is pure driving nirvana. You have a powerful and responsive engine, a good old fashioned manual, and rear-wheel-drive. And you may wonder, what’s not to like?
Well actually, there’s a fair bit to not like. We’ll start with the exterior styling, which if I were being polite, I would describe as simply not as pretty as the previous model. But some meaner words come to mind. Words like overwrought and graceless. The most attractive feature of our M2 tester was the eye-catching Twilight Purple Pearl Metallic paint. It looks especially stunning on sunny days when the light can catch the deep metal flake effect in the paint. However, at $5,000, it is the single most expensive option on the car. A two-seat coupe is the easiest shape to make look attractive and yet BMW hasn’t managed it. (I think the entire BMW lineup is rather lost stylistically, but that is my personal opinion and many others may like the looks.)
Interior features in the BMW M2
What you can’t argue is that the M2 has grown larger and has rather little to show for it. Despite the bulging size, the rear seats are still just as decorative as they were before. Standing a towering 5’9”, I myself am too tall to fit comfortably in them. For a car that weighs as much as a V8 Mustang GT, I’d at least expect some adequately functional rear seats. Somewhat surprisingly, all that space seems to have gone to the trunk which is impressively spacious. Versus the previous car, front headroom is noticeably less at 38.1” vs 40.1”, and legroom is almost identical. The size increase has netted a gain in shoulder room from 54.4” to 55.9”.
And more so, an overall air of artificiality pervades the M2. The cabin is loud when you are at full-throttle but the noise seems to be coming from the speakers, not the exhaust. The car seems louder from the outside than it does from within the cabin. The steering feel is one of the most numb and digital I have experienced in a performance vehicle. I have driven video game racing simulators with better steering feel.
The gauges for speed and engine revolutions on the digital gauge cluster are configurable in multiple ways and they are easily legible in exactly none of them. The display features two arced vertical graphs on either side and a selectable smaller display right in the centre for secondary information. The centre display is clearly visible no matter where I have the wheel adjusted but the outer displays are obscured if I adjust the wheel to the most comfortable height for my driving position. What this results in is that I have a clear view of engine boost or my current song playing on Spotify, but to read my speed or engine revs I need to crane my head this way and that to peer around the oversized, chunky steering wheel. In all these ways and more, BMW has prioritized design and gimmickry over the actual sporty and fun character of the underlying car.
What competes with the BMW M2?
This was made painfully clear when I had the chance to sample a Toyota GR86 that our fellow road-tester Elle Alder was reviewing that same week. It was so refreshing to hop into a car that weighed a full 1,000 lbs less than the BMW. The steering felt alive in my hands, like I could tell you which side of the car just ran over a dime. The small tires and light weight made it playful in the corners, the shifter was more satisfying and the rear seats were equally useless. It was everything that BMWs used to be, once upon a time.
The 2025 M2 plays a different game. Where the GR86 has an intrinsic appeal with tactile joys, the M2 impresses outwardly with big power and performance numbers. It’s not quite as satisfying as the GR86, at least not in those small visceral ways. But how mad can I really be at one of the very last rear-drive stick-shift sport coupes on the market? The Challenger is gone, the Camaro is dead, Audi hasn’t offered a manual (in Canada) since 2018, and if you want something sporty with a stick from Japan, it will only come as a FWD sedan. All that’s left to choose from are dedicated sports cars like the Porsche 718 and BMW Z4 which have serious practicality drawbacks for everyday use or you can go with a booming V8 Ford Mustang though many BMW shoppers may find that a bit gauche.
If I sound too negative, let me clarify that the BMW M2 certainly delivers thrills and driving enjoyment. With enough room to run, it’s a proper treat to hear that six at work and to feel the rear of the car scrabbling out of corners. It’s good fun.
How much is the 2025 BMW M2 in Canada?
- The 2025 BMW M2 starts at $78,300 in Canada
But that fun does come at a price. The 2025 BMW M2 has a base MSRP of $78,300 but our test car had a few very pricey options which totaled up to $91,750. The most expensive options on the car were the purple paint at $5,000 and the $3,800 Premium Package. The Premium pack gets you LED headlights, park assist, premium Harman/Kardon sound, wireless charging, and a head-up display with augmented reality navigation. These are all pretty useful items and even though the option group is expensive, I think it’s worth it. Somewhat harder to defend is the $2,900 carbon fiber roof. It is pretty cool and it’s real structural carbon, not just an applique. BMW says it saves 13 lbs (6kg) over the standard roof, and weight taken from the highest point of the car is some of the most valuable. It gives the car a unique look but only if one looks closely, especially with darker paint colors. One option that I can’t recommend highly enough is the brushed aluminum interior trim for just $250. That money buys you real brushed aluminum which is cool to the touch and covers parts of the interior which would have ostensibly been black plastic. It feels premium and is a great bargain on the option sheet.
Final thoughts
It’s hard to be that grumpy about the M2. There are certainly quirks about the way BMW builds and designs it but by basic nature of its configuration, it’s already more fun than most other “sporty” cars one can buy today. I think the M2 would be most fun if driven on a racetrack with lots of room to let that turbo-six sing. If you’ve been debating buying an M2 or another car like it, my advice is to do it sooner rather than later. Because cars like this won’t be around forever.
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