Pure Fun
The 2025 BMW M2 is laser-focused on driving thrills. Sure, it has seating for a front passenger and rear accommodations for a couple of kids (or preferably a couple of bags, since this is hardly a family car). It even has a decent-sized trunk. But those things are more carryovers from the regular BMW 2 Series subcompact luxury coupe than integral parts of what this car is all about.
As the most affordable new BMW M car, the 2025 M2 coupe is still worthy of the badge and meets the high standards of the rest of the M stable. I could even suggest that it’s possibly the purest M car — because it’s the lightest, deploys rear-wheel drive exclusively, runs on gasoline only, and even offers a manual transmission. Our test car also came in a new-for-2025 metallic paint finish: Vegas Red. It’s a deep, rich hue that looks way classier than the city of the same name.
The Straights
Propelling this small-yet-mighty machine is a turbocharged 6-cylinder engine that cooks up a magnificent 473 horsepower and, in this test car, 443 lb-ft of torque. The reason behind that qualification is this particular M2 has the 8-speed automatic transmission. Getting to play with the 6-speed manual would have been great, but I’m hardly going turn down down a spell in an M2 just because it’s an automatic, am I? As it turns out, I ended up with more torque, because the stick-shift version is tuned for 406 lb-ft. Same horsepower, though.
The engine is smooth and rev-happy, and sounds wonderful even without hitting the sport exhaust button in the center console. I hardly listened to the Harman Kardon audio system, just because the M2 was making its own kind of music. Accelerating from standstill to 60 mph takes just 3.9 seconds in the auto version (add 0.2 of a second for the manual). I didn’t get the stopwatch out, but 30 mph to 70 mph is also the work of a moment. It seems the M2 is always quick enough for the situation, whatever that situation might be. And especially if that scenario involves a twisting road.
The Corners
The M2’s steering is so quick and responsive. The steering wheel even feels good in the hands, covered in Alcantara (simulated suede) for optimum grip. And the way the car attacks corners is remarkable. The front tires remain true to their intended course and the tail end follows them around so sweetly. The car behaves like a cohesive entity — an extremely talented one.
There are technical reasons for this, a big one being the M Sport rear differential, with continuously variable electronic locking. BMW says it “delivers directional stability, precise handling, and the transfer of engine power with virtually no loss of propulsion.” This is not mere corporate trumpet-blowing.
Usually when I read things like that, I think: “Oh yeah, you’re only going to notice the benefit of such hardware if you’re going really fast on a track.” Not true. Even going at normal speeds on regular roads by your Average Joe driver, the M2 still feels agile, grippy and incredibly capable. Putting the power down early at a corner’s exit is exhilarating.
Stop This Right Now
It might seem like a paradox, but quick progress requires good brakes. Generally speaking, BMW brakes are great. They feel confident and strong without being grabby. Naturally, an M car has its brakes made even stronger to handle the extra forces, yet they’re still not too fierce. The M2 is a fine example. Slowing down has never felt so good, or reassuring. It’s another layer of confidence in the entire car.
The Life of Your Ride
Such dedicated sportiness does make certain demands, however, and the M2’s precise handling comes about partly because of a firm ride — even though an adaptive suspension is standard. I don’t think this is going to be a deal-breaker, though, for the kind of person interested in buying a new M2 and knows what they’re getting into. They would probably find the M2’s ride quality bearable on an everyday basis, and definitely decide that it’s phenomenal for those special twisty occasions. The same goes for the front seats, which are not lavish with their cushioning, but shaped well for an ideal driving position, while providing plenty of side support. That said, the slim bucket seats in my test car are part of the optional Carbon package that also includes a carbon fiber roof. It helps keep weight in check.
Buttons
A couple of red buttons on the steering marked M1 and M2 allow drivers to set up their own preferences for the traction control settings. There’s also an intriguing button on the auto transmission’s shifter, next to the P (for Park) button. This is for the Drivelogic feature where drivers can adjust the transmission to delay its upshifts, so the engine revs higher.
It could be argued that having all this software dilutes or somehow sullies the purity of the M2 driving experience. It really doesn’t. I spent most of my time in the car not tinkering with any adjustments whatsoever and just getting on with an incredibly exciting driving experience.
