The BMW M2 CS is regarded by many as one of the best cars ever to come out of the Motorsport division’s capable hands. What’s not to like about it, after all, as it embodies a perfect recipe that BMW has been working on for years. It’s a small, light, 2-door coupe, with a powerful straight six engine under the hood and rear-wheel drive. Well, for some, the standard power levels might not be enough.
Fret not though, as the people from G-Power have a proposition for you. They just published the first photos of their so-called G-POWER G2M LIMITED EDITION. This version uses the M2 Competition or the M2 CS as a basis and takes things to a whole new level. The new power output figures, according to the German tuner, should be 550 HP and 700 Nm, a drastic improvement over the stock figures.
This upgrade comes with a couple of necessary improvements. The G2M Limited Edition gets up to 550 HP thanks to an ECU re-map that also takes out the standard top speed limiter, raising the threshold to 300 km/h. The gearbox transmission is also upgraded if we’re talking about the dual-clutch gearbox. Other changes include a stainless steel system that comes with the trademark G-Power tone as well as four 90-milimeter tailpipes with carbon finishes.
Under the hood you’ll also find new boost pipes and a racing air filter, according to G-Power. Since most customers won’t want their M2 CS to go unnoticed, a set of G2M LIMITED EDITION decals are offered as well while inside the cabin you’ll find a G2M badge (including the serial number) along with a G2M LED carbon steering wheel, and G2M Premium velour floor mats. All in, this is quite a special creation, but we’d be curious to see how the extra power changes the way the M2 CS handles.
2022 will bring a few exciting BMWs, and one of them will be the G87 BMW M2. The sports coupe needs no introduction. It is one of the most popular M cars today and a fans’ darling. Based on the G42 2 Series Coupe, the G87 M2 might be the last of its kind. With a production cycle of seven years, we expect the following generation M2 to arrive near 2030 but with an electrified drivetrain.
Our sources say that this new G87 M2 will take the performance and handling to a new level. BMW has a great base model in the new 2 Series Coupe, so some of the work was cut out for the M engineers. But of course, they will add their own touches and technical bits to make the G87 M2 one of the best driving BMWs.
Spy photos courtesy of instagram.com/wilcoblok/
The new G87 M2 aims to differentiate itself from the new 2 Series Coupe, and especially from the M240i model. Its grilles with horizontal slats are different than those of the 2 Series Coupe while the bumper features very square front air intakes. The inner sides of each grille are incredibly upright, with perfect 90-degree angles at each inner lower corner.
The headlights have a lot of rounded, soft edges in contrast with the square grilles and air intakes. The M2’s wheel arches are nicely swollen, it sits low to the ground, it features nice big quad exhausts, and a wider wheel track than the standard 2 Series.
Spy photos courtesy of instagram.com/wilcoblok/
BMW’s new M2 will be released with an option between a six-speed manual or an eight-speed automatic transmission. Essentially, the very same options found in the new M3/M4. In standard form – since Competition, CS or even CSL models will follow – the new M2 will make around 450 horsepower. We expect a similar torque as the standard M4 – 406 lb-ft of torque.
BMW will likely introduce the G87 M2 in mid-summer 2022, so stay tuned for more details!
As with most automotive events that were canceled in 2020 due to the coronavirus pandemic, last year’s tuner-focused SEMA show also didn’t take place. The Specialty Equipment Market Association is eager to return in full force in 2021 and one of the more interesting builds will be this wild BMW M2 Competition. Filippo Speed Shop has done a rather unusual engine swap that we’re pretty sure very few saw coming.
Gone is the S55 twin-turbo inline-six engine as instead of a 3.0-liter unit, this 2020 M2 Competition is now rocking a massive 6.2-liter HEMI. Yes, it’s the V8 mill powering a series of SRT Hellcat muscle cars sold in the US. Since the engine bay wasn’t originally conceived to accommodate such a massive powertrain, the folks over at Filippo Speed Shop solid mounted the supercharged eight-cylinder powerhouse.
Not the actual car
The high-performance coupe has retained the original strut mounts, but with a couple of spacers in the back. As you can easily see, the large-displacement engine barely fits under the hood, but they made it work in the end. The result is a massive power boost over the M2 Competition’s stock output of 405 hp and 406 lb-ft as Dodge offers the HEMI engine with as much as 807 hp and 707 lb-ft in the Challenger SRT Super Stock. There’s no word about how the larger powertrain has affected the weight distribution, although it’s safe to say it’s no longer 53:47 as the M2 Competition is likely quite a bit more nose-heavy than before.
With great power comes great responsibility, which is why the little Bimmer now features a custom set of six-piston front and four-piston brake calipers from StopTech, hiding behind custom 18-inch forged wheels finished in black. It’s an M2 worthy of the CSL badge as it boasts carbon fiber vented front fenders, Lexan windows all around, and a completely stripped-out interior with just the driver’s seat.
Don’t go into thinking this build is just for the SEMA show as the skilled folks at Filippo Speed Shop are saying it’s a legit race car and they’ll be taking it to the track to show what it’s capable of at full tilt. The project started off with a brand-new M2 Competition before getting a full makeover, which included a sequential gearbox, a four-way-adjustable coilover suspension, and a rear wing likely visible from the moon.
The custom BMW will take part in the Battle of the Builders (BOTB) competition at this year’s SEMA show, which kicks off on November 2.
Most BMW enthusiasts have M2 on the brain at the moment. After some photos of the upcoming G87 BMW M2 front bumper leaked, there have been several renders and fan discussions about it. If you can’t get enough M2, than these new spy photos, showing off the car in heavy camo, are for you. (We don’t own the spy photos but you can see them here)
Sadly, there’s really nothing new to see here, as the car is covered in so much camouflage that it doesn’t really show off anything we haven’t already seen before. However, we are now looking at these photos with the knowledge of the front bumper design, after seeing it in the aforementioned leaked photos.
In those aforementioned photos, the G87 BMW M2 front bumper seemed to have extremely square design elements. Its grilles were very squared off and its front air intakes were essentially exact rectangles. When looking at these new spy photos, the cutouts in the camo to allow for air to pass into the grilles and air intakes are exact rectangles as well, which is normal. That’s ironic, though, because it sort of gives us the impression of what the car is going to look like without the camo.
The rest of the car, though, look quite good. Its wheel arches are nicely swollen, it sits low to the ground, it features nice big quad exhausts, and a wider wheel track than the standard 2 Series. It’s likely going to be a handsome car when it eventually debuts.
Thankfully, it should also be quite fun. The new BMW M2 will be built on a version of the same scalable architecture as the G80 BMW M3 — which is brilliant — and will have a detuned version of the M3’s engine. So expect around 450 horsepower and 400 lb-ft of torque from a 3.0 liter twin-turbo inline-six. Rear-wheel drive will be the only option and it may even come with a manual gearbox. So while it might be a bit funky looking up front, it won’t be anywhere near as controversial as the M3 and it will also be killer to drive. Good things ahead.
Yesterday, we saw some leaked photos that were allegedly of the upcoming BMW M2’s bumper. The bumper was no the ground and it showed off what looked to be the new M2’s grille and front air intakes. Since then, a render was released, showing off what the BMW M2 could look like with that very bumper.
The idea behind this render is simple — take the newly released BMW 2 Series Coupe and slap the leaked M2 bumper onto its face. Obviously, it’s more complicated than that, and I envy graphic artists’ ability to make such things, but that’s the basic idea behind it.
It’s an interesting looking car, this BMW M2 render. Its grilles are different than those of the 2 Series Coupe and, honestly, I’m not so sure that’s a good thing. I actually really like the new 2er’s mug but I’m not so sure I like this M2’s. Also, the very square front air intakes look odd and don’t really match the curves of the rest of the front end. Almost nothing on the front of the 2 Series is squared, so throwing square front air intakes is a bit jarring.
Rendering by @bmw43__
What’s also interesting is that BMW M seems to want to really visually differentiate its cars from the standard BMWs on which they’re based. Why can’t the grilles and most of the front end stay mostly the same? Why not just add some more aggressive front air intakes, maybe a hood bulge, and call it a day? The E46 M3 is still the best looking M3 of all and its differences are subtle.
Admittedly, this doesn’t look bad and if the BMW M2 does end up looking like this render, I don’t think too many enthusiasts will have a problem with it. Especially if it’s killer to drive, which I think it will be.
I’m quite lucky in that I’ve spent a lot of time in the BMW M2 CS. I’ve driven it on road, on track, with a DCT automatic, and with a manual. I’ve driven a blue one and a white one. So I have a good idea of what the M2 CS is all about and I can say, without question, that it’s the best driving M car in a very long time. So when I see a question about whether the M2 CS is the M Division’s best driver’s car, my answer is an immediate, emphatic yes.
However, I also really enjoy seeing other enthusiasts drive it. It’s such great driver’s car, not because it’s perfectly tidy and clinical but because it’s raucous and alive in your hands. As Cars.co.za’s Ciro Di Sienna finds out in this new video, you need to be awake when you drive the M2 CS.
That said, despite it being a bit of a hooligan, it’s actually more composed, more predictable, and more enjoyable that the standard M2 Competition. Despite having more power — 444 horsepower vs 405 horsepower — and being a bit lighter, thanks to a carbon fiber hood and roof, BMW has actually managed to make the M2 CS the easier car to drive quickly because it behaves in a more predictable manner. It will still wag its tail like an excited Labrador but when it does, it’s far easier to control than before. It’s also more supple and comfortable than the M2 Competition, thanks to adaptive suspension that BMW M seems to have worked incredibly hard one.
Overall, without a shadow of a doubt, the BMW M2 CS is the best M car on sale at the moment and is probably the best M car since the 1 Series M. Sure, it’s still a hooligan but in the best ways possible.
The new BMW M3 and M4 might be getting all of the media’s attention at the moment but the best driving car in the M Division’s stable is still one that debuted over a year ago — the BMW M2 CS. Its blend of size, speed, agility, and classic good looks makes it the undisputed king of the BMW lineup. It’s so good, in fact, that Top Gear host Chris Harris traded his M2 Competition in for one.
Harris has been quite vocal about his distaste for many new BMWs and his happiness with owning the M2 Competition, as it’s sort of the last of the proper BMWs. However, the limited-run, surprisingly expensive BMW M2 CS is even better to drive and it’s so good that it’s courted Harris away from his personalized M2 Comp.
In a recent Instagram post, Harris claimed to have been offered to buy the new M2 CS from his local dealer. He thought about it for awhile, and actually decided he didn’t need the new CS version, until he called up the dealer and decided pull the trigger. Now, he’s the owner of a Misano Blue BMW M2 CS with gold wheels, and a manual transmission — the correct spec.
So a congratulations are in order and we’re hoping to see a video from Mr. Harris in the near future, showing off his new car. Then again, he doesn’t really like the YouTube influencer “unboxing” type thing, so we probably won’t see one. Still, we can hope.
I’m fortunate. Every time I look inside my garage, my heart fills with joy. Right next to the iconic BMW 1M Coupe, now lies another limited edition BMW – the M2 CS. Both M cars are great in their own way and a simple glance over their design tells the story of different decades. But today, I wanted to share with you my impressions of the two and whether this proud dad has a favorite son.
But before I dive in, allow me to list some of the 1M modifications I’ve done over the years. My 1M came with all factory options. But the mods list include the following:
BMS charge pipe
AD Engineering FMIC
MadDad midpipe, Lightweight Ti exhaust
Custom oil cooler/thermostat setup by AD engineering
Custom MHD tune by AD Enginering (450+ WTQ 3000-4500 rpm, 380 WHP @ 5900rpm)
OEM M3 convertible front sway bar with Turner adjustable end links
Stoptech Trophy Sport BBK
Michelin PS4S
On the other hand, the BMW M2 CS is stock with Michelin Pilot Super Sport tires, steel brakes and DCT instead of manual.
The Engine Differences
N54 Engine
The 1M’s N54 tune (370 ft-lb, 332 hp) felt linear and responsive in stock form, although despite coming from a much lower powered car, I always though it needed a little more. With basic mods and a tune, the car now has what I consider to be the perfect amount of power for a track toy. But of course a larger intercooler and tune that asks for more boost does enhance the lag. The power is more in the midrange (450 ft-lb and 380 hp 5900 rpm at wheels).
There is no reason to rev out beyond 6,000 rpms unless there isn’t enough straight left to make the shift worthwhile. On the flip side, the torque at 3,000 rpms often eliminates an otherwise necessary downshift. I’ll take it.
S55 Engine
The S55 engine as tuned for the M2 CS is more linear, as evidenced at a glance by having more horsepower than torque, and it delivers that to redline with nearly no lag. I recently posted some spreadsheets calculating optimal shift points and it is actually best to rev this baby out to 7,000. It is predictable, smooth, and easy to modulate. I don’t think the car needs more. The locked DME software doesn’t bother me a bit.
Verdict: The win goes to BMW M2 CS which has plenty of power, more than advertised, obviously a more refined twin turbo engine with a volumetrically efficient intake setup, and excellent drivability.
Transmission
1M Manual
The 1M 6MT was a challenge when new because I had driven manuals all my life and knew what they were supposed to feel like. Installation of a BMS clutch stop and elimination of the CDV made it behave like a “normal” MT. And that was easy enough to do, although irritating to have to do that. Before those mods (my only mods until warranty expired), I couldn’t make a smooth shift if I tried. Now the clutch action is perfect and the gear changes are quick, light, mechanical and accurate. I love rowing the gears, and rev matching with heel-toe. The pedal position is perfect for heel-toe.
For the CS, I chose the DCT because I wanted a DCT before they (sniff) become extinct in BMWs. I also still have two fun manual cars (including both track cars) to play with. I struggled with the decision a bit, especially with everyone’s emphasis on weight and purity, but now having gotten used to it I have to say I love the DCT. In D2 mode, it reads my mind of how I would drive every day. Set it and forget it. If I am going to go into sequential manual mode, I use S3 since I never use that mode if I am looking for smooth comfort.
I want it to just do what I say when I say, and it does. It’s awesome. I honestly don’t know if I would use D3 or S3 on track. It’ll be a few years before I find out.
Verdict: This one’s a tie since I can’t really compare them. They are both great at what they are. While the manual in the 1M is great now, I had to change parts to get there. It not for that, I may have given it a win. I have heard a rumor the CS manual is plagued the same way, but the fixes are now harder.
Steering Feel and Responsiveness
Photo by: King CMNS
The 1M has the best steering feedback of any car I’ve owned. This was the case new, and was only enhanced with the solid spherical upper mounts in the camber plates. Turn-in response was lacking when new, but that was really improved with the camber plates. The steering wheel always communicates what is happening under the front of the car, making it easy to find and maintain the limit.
The steering in my 2018 BMW X5 was a clear example of how NOT to program EPS, and driving it back to back with the 1M for the past three years really helped me identify what EPS does wrong. The BMW M2 CS’ EPS is clearly a world ahead, but driving the CS and 1M back to back still demonstrates the difference. The EPS responds to inputs as well as the hydraulic rack in the 1M, but it does not instruct the hands nearly as well. Better, but not perfect.
I may roil a few feathers here, but I still think the EPS in my 2005 Mazda RX-8 is still better at feedback. It’s so good, I forgot it was electric and asked the dealer to flush the power steering fluid when I bought the car last year. It comes out of storage today, so I’ll be able to compare more soon.
Turn-in response is very crisp in the M2 CS, and it rotates really well. It is difficult to remember precisely, but it is definitely far better than the 1M was stock.
Verdict: The win goes to the 1M for steering feel, but also to the M2 CS turn-in response in stock form.
Mechanical Grip
The 1M chassis had way too much understeer at the limit, and most efforts to induce rotation with throttle resulted in snap oversteer. It was very difficult to set up the perfect corner without excessive push. I have methodically dialed that out over the years with camber, coilovers, front sway bar, and it is now a very fun corner carver.
Amazingly, I think the M2 CS has more mechanical grip that the 1M in its current state. I am certain the chassis would still understeer at the limit, but I have been truly impressed with how well it holds the road at 8/10’s, and it is a steadying more grip from the PSS than I expected, being used to PS4S on the 1M.
Verdict: The win goes to the BMW M2 CS.
Brakes
CS wins. No further discussion needed.
Road Comfort
The CS in comfort mode is really nice. I don’t think the 1M was ever this comfortable, and mine definitely isn’t this comfortable now. Even in Sport+, the M2 CS is more comfortable than the street settings on my Ohlins, and the chassis feel nearly as sharp. I commented above on the mechanical grip, and what is most amazing is that it feels more grippy in all chassis modes, despite the better comfort.
Verdict: The M2 CS takes the win.
Creature Comforts
BMW M2 CS
The seats in the M2 CS offer more lateral support than the 1M seats, but I would say comfort level is similar. I think a true racing seat would be needed for both if the car was going to spend its whole life on the track.
Road noise may actually be worse on the M2CS, but that’s hard to say because the 1M exhaust is louder. Yet, I swear the 1M’s tires are quieter despite being worn. The newer iDrive and Nav features are clearly better in the CS.
I am not sure I love the Alcantara steering wheel. I need to grip it more firmly than I like to keep my hands from slipping down, or I need to support the weight of my arms somewhere, either on the bolsters or just hold them up. I may buy a leather performance wheel. I don’t miss the armrest at all and may actually delete the armrest from the 1M, so that isn’t the issue. I just like having a light grip on leather and letting my arms relax.
I didn’t think I would say this, but I miss Comfort Access. The 1M has it, the X5 had it. Every time I approach the M2 CS, I forget to reach into my pocket for the key until I have pulled unsuccessfully on the door handle. Every time!
The 1M’s Harman Kardon sound system is better, has more bass punch, crisper highs, higher overall volume capacity, and 5 band equalizer.
Verdict: Advantage BMW 1M. Out of the box the 1M was better on creature comforts, but of course I ruined many of its comfort attributes. This is why I was wanting something as fun out of the box, without needing mods, and found the M2 CS.
Appearance, Rarity and “it” Factor
Photo: Brian York
The 1M is a Frankenstein monster with a combination of classic BMW styling and caricatured flares making it clear that hit was an afterthought. The story is as cool as the look. The M2 CS is more subtle while being far more featured. My wife thinks the 1M will age better with time from a design standpoint. I’m not sure.
I have grown accustomed to seeing people stare and take photos and video while I am driving or parked in public places. Over time, that has faded slightly with the 1M, and it is definitely happening with the M2 CS. With both cars, it seems to be only the people who know what it is who get excited about seeing it.
Verdict: The 1M takes the win. The M2 CS looks amazing, but the bulldog stance of the 1M is hard to beat, and I still think the E46 M3 was the best looking BMW of all time, with a steady decline since then, 1M, CS, and G8x following suit (although the G-series may have fallen off a cliff).
Conclusion
So, here we are with the M2 CS picking up more wins for me, especially when it comes to the driving dynamics. I have tried to remember how the 1M was when stock, as many of the driving dynamics comparisons are much closer (and probably advantage to the 1M) in its current form. It is truly amazing how good the M2 CS is while being so well mannered on the road.
Could I pick an overall winner? No!
Could I choose one to let go of? No!
If a friend had both available to buy in stock form, a brand new M2 CS vs. an ultra low mile 1M in mint condition (which would probably sell for at least CS money) which would I recommend he buy?
That’s easy: The BMW M2 CS, but only because it isn’t possible for him to go back in time and buy the 1M at its original MSRP, or even 5,000 over which is what I had to pay. So that isn’t really an answer, is it?
This was a fun exercise. I hope you enjoyed it as much as I did.
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