The 3.0-litre six-cylinder in-line engine now delivers 480hp, a 20 hp bump from the last version. This engine is a masterpiece of BMW’s M TwinPower Turbo technology, featuring two mono-scroll turbochargers and a host of racing-inspired tweaks.

You get a choice of two transmissions. BMW’s eight-speed M Steptronic is for those who prefer an effortless but thrilling drive, and the manual in the Purist Edition. Nothing beats the feeling of a manual.

With the eight-speed automatic, 0-100 km/h comes up in just 4.0 seconds. Opt for the Purist Edition with the manual, and you’re at 4.2 seconds. Top speed is a satisfying 285 km/h if you opt for the M Driver’s Package, which comes standard in the Purist Edition.

From the outside, the new M2 is unmistakably M. It’s got a wide, aggressive stance with muscular lines that scream performance. The front grille is large and horizontal, flanked by model-specific LED headlights that give a nod to the classic BMW 02 models.

The rear is all business, with a sculpted diffuser and twin exhaust pipes that hint at the car’s capabilities. The M Carbon roof not only shaves off weight but lowers the center of gravity for improved handling.

The new M light-alloy wheels, 19 inches up front, 20 inches at the rear, come in a Jet Black finish that complements the M2’s aggressive stance.

Step inside, and you’re greeted by a cockpit that’s as focused as the car’s performance. The M leather steering wheel, now flat-bottomed, and you’ve got everything you need at your fingertips: the red centre marker at 12 o’clock, gearshift paddles for quick access, and two M buttons that let you customise the car’s setup to your heart’s content.

And if you’re after a bit more flair, there’s the option of M Carbon bucket seats, standard in the Purist Edition.

The new BMW M2 boasts BMW’s Operating System 8.5 with a fully digital display. A 12.3-inch information screen and 14.9-inch control display form the BMW Curved Display, putting everything you need in sharp focus.

There’s even a BMW Head-Up Display to keep your eyes on the road, and you can control everything from climate settings to navigation with just a touch or voice command.

This might just be one of the last great BMW M cars, so grab one while you still can.

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With its distinctive blend of sporty dynamics and refined features, this compact two-door has officially rolled into Singapore, combining BMW’s signature performance with an updated, digital edge.

In the world of automotive design, the BMW 2 Series Coupé is a homage to BMW’s iconic 02 Series from the ’60s and ’70s – an era when compact, driver-focused cars were all about capturing the spirit of the road.

As Lars Nielsen, Managing Director of BMW Group Asia, puts it, “The new BMW 2 Series Coupé follows in those legendary footsteps, but with sharper design and a bit more emotional punch.”

Up front, you’ve got those classic round headlamps, paired with BMW’s horizontal kidney grille and a power dome on the long hood that hints at the power beneath. The side view, with muscular wheel arches and a compact rear, feels athletic and poised.

And with the M Sport Package now standard, the car’s got an added dose of attitude. Extra-large air intakes, prominent side skirts, and a striking rear diffuser are all part of the package.

The high centre console and instrument panel create an enveloping cockpit that feels intimate, yet spacious. With the M Sport Package, you get an anthracite-coloured headliner that adds a subtle, sporty touch.

The new BMW Curved Display, with its 12.3-inch Information Display and 14.9-inch Control Display, serves as the car’s tech hub. Running on BMW’s latest Operating System 8.5, the display is both intuitive and user-friendly, putting all essential functions within easy reach. 

True to BMW’s roots, the 2 Series Coupé delivers driving dynamics that are genuinely engaging. For those opting for the 220i, you get a 2.0-litre four-cylinder engine with 184 hp, reaching 0-100 km/h in 7.5 seconds.

But if you’re after something with a bit more firepower, the M240i xDrive is the real deal, a 3.0-litre, six-cylinder powerhouse putting out 374 hp. With all-wheel drive and an 8-speed Steptronic transmission, this model reaches 0-100 km/h in just 4.3 seconds.

To make the experience even better, the M Sport suspension is standard on all four-cylinder models, enhancing cornering dynamics with a firmer setup and sport-tuned steering.

Standard equipment on the 2 Series Coupé includes the essentials like front collision warning, lane departure warning, and cruise control with brake function, but BMW’s taken it a step further with semi-automated driving and parking features.

Shame there isn’t a convertible version. Would have been a nice pairing.

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Seems like it was just yesterday that we reviewed the G87-generation hip-to-be-square BMW M2. Actually, it kinda was. And here we are with the LCI G87 BMW M2, the quickest LCI that we know of for a BMW.

The worldwide launch is scheduled for August 2024, and the M2 LCI will be built alongside the LCI 2 Series Coupe at the BMW Group Plant in San Luis Potosí, Mexico.

The engine remains the same three-litre turbocharged inline six-cylinder, but power goes up, from 453hp for the pre-LCI, to 480hp. Torque for the optional six-speed manual version remains at 550Nm but the standard eight-speed automatic gearbox gets an additional 50Nm to 600Nm of torque.

Two single-scroll turbos, direct injection, VALVETRONIC and Double-VANOS, along with a closed-deck block with the reinforced crankcase, forged crankshaft, wire-arc iron coating-sprayed cylinder bores and 3D-printed core for the cylinder head let this engine make its heady numbers.

For the purists out there, BMW has not fiddled with that which is so endearing about the M2 – rear-wheel drive only.

The century sprint is dispatched in 4.2- and 4.0 seconds for the manual and automatic respectively, while top speed is electronically limited to 250km/h. Specify the optional M Driver’s Package and that too takes a bump to 285km/h.

An M-specific cooling system ensures the powertrain components maintain an optimal operating temperature even under heavy loads. The oil circuit is also designed to handle extremely dynamic driving situations. A map-controlled oil pump ensures reliable oil supply even under extreme longitudinal and lateral acceleration.

Visually, M-specific design features cater to functional requirements of cooling air routing and aerodynamic balance and aesthetics. A large, horizontal BMW kidney grille and the three-section split lower air intake optimise cooling of the powertrain components and brakes.

M2-specific LED headlights contain a single circular projector each that generates both low beam and high beam. U-shaped light guides serve as both the daytime driving lights and turn indicators.

Available as options are Adaptive LED Headlights with BMW Selective Beam non-dazzling High Beam Assistant and M lights Shadowline with dark inlays.

This LCI M2 can also be ordered as an option with an M Carbon roof that not only reduces the car’s weight by around six kilograms but also increases agility by lowering its centre of gravity.

The rear apron of the new BMW M2 features a noticeable diffuser. Dual twin-tailpipes, now finished in black as standard, add to the visual and aural theatrics at the rear.

A choice of three solid colours, five metallic shades and six BMW Individual paint finishes will be available to customers. These include the new Sao Paulo Yellow solid, Fire Red metallic, Portimao Blue metallic and Skyscraper Grey metallic colourways. Step up to the BMW Individual paint finishes and pick between Java Green, Voodoo Blue, Grigio Telesto and Twilight Purple.

19-inch and 20-inch M light-alloy rims in double-spoke design and with a Jet Black finish as standard equipment feature front and rear respectively, and give the M2 a purposeful stance.

They’re also optionally available in Silver and can be combined with track tyres if the optional M Race Track package is specified.

On the inside, the standard-fitted M leather steering wheel now has a flat-bottomed rim and modified spokes. It sports a red centre marker in the 12 o’clock position, gearshift paddles and two M buttons for selecting individual configurations.

An M Alcantara steering wheel is now also available as an option in the same design. A heating function is offered as an option for both steering wheel variants.

The M Sport seats in Vernasca leather can also be optionally ordered in a red/black bi-colour variant.

Optional M Carbon bucket seats can be specified in conjunction with the M Race Track package or as an individual option, and features surfaces in Merino leather, multi-way electric adjustment, removable head restraints and a facility for adding a multi-point harness.

M-specific content in the BMW Curved Display and optional BMW Head-Up Display further enhances the M2’s sports car aura. A 12.3-inch information display and a 14.9-inch control display feature BMW Operating System 8.5.

The interior trim elements in the instrument panel and centre console come as standard in Dark Graphite matt. Interior trim elements in Aluminium Rhombicle Anthracite, M Carbon Fibre or new Fine Brushed Aluminium are available as an option.

Standard equipment includes adaptive M suspension, M Servotronic steering, M Compound brakes, and M Traction Control.

Also fitted as standard are three-zone automatic climate control, ambient lighting, a HiFi speaker system, a wireless charging tray and the BMW Live Cockpit Plus with BMW Maps navigation system, and Apple CarPlay and Android Auto.

Standard driving features include front collision warning, Cruise Control with brake function, Speed Limit Info function with no-overtaking indicator, Lane Departure Warning and Park Distance Control with sensors at the front and rear.

Optional features include Driving Assistant, Active Cruise Control with Stop&Go function and Parking Assistant with Reversing Assistant, as are Comfort Access, sunroof, Harman Kardon Surround Sound System, BMW Head-Up Display and BMW Live Cockpit Professional with Augmented View.

More details to come later this year. Stay tuned.

Photo Credits: BMW

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The BMW M2 is the smallest, least expensive M car you can lay your hands on today. And this Zanvoort blue unit you see here is also the sequel to the best-selling M car ever in history. Yes, more than 60,000 individuals snapped up the old M2, so this new kid has some big shoes to fill.

The smallest, lightest, cheapest, least powerful M car has now got bigger, heavier, and considerably more powerful. More power in a compact car sounds like a brilliant recipe on paper, right?

Straight to business

No special this or CS that just yet; this is just the M2. And it’s a refreshingly simple spec in our modern new world of hybrid drives and electric hums. Only the coupe exists too; no cabrio, no four-door.

No four-wheel drive shenanigans either, as the 3.0-litre twin-turbo straight 6’s power only feeds the back wheels. Glorious.

So, how does it drive? BMW insists that the M2’s transformation is a response to customer feedback about its predecessor’s challenging dynamics. But that’s a bit hard to swallow because the previous M2 wasn’t exactly a death trap; in fact, it was what made the car so darn desirable. 

The real reason behind the M2’s growth spurt is the 1 Series, which now shares front-wheel-drive underpinnings with Mini. This change forced the 2 Series coupe to seek a new identity.

And the solution was to base the new M2 on the platform of the larger 4 Series. This meant more space for the engine, adaptive suspension (which was conspicuously absent in the old M2), and a more upscale interior. It’s a move that makes sense, but it’s also transformed the M2 into something quite different from its predecessor.

If you’re wondering whether this is a baby M4, you’re on the right track. It packs the same engine, albeit with around 60bhp less than the M4 Competition.

The engine might not make an earth-shattering noise, but it’s rich in torque. The punch starts at 2,650rpm and doesn’t let up until 5,870rpm, making overtaking a breeze. 

Here’s the thing, though. Despite the immense power and torque, the new M2 has more traction than the old one. It doesn’t feel twitchy or aggressive. In Comfort mode, it’s a far more comfortable and quieter machine than you might expect from an M car.

You get the same 8-speed automatic transmission as the M4, or if you’re feeling like a true connoisseur, you can opt for the manual transmission. It is an option though, but well worth it, in my opinion. There’s just something about rowing your own gears that adds a layer of engagement to the driving experience.

I got to savour the M2’s might on the grounds of the Chang International Circuit, and it was brilliant. The M2 handles corners with disdain for understeer, and its body control is impressively professional. Despite its ‘lack’ of power compared to other BMW M models, it never felt like it was left out of the pack.

You could even take corners at any speed you fancy, and the car will come out the other end composed and ready for more.

The M2 is undoubtedly competent, but it seems to lack a bit of sparkle on regular roads. The larger footprint, extended wheelbase, extra weight, and the less precise auto transmission’s shifts all contribute to this feeling. Space out a bit with the throttle, and the car can be tricky to handle off the line. It’s not deal-breaking by any means; you just have to be more sensible when you’re on roads with actual speed limits.

Overall, it’s a huge step up from the previous generation, albeit with some caveats. But, these traits are necessary in my opinion in order for the BMW M2 to grow in a new direction. 

It grows on you gradually

Now, the body. It’s a topic that’s bound to divide opinions. Unlike some recent BMW models with their controversial design choices, the M2 goes for a more straightforward, square-jawed look. 

While it has its moments of appeal, some of its blocky elements don’t quite sit right with the curves you’d expect from a coupe. Despite being 44mm wider at the front and 18mm wider at the rear, it doesn’t quite capture the swagger of its predecessor.

The old M2 had an uncomplicated charm, but this new one, though improved in many ways, seems to have lost a bit of its unique character. If you’re a proud owner of the previous-gen M2, you might be quietly smirking. Your car, arguably, looks better than this new one.

Don’t get me wrong; the new M2 is an improvement in many aspects. It’s quieter, roomier, better equipped, and less fatiguing on long drives. That’s a crowd-pleasing move by BMW, no doubt, and I’m confident this will sell just as well as its predecessor. 

And I’ll admit, the looks do grow on you over time.

This looks familiar…

Because the M2 now shares its platform with the M4, it’s bound to inherit some similarities in the cabin. 

Atop the dashboard, you’ll find the now-familiar 14.9-inch ‘curved display.’ This is one of the best infotainment systems you can get your hands on in the market today; BMW’s OS 8 is one of the least disruptive to handle.

However, while it looks modern, the dials and menus can be a tad frustrating to navigate if you’re not accustomed to it, especially while driving (similar to other modern BMW models). Additionally, the heater controls now reside on the screen, making them more irritating and less safe to use while on the move.

It might feel more opulent, but it’s come at the expense of user-friendliness. Thankfully, with BMW OS 8, you can wirelessly connect your smartphone via Apple CarPlay or Android Auto. 

Plus, BMW has also included two quick-toggle buttons (M1 and M2 modes) that can be pre-set whilst stationary. These modes are accessible via little red cat’s-tongue levers on the steering wheel, making it extremely easy to go from road to track.

As an optional extra, you can even spec the carbon fibre seats from the M4, complete with a thigh gutter that might invite some judgment from your passengers. But fear not, you can always defend your choice by praising their phenomenal support and surprising long-distance comfort.

Oh, and speaking of practicality, the M2 is surprisingly versatile. The rear seats are spacious for a 2+2 configuration, and it boasts 390 litres of boot space (sufficient for my golf bag), plenty of storage in the cabin, and a 40:20:40 split-folding rear seat. Not bad for a sports coupe.

Savour it while you can

This might very well be the end of an era, and a great era at that. Say hello to possibly the last pure petrol M car, and the last rear-wheel-drive M car. Everything from this point onwards seems to be heading towards hybrid or electric territory.

The M3 and M4 have gone all-wheel-drive, and while that’s not a bad thing with their agile power delivery, there’s something inherently right about a BMW coupe with a straight-six in the front, a manual lever in the middle, and all that power going to the rear.

It’s a setup that’s now fading into obscurity, making this M2 a potential relic of a storied era. So savour it while you can, because this one wears its M badge with pride.

Technical Specifications

BMW M2 Coupe

Engine: 2,993cc 6-cylinder M TwinPower, Turbocharged
Power: 453 hp
Torque: 550 Nm
Gearbox: 8-Speed Steptronic Sport
0-100km/h: 4.1 seconds (claimed)
Top Speed: 250 km/h
Fuel Economy: 10.2 km/L (claimed)
Price: S$524,888 with COE (accurate at the time of this article)

Contact: Performance Motors / Eurokars Auto

Photo Credits: Sean Loo (@auto.driven)

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You’ve seen it in countless leaks online, and its controversial styling may have ruffled your feathers a little. Well, the hotly-anticipated BMW M2 Coupe is finally here in Singapore.

Now in its second generation, the new M2 coupe has muscular proportions and aggressive angles. BMW’s signature kidney grille is loud and proud here, with horizontal slats reminiscent of the recently introduced BMW XM.

Compared to the standard 2 Series Coupe, the M2 has a much wider track width, exemplified by the squared-off, almost boxy lower intake area. In fact, it shares its front and rear track widths with its bigger M4 sibling.

These aren’t for show either. The widened tracks greatly improve handling, giving you those massively flared wheel arches. The rear, is equally boxy, with quad tailpipes that sit loud and proud underneath the rectangular facade. Also included as standard equipment with Singapore-bound M2s is the carbon fibre roof, offered as an option in other markets.

Somehow, all of these elements coexist nicely together, giving the M2 a distinctive M charm. I’ll be honest, the look does grow on you too.

The cabin is equally decked out in carbon fibre, with a driver-centric cockpit design, similar to other BMW performance models. The M2 Coupe also runs BMW’s latest curved display, with Operating System 8 on tap for all connectivity needs.

M Sport seats spotting illuminated M logos come as standard equipment, while M Carbon bucket seats can be optioned if you’re the kind that takes your car to the track. Or the mall, in greater discomfort.

Equipped with the same S58 straight-6 engine with M TwinPower Turbo technology that you’ll find in the current BMW M3 and M4, alongside a myriad of chassis technology and electronic gizmos, the BMW M2 Coupe is built from the ground up to be a driver’s car.

In the M2, the engine punches out a slightly watered-down 453bhp and 550Nm of torque, a fair bit more than its F87 predecessor. All of that power is sent to the rear wheels via an 8-speed M Steptronic transmission as standard. If an automatic doesn’t tickle your fancy, the M2 can optionally be specced with a 6-speed manual gearbox.

The dynamism of the M2 Coupe is made possible due to its compact dimensions and overall torsional stiffness of its body structure and chassis mountings, thanks to bespoke bracing. To make the car even more potent, a whole suite of M performance parts comes as standard too.

You get Active M Differential, Adaptive M suspension with electronically controlled dampers, M Servotronic steering with variable ratio, Dynamic Stability Control including M Dynamic Mode, and M Compound brakes (six pistons front, single piston rear). 

With equipment like that, the BMW M2 Coupe does cost a pretty penny. At the time of writing, the BMW M2 is priced at $380,000 without COE.

Customers who wish to view the all-new BMW M2 can contact Eurokars Auto or Performance Motors Limited to make an appointment or place a deposit.

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SCOTTSDALE, ARIZONA: The all-new BMW M2 may be positioned as the ‘baby’ M, the smaller, perhaps even lesser sibling to the M3 sedan and M4 coupe that it shoes its engine with. This M2 might be 50hp down from the Competition variants of the latter pair, but 460hp in a two-door coupe that’s barely larger than a MINI is certainly nothing to sniff at…

Put into context, the all-new BMW M2 makes more horsepower than the 996-generation Porsche 911 Turbo S from 2001 which, had all-wheel drive. 

On the other hand, the BMW M2 tested here sends more power to only half as many wheels. Another touch that harkens back to a time when “men were men” is the availability of a six-speed manual gearbox. Combined, these ego-stoking elements are meant to whet the appetites of purist drivers who keep lamenting about how automatic gearboxes and all-wheel drive systems have eroded the thrill of driving.

The good news for those who are not bothered by such sentiment and are just looking for an accessible, sporty daily driver, the M2 can also be ordered with an 8-speed automatic gearbox. 

More Than I Bargained For

As manual gearboxes are now a rarity in new cars, I focused on driving the manual M2 as much as I possibly could. There was no telling when this writer would get to drive another proper rear-wheel drive manual BMW M car again. Another qualification for ‘proper’ in this context, I might add, is such a car without an electric motor and battery helping it along.  

Well, I seemed to have got more than I bargained for. At some point on the prescribed test drive route, a large section of Arizona’s interstate came to a complete standstill for over an hour due a bad accident some miles ahead. At this point, we were all in agreement that the BMW XM reviewed previously would have been a much better car to be stuck in instead.

To make matters worse, great swathes of Arizona are still uncovered by cell phone signal and where we were stuck in happened to be one such blind spot. With no access to the internet for traffic information or even the ability to call the support team, a fellow journalist, a BMW Corporate Affairs executive, and myself collectively made the decision to turn off at the earliest opportunity and find an alternative route back to our hotel. 

This resulted in a drive of over 450 miles (724km), more than twice the distance of a typical test drive route that is planned for an international media event. 

While this meant missing an exclusive interview with BMW M CEO Frank van Meel, it meant that we had more than ample seat time in the latest M2. 

This alternative route almost meant taking numerous back roads that were like black ribbons of tarmac draped across the Arizona desert. These sun-bleached strips of tarmac generally followed the contour of the landscape full of bumps, undulations, and snaking curves. In other words, these roads were perfect for giving the M2 a real-world workout.

With next to no traffic and visibility for miles, there was also plenty of opportunity to stretch the capabilities of the M2’s twin-turbocharged 3.0-litre engine. 

Small Car with Big Shoes to Fill

The genesis of the BMW M2 can be directly traced back to the 1M Coupe that was launched around 2011. That was a ‘skunkworks’ project where bits of the M3/M4 were shoehorned into a 1 Series Coupe. It’s fair to say that the result exceeded all expectations as the production run was extended from a planned 2,700 units to an eventual 6,309 cars sold.

Although the previous M2 that followed has lost some of the 1M Coupe’s ‘magic’ – where its driver could somehow tell that it was going to be a great drive within the first 50 metres – the F87 M2 had timeless styling both inside and out, coupled with enough dynamic finesse to make it a ‘keeper’ among driving enthusiasts.

On the other hand, the styling of latest version, the G87 as the new M2 is codenamed, is more polarizing than its predecessor – a commonality with most of the latest BMWs… 

In the case of the M2, it is distinguished from the lesser 2 Series Coupes with a blockier interpretation of BMW’s signature twin kidney grilles.

There’s no mistaking the rest of the car either, for a garden variety 2 Series as the M2 is full of bulging wheel arches, enlarged bumper intakes and even a re-profiled bonnet.

Combined, these design elements impart a sense of muscularity rather than athleticism. 

For good measure, a carbon roof is available for the first time in the M2. Inside, there’s more carbon fibre to add to the sense of occasion. One option to skip if you are bigger of build like this writer, are the M Carbon bucket front seats. The main problem with these are the high and rigid thigh supports. These make getting in and out of the car more awkward. Ladies in short skirts will not appreciate these seats either if their modesty is not to be compromised. 

If you’re holding out for an M2 Convertible, don’t bother. BMW’s official position is that there are (currently) no plans to build a drop-top variant despite some online renderings of what it might look like.   

Old School in a New World

The M2 with a manual gearbox is a curious experience. As with the latest generation of BMWs, this car is full of digital screens which somehow feels like a square peg in a round hole.

When you have to shift your own gears, the driver becomes acutely aware of the engine rpms lest you be caught out with a wrong ratio. Driving a manual car is also a more analogue driving experience with the driver is more involved in the process. Somehow, the digital presentation of what the engine is up to feels isolating from what should be a more organic experience. 

The combination of a manual gearbox with an electronic park brake is also another strange pairing that takes some getting used to, especially when moving off from an incline. 

Perhaps having some options to change the instrumentation layout of the driver’s display might go some way towards bringing back the intuitive driving feel.   

If you can excuse the instrumentation layout, the M2 has a breadth of ability to entertain in the way a sports car should. For starters, the broad spread of maximum torque of 550Nm from 2,650 to 5,870rpm means that its driver is unlikely to be caught out with turbo lag if not enough revs are used for the gear you’re in. 

This, however, is unlikely to ever happen in the first place. Gear Shift Assistant functions to flatter the driver by manipulating the engine speed to match the revs for the smoothest gear shifts possible. Of course, if Sir or Madam prefers, the function can be switched off completely in the M setup menu and so, how smooth the gear changes are is all on you. 

There, is some performance compromise with the optional manual gearbox. For having two fewer ratios than the ones equipped with the automatic gearbox, getting from 0 to 62mph (0-100 km) takes 4.3 seconds instead of 4.1. Still, this takes less time than it does to say “Eight-speed M Steptronic transmission with Drivelogic”.

Perhaps another case to be made for the manual M2 is that the driver tends to sit further up front as the clutch pedal travel is longer than expected. This was good news for poor Amanda, seated in the back for our extended drive. However, drivers with long arms tend to end up resembling a praying mantis when holding the steering wheel in the classic ten-and-two hand-position. 

Too Much Power

While the M2 has more power than a late 1990s Dodge Viper that was powered by an 8-litre V10 engine, the really impressive part is how the BMW’s engineers are able to build a car that never really feels overwhelmed by such a powerful engine, unlike the American muscle car that can be a handful to control in any gear.  

Much of the M2’s drivability can be credited to electronic driver aids and the Active M Differential at the rear axle which is fitted as standard. Working in tandem with the Dynamic Stability Control (DSC) the system allows its driver to get away with a fair degree of drift before running out of talent. 

That said, I actually think that this car would be more enjoyable if it had 100hp less. This would have allowed the driver to really lean into its rev band for long periods of time. Instead, the more power a car has in the real world, the more time you tend to spend braking for the next corner. 

It’s not how fast you’re driving, the fun is in how fast you feel while doing it.

If you’re lucky enough to own a previous generation M2 or better yet, an 1M Coupe and are reading this to decide if it’s time to trade in, don’t bother. 

However, if you have neither and are looking for a modern car with functions that make daily commutes manageable like wireless Apple CarPlay, then this M2 may well be the last chance to own a proper sports car with a manual gearbox for you and become the custodian of the dying art form of gear shifting for years to come.

Get one while you can. 

Technical Specifications

BMW M2
Engine: 2,933cc in-line 6cyl, twin-turbo
Power: 460hp @ 6,250rpm
Torque: 550Nm @ 2,560-5,870rpm
Gearbox: 6-speed manual, rwd (8-speed automatic as standard)
Weight: 1,700kg (1725kg, auto)
0-62mph (0-100kmh): 4.3 second (4.1 seconds, auto)
Top Speed: 250kmh (285kmh, M Driver’s Package)
Likes: Manual gearbox, never feels unruly.
Dislikes: Maybe too much power.

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