The 2023 M2 is arguably BMW’s best new car on the market today. It’s quick, balanced, communicative, and still a thoughtful daily driver. All of the sugar, spice, and everything nice things you’d expect from a small car wearing the M badge.

But here’s the million-dollar question – can it conquer the track? You see, these M cars were born for the track, it’s in their blood (M stands for Motorsport, after all). Does this M2 live up to its ancestry, or is it just another posh toy with a “fancy” badge?

Well, to find out I recently stepped onto the hallowed grounds of the Chang International Circuit in Buriram for BMW’s Driving Challenge 2023. Helmets donned, heartbeats racing, I and most other individuals alike were here for one main reason – to wring the new BMW M2 on the unrestricted tarmac.

With 13 cunningly crafted corners and four long stretches, it’s the perfect battleground to decide if this M2 is a track sensation or just another Sunday driver.

Before unleashing this beast, the 2023 M2 already scores some points. Even though the demo cars came equipped with standard seats (carbon bucket seats are an option), these seats are nicely bolstered and plonk you nice and low, cocooning you inside like you’re in the cockpit of a fighter jet. The shifter, the steering wheel, and those pedals – they’re all at that Goldilocks spot. Visibility? Not bad at all.

But let’s talk about something that’s not a home run – the gauges. Instead of the charming analogue set that graced the previous M2, there’s a colossal curved display with two screens. One’s for the gauges, the other’s for all things infotainment.

Now, while the 12.3-inch instrument cluster serves up big numbers for speed and revs, they’re a bit…erm…awkward to read. Toggle into sport mode, and things get a tad more readable – a single red bar for rpm and a big fat speed readout. There are these snazzy shift lights too, shifting colours from yellow to red, urging you for that gear change. Neat, but somehow I miss the old-school needles and dials.

No matter though, as you also get a heads-up display; handy if all you want to do is focus on what’s ahead of you on track.

On to the star of the show. The BMW M2 packs a twin-turbo 3.0-litre S58 straight-6 engine. Now, don’t be misled by the factory figures – 453hp and 550Nm of torque. On paper, it might look potent, but in reality, it’s a different story.

This version of the S58 has a different character. Sure, it’s not as potent as its siblings in the M3 and M4, but to make it clear, that’s not a complaint.

It’s got less low-end grunt, which might sound like a drawback, but it’s actually a plus. This engine doesn’t serve power on a silver platter. It nudges you to work for it, coaxing you to drop to second gear in places like the hairpin in turn 3, just to keep that boost kicking.

And the magic is not just in the engine. The BMW M2’s chassis is another star. Those M2-specific reinforcements add a certain stiffness that the previous M2 lacked.

A wider rear track width, matching the M4, finally grants the rear wheels the grip they’ve always craved. Entry into corners is seamless, and grip on exits is surprising. And that’s thanks to the clever active differential, which juggles all sorts of data to give you the perfect amount of lock exactly when you need it.

For the high-speed stretches, the suspension geometry largely mirrors that of the M4 (which our instructors drove), but the M2 plays its own tune. Stiffer springs upfront and softer ones at the back give it an edge in turns.

Steering is spot-on, and the rear end sticks like glue – it’s a symphony of control and confidence. Unlike its bigger M siblings, this M2 doesn’t offer carbon-ceramic brakes. Why? Because these regular ones are spectacular.

After a pounding day stint in the scorching Thailand heat, they didn’t flinch. No fading, no pedal travel, just stopping power. And all this, despite the M2’s substantial curb weight.

Don’t think I’ve forgotten about the traction control. It’s like BMW’s gift to track enthusiasts. Turn off the DSC, and voila, you get a menu with ten levels of traction control intervention. It’s like a video game, dialling up or down your grip on the go. And just when you think it’s done, there’s more twiddling with modes for steering and braking. 

The 2023 BMW M2 also has something going for it – it’s currently the most affordable M car in showrooms today. All the fun you can have, without parting ways with “too much” cash. This 2023 BMW M2 isn’t just a show-off; it’s a driver’s delight. It doesn’t have the rawness of its pricier M siblings; it’s more like a creamy indulgence, begging you to push the envelope.

If you’re looking to chase lap times, this might not be the ultimate track machine. But, crucially it’s got that perfect combo of fun and precision. Exactly what the M2 badge promises.

Photo Credits: Sean Loo (@auto.driven) & BMW Asia

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7 minutes 3.121 seconds or 6.179 seconds quicker than the regular 718 Cayman GT4 RS around the Nürburgring Nordschleife. That’s what the Manthey Kit brings to the table, and will be available from Porsche Centres worldwide.

First up are the addition of functional aero parts. In front, flaps and new air curtains with a wheel arch Gurney flap, and a new carbon underbody with diffusers increase downforce on the front end.

At the back, there is an 85mm wider rear wing that features a new wing blade and larger endplates, which work together to increase rear downforce. This new wing assembly is four-stage adjustable to tailor aero to different driving situations. To withstand this increased downforce in the rear, the bodywork of the rear engine cover is reinforced with a carbon-weave finish. At 200km/h, with the rear wing set to Performance, total downforce increases from 89kg to 169kg.

Adding to the aero effects are the CFRP aero-discs on the rear wheels, which help to smooth airflow and cut down on turbulence.

Next up is suspension. Together with Manthey, Porsche has developed a special coilover suspension with an inverted set-up that can be adapted for the track. The spring struts can be adjusted to four different positions, and tool-less adjustments are available for rebound and compression. Spring rates in front have gone up 20 per cent. Not to worry if your GT4 RS has a front-axle lift system, for there is a version of the coil-overs for this as well.

Stainless steel braided brake lines are also a part of the Manthey Kit to offer much more precise and even braking. Need more hardcore in your GT4 RS? Specify the optional racing brake pads, which offer a particularly constant friction coefficient over a wider temperature range, and enjoy more consistent braking on track.

Other optional upgrades are also available to suit one’s palette. Illuminated door sill guards with the Manthey logo can be specified to personalise the car visually. Towing loops are also optionally available, designed especially for the track. A specially designed CFRP rear spoiler attachment, which is finished with carbon weave, is attached to the standard rear spoiler, and further increases downforce on the rear axle by around four per cent in combination with the bigger rear wing. Optional louvres or wheel arch vents finished in carbon weave in the front wings are also available to match the look of the Weissach package.

The Manthey Kit will be sold by Porsche Centres worldwide, and its launch in Europe is expected to be in December 2023 with other markets following thereafter. Country-specific pricing will be listed in the accessory finder. Ready to kit out your 718 Cayman GT4 RS for even more hardcore track days?

Photo Credit: Porsche

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When you think of Harley-Davidson motorcycles, what do you picture? I’m pretty sure the majority of you will think of large cruisers rolling along against a picturesque backdrop, with good-looking guys and gals dressed in leather and denim apparel. 

Performance? Not the first word that comes to mind. Style? Most definitely.

Well, Harley-Davidson is more than just a rolling fashion icon. Their bikes and engines are some of the best in the world, and can easily stand toe-to-toe with some of the motorcycle world’s finest.

In order to demonstrate these capabilities, they kickstarted the Dirt, Road & Track (DRT) experience in 2022. Now in its second iteration, I got a chance to get in on the action.

As the name suggests, this event showcases some of Harley-Davidson’s best over different venues and terrains, enabling one to experience the famed Milwaukee soundtrack in a variety of situations.

The first station I was allocated to was Track, and Harley-Davidson had closed off a circuit – 8 speed Khaoyai – in order for us to wring the Nightster Special and Sportster S at full chat. 

The circuit had a good mix of straights and a nice set of sweeping corners too, allowing me to really feel the speed and manoeuvrability of the sports bikes. And when you get track time all to yourself and no limits imposed on the Revolution Max engines, the obvious answer would be to mash the throttle and let the bikes sing.

Next up was the Dirt section, which took me and the Pan America across a small section of the Khao Yai countryside. The Pan America really shines here, and its 1250cc Revolution Max engine was more than capable of providing enough oomph to traverse any obstacles. 

It’s essentially a plug-and-play package for braving offroad trails, rolling over some undulations, loose surfaces, and inclines as easily as Sunday morning.

Finally, the Road part of the event saw my group take a ‘scenic’ ride up to Khao Yai National Park. By definition of scenic, well, when you have this much power at your disposal, you gotta let loose a little right?

The outbound journey saw me piloting the Breakout, with its Milwaukee-Eight 117 V-Twin Powertrain beckoning me to turn up the heat and race across the countryside. Sadly, we couldn’t ride into the national park itself as the bikes were deemed too noisy, but it meant a bike swap for the journey back.

And into the hot seat of the Fat Boy I went. This was arguably the most comfortable of the bunch, with its laid-back riding position and off-set pedals. It’s comfy, but it isn’t a slouch either, as the 114 Milwaukee-Eight heart sitting underneath was ever-ready to pump out beefy amounts of torque.

This is definitely one for the books. I mean, where else can you easily try out each discipline of Harley-Davidson’s range in a fun yet safe environment? 

But, the biggest takeaway from this experience isn’t the bikes, but the culture. Harley-Davidson has always had a deep cult following, and once you’re part of the gang, it’s easy to see why. Underneath the boisterous engines and loud exhausts, you feel like you’re part of a family, and regardless of what you ride, you’ll know that you’re in the company of like-minded individuals.

If you get the chance to experience it, I strongly urge you to give it a shot. You’ll understand what I mean soon enough.

Big shoutout to the Harley-Davidson Asia Emerging Markets Team and all of the people who made this event possible, you guys are awesome!

#UnitedWeRide

Photo Credits: Harley-Davidson Asia

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Hot on the heels of the new Range Rover, the British firm has released the new Range Rover Sport, which promises better performance and a tighter chassis, whilst still retaining its quintessential pantomime luxury experience. So, have they succeeded?

Well, to find out Range Rover has kindly invited me to test out the new Range Rover Sport on a closed circuit. This means no speed limits, nice.

Once the Range Rover Sport made its way onto the track, you can immediately feel its eagerness to get going, and the thing that catches you off guard the most is just how bitey it is at any RPM. No matter the speed, no matter the RPM, the Sport just gave more and more power, and it never felt out of breath as we careened around the circuit.

Plus, the Range Rover Sport really gave you the confidence to take the corners at speed, thanks to what the British boffins term mixed-metal architecture (MLA-Flex). The new Sport is touted to be up to 35% stiffer than its predecessor, and that made it much more composed through the corners, despite its heft and bulk due to its SUV stature. The car feels more responsive as well, with ample steering feedback that ensures you can feel every bit of sensation from the road.

Of course, this being a Range Rover, you need some relaxation too right?

While hurtling the car into the corner above 100, you can keep the seat heating on and even have a massage as you hear the tyres giving way underneath. The perfect setting to unwind for my scenario, as I was hooning the Sport through an absolute downpour, with torrential rain pelting down on the tarmac around us.

Also on display was the Range Rover Sport’s Integrated Chassis Control system. It’s specially tuned for the car, and ensures that you don’t end up in a tree (or cone in this case) should you take the next set of corners with a rather ambitious speed in mind.

However, this system does end up babysitting you through the turns, as it works its brains to command the car’s heft through. As soon as it detects any form of abnormality in the form of body roll or wheel slip, the system comes barging in, momentarily disabling any power input in order to compose itself better through the corner. In some cases, the car starts grabbing the brakes too, if it senses the rear getting out of line.

I will digress, this scenario will only happen if you are someone who chucks a 2.3-tonne car into a corner without any regard for personal safety. “Eh, what could go wrong?”

Though I did not get an opportunity to take the Range Rover Sport offroad, I’m fairly certain that it has the capabilities to shine on any terrain. The company has a renowned history of solid offroaders, and money’s on this being part of that group too. It even sports offroad adaptive cruise control, the first of which I heard in any car.

Overall, if you want something that is dressed to the nines in luxury, while still being able to keep pace with virtually anything else on the road, look no further.

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