2017 BMW M2 Review, Specs and Price
2017 BMW M2 Review, Specs and Price – The 2017 BMW M2 works hard to keep things simple, and keep its price under control and recreate many of the driver’s seat sensations that go missing in other recent M cars.
While other M cars have sacrificed driver engagement for track times, the 2017 BMW M2 comes back to the basics, and makes it the kind of M car that enthusiasts expect from BMW.
2017 BMW M2
It earned a 7.2 on our ratings scale on account of superlative performance and good base equipment. We weren’t fond of its style and, predictably for any sports car, its fuel economy isn’t everything that great.
BMW M2 performance
Power hails from a turbocharged 3.0-liter inline-6. The direct-injected, twin-scroll-turbo inline-6 is distinct from what’s employed in main-line BMWs along with the current M3 and M4. It gets some upgrades oriented toward track duty, including pistons and gray cast-iron liners from those other M cars. The oil system adds an oil cooler for DCT M transmission oil, whilst the engine oil sump is redesigned for higher lateral Gs.
Output is 365 horsepower at 6,500 rpm and 343
pound-feet of torque between 1,400 and 5,560 rpm. An overboost function raises torque to 369 lb-ft between 1,450 and 4,750 rpm. That’s 60 less horsepower and 37 less lb-ft of torque compared to M3, but BMW notes that it is 70 more lb-ft of torque compared to last-generation M3.
The majority of the remainder of the equipment was designed for pure performance. The lightweight back and front axle systems range from M3/M4. Which means the control arms, wheel carriers, axle subframes, and stiffening plate of your double-joint spring-strut front axle are generally aluminum, and aluminum is usually used within the strut assemblies along with the tubular anti-roll bar. Furthermore, BMW added a stiffening plate to the underbody to provide another bolted link between the axle subframe and the body sills.
An Active M Differential resides in the rear. It’s a multi-plate limited-slip differential that’s electronically controlled. It could possibly fully freeze just 150 milliseconds, helping prevent excess wheelspin when one wheel is with a slicker surface.
The wheels are lightweight forged aluminum 19s that mount Michelin Pilot Super Sport tires, 245/35s up front and 265/35s in the rear. Those install over big M compound perforated and vented disc brakes. The front 15-inch front rotors are clamped on by four-piston fixed calipers, whilst the 14.5-inch rear discs get two-piston fixed calipers.
There’s a good amount of evidence that BMW worked as a chef hard to maintain your M2 simple and its price under control and recreate some of those coveted driver’s seat sensations.
BMW hasn’t outfitted the M2 with all the dizzying choice of performance settings you will get in a lot more uppity M cars. There is a Sport+ mode that engages some sharper settings for powertrain responsiveness, the dual-clutch 7-speed M DCT transmission (if so equipped), the steering, and the steadiness control system, but no produce the somewhat artificial feel you obtain within the M4, for instance.
All the performance equipment creates a car that is at its best being driven hard. Precise body control, well-weighted steering, super-strong confident brakes, and a nicely coordinated 6-speed manual gearbox are all here, as are all the right performance-car sounds.
The 3.0-liter’s redline is 7,000 rpm, and it sounds great thanks to an exhaust-flap system and some piped-in induction noise. It rockets the M2 from 0 to 60 mph in just 4.2 seconds with the M DCT transmission, or 4.4 seconds with the 6-speed manual. The top speed is 155 mph for most models, but a new M Drivers package for 2017 increases it to 168 mph and gives buyers the opportunity to attend a BMW track school.
BMW’s M DCT carries out seamless shifts in fractions of a second without ever upsetting body control or the friction at the tires. Shifts can also be chosen manually via a pair of steering wheel shift paddles. The manual-gearbox M2 has great clutch coordination and a linkage that reminds us of past M3 models. It comes with a rev-matching feature that can’t be turned off unless you turn off the stability control as well. Purists won’t like that, but it makes better drivers of most of us amateurs.
The M2’s firm suspension allows just the right amount of predictable weight transfer through tight corners without fancy adaptive dampers. The Active M Differential helps precisely control the torque allocation in corners, right up near the limits of adhesion, in a nuanced way that an open differential and purely brake-based stability systems never could. In corners, it helps keep the inside rear wheel from spinning too eagerly, without stepping in with the brakes. That keeps understeer at bay and helps the car feel more nimble in the tightest esses.
The big brakes haul the car down from big speeds without pedal pulsation or fade.
As charming as the M2 is during performance driving, it doesn’t try to charm everyone. Its ride can feel jittery on mottled surfaces, even though it seems to take some of the hardest impacts from the pavement in stride. And road noise is an ever-present whoosh on smooth highways, more of a boom as the surfaces are coarser.
M2 styling, safety, and features
The M2’s styling announces its intentions. The nose features the familiar twin-kidney grille that rests above a big air intake flanked by a pair of angular ducts that also take in air. Compared to the standard 2-Series, the fenders are flared to handle the M axles and wide tires. The overall effect is a somewhat stubby coupe that looks like it means business.
Inside, the M2 is far from luxurious. It is, after all, engineered to a price point. The materials are bit stark, without much design flare or the high-quality surfaces expected in a BMW. It does, however, have special M surfaces, and M logos for the gauge cluster, shift lever, door sills, and steering wheel. And the seats are great. They’re not just strong in side support for the twisties, but also pleasant on the back over those pockmarked two-lane highways.
The 2017 BMW M2 is available in the U.S. in just one model that starts around $53,000. It comes with an impressive set of daily driver items like heated seats, navigation, and adaptive cruise control. It also gets worthwhile safety features such as forward collision warning, pedestrian warning with city braking, and lane departure warning. Options are extremely limited, there are no factory performance upgrades, and it doesn’t offer a carbon fiber roof like the M4. An Executive package adds a heated steering wheel, a rearview camera, park distance control, automatic high beams, and an active driving assistant.
Fuel economy is no better than decent at 20 mpg city, 27 highway, 23 combined with the M DCT and 18/26/21 mpg with the manual.