Compact power amplifier

Ex works 5.4 mm tread depth, they are stickiest at 70 to 90 ° C tread temperature, and on the sidewall the Michelin male waves in the direction of the type designation Pilot Sport Cup 2. As a sports driver, you get quite nervous if this is the announcement in the configurator after the color selection: More suitable for everyday use Pilot Super Sport (8.3 mm, 70-80 ° C) are a surcharge-free option, but the preselection is on the rims with the race track tires.

All right, purpose understood and found to be excellent – the first step is to overcome the first configuration step: the M2 Competition Sport (CS) costs 92,605 Euros, ergo almost 32,000 Euros more than a regular Competition.

One of the price drivers is the CS diet, which with its carbon fiber roof and hood saves 4 and 7.5 kg compared to the steel components. Added to this is an armrest-free carbon center console (minus 2.5 kg) and forged rims that are 3.2 kg lighter in the set. The bottom line is a weight reduction of 17.2 kg.

Apart from the visible carbon parts (mirror caps, front splitter, diffuser, gurney tear-off edge) and the wheel arch strips, which are necessary to cover the treads in accordance with EU regulations, the BMW is painted in Hockenheim silver. There is no connection between track and color, and the registration office also finds the M color rather gray. Anyway: Hockenheimring, here we come!

M4 performance level in M2


The M2 CS carries the turbocharged six-cylinder (S55B30) from the M4, but here it is boosted to 450 hp and 550 Nm torque.

Already on the way overland and the A 81, the two turbochargers put a lot of pressure on the car: maximum 1.4 bar, 0.1 more than in the M2 Competition. This also carries the S55B30 from the M4, but with a level of 411 HP. The M2 CS has 450 HP exclusively via a more pointed engine mapping, which is as much as the M4 Competition.

What else stands out? That a center armrest would be nice, if only because the CS concept is not based on sacrificing comfort: Climate control and infotainment are available, and the insulation is the same as in the Competition. In addition, the rear seat is not closed with a cage, and even the suspension is comfortable enough in comfort mode.

Comfort mode? Yes, the CS is the first M2 with adaptive dampers – which we are now upgrading to Sport+. The differences are only really noticeable when it comes to the suspension, as the considerably firmer chassis prevents lateral movements to a large extent anyway. In addition, there are ball joint bearings in the wishbones, and the rear axle carrier is bolted to the body without rubber bearings. But if not for the circuit, then what is the mode for? So in with it and off with it!

After the first memory alignment with the last Nordschleife lap in the M2 Competition, one thing is clear: The new one is tuned at least two numbers more aggressively – such fast reactions to steering commands never came to mind with the M2.

BMW M2 CS, Exterieur

Although the sound is a little bit greased via the speakers, the six-cylinder soundtrack rocks quite a bit when the pitch gets increasingly rough towards 7,500 rpm.

In the CS, the control of the vertices works playfully, because jagged reactions also increase the precision. The still quite high weight is still noticeable, of course, but you can’t shoot it into the corners as wildly as the Cayman GT4, which costs around 3,000 Euros. But unlike comparisons with much lighter mid-engine sports cars, you perceive the mass primarily with the popometer – and you remain impressed by its responsiveness.

This also makes the in-line six-cylinder shine, which has real steam at 550 Nm, and although the sound is greased up a bit through the speakers, the soundtrack rocks quite a bit when the pitch becomes increasingly rougher towards 7,500 rpm. Also cool: The engine dominates the music, not the exhaust.

Drift happens!

Depending on the steering angle you have to accelerate out of the car, but you have to be very sensitive. The front axle is serious about the lap times – but the rear axle doesn’t mind: It acts like an entertainer and talks itself out of it with “drift happens”.

But okay, what was the expectation? After all, the Garching M team is wearing T-shirts with the slogan. And anyway, there’s nothing to win at Track Days. So the great driving pleasure with increased steering work might be just right.

It’s not about the expensive smoking on the left of the picture; more relevant is more gentle power oversteering after the crown. Because this always starts off softly, the ESP sport mode M Dynamic Mode (MDM) can give the driver a lot of leeway – and wait and see if he has everything under control.

You often counter-steer half a turn, and occasionally a small slide can even be held briefly. When you turn right at the Mercedes grandstand, the rear axle can slip away just before the exit of the curve, but even then, the MDM doesn’t just spark in between. Here and there some adjustments are made, even though the driving condition seems to be within the limits, but overall the sports ESP is well tuned.

BMW M2 CS, Interieur

The circuit feels like the regular competition: The taut springs pull the lever strongly to the zero position and the lanes are close together.

This also applies to the M2 Competition, which happens to be in the pit lane. So we are allowed on the track. The driving fun remains really high, but the memory hasn’t told any nonsense: The road-tyred BMW still has a sporty chassis, but it is considerably softer in all directions; in addition, the additional kick of 39 extra horsepower is missing at the top. Apart from that, the automatic throttle-by-throttle function here works as precisely as in the CS.

The gearshift feels the same: The taut springs pull the lever strongly into the zero position, and the throttles are close together. However, the strong click-lock feeling becomes a bit more undefined when shifting gears quickly, which is often the case regardless of the brand. Even so: the knee-friendly clutch pedal hits a wide grinding point at about half of the pedal travel.

In competition, however, it unfortunately only takes two laps, after which the brake pedal of the optional M-Sport brake system becomes noticeably softer. In the CS, on the other hand, the pedal feel does not change even on lap six because the test car has the more heat-resistant and almost 22 kg lighter carbon-ceramic brake system for 7,700 euros, which is only available for the CS. However, a brake disc set for the front axle costs 8,840 euros, 669 euros for the pads. Their wear is also dependent on driving style, the only accurate indicator being weight: as soon as 135 g has been braked off on one of the discs, each weighing 7,242 grams, both have to be removed.

Because the M2 Competition is an equally outstanding fun car, a CS can actually only be worthwhile with the extreme brake (100 to 0 km/h in 31.8 m). A CS primarily for the road? For this the surcharge can hardly be justified.The effective price is therefore a good 100,000 euros – a lot of money for a lot of sports equipment. If you want to, you have to take the first step pretty soon, because in September BMW stops the M2 production for the European market.


M2, small and mean!

M3, he is cult


Advantages and disadvantages

  • Body
  • compact, classic format with M-specific wide tail
  • stiff bodywork,
  • sufficient trunk
  • according to BMW improved aerodynamics (more downforce) via chic visible carbon parts
  • still quite heavy despite lightweight components
  • only little space in the rear


Ride comfort

  • Suspension still okay
  • excellent service
  • comfortable seating position
  • slightly slippery front seats
  • missing center armrest


  • highly responsive engine
  • sporty gearshift, exact intermediate throttle function
  • … with ESP mode coupling
  • Clutch would be more sporty

Driving characteristics

  • precise steering behavior
  • grippy front axle
  • fun-tempered rear axle
  • high level of driving activity
  • good steering feedback


  • extreme braking power
  • no sudden oversteering
  • excellent sports ESP
  • limited wet grip (cup tires)


  • Consumption in everyday life appropriate for the engine performance
  • sustainable: never ends up in the scrap press


  • probably above average value stability
  • for compact sportsmen extreme price
  • Carbon spare parts and brake discs enormously expensive

The CS is a track day rock star that also shakes on the country road and works in everyday life. Compared to the base, it would have to have more on the pan in view of the heavy surcharge.


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