{"id":75513,"date":"2026-08-20T01:08:24","date_gmt":"2026-08-20T01:08:24","guid":{"rendered":"https:\/\/www.europesays.com\/germany\/75513\/"},"modified":"2026-08-20T01:08:24","modified_gmt":"2026-08-20T01:08:24","slug":"2025-bmw-m2-review-ch-ch-ch-changes","status":"publish","type":"post","link":"https:\/\/www.europesays.com\/germany\/75513\/","title":{"rendered":"2025 BMW M2 Review: Ch- Ch- Ch- Changes"},"content":{"rendered":"

\t\t\t\t\tStay up to speed with stories written by drivers, for drivers.<\/p>\n

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BMW\u2019s high-performance M branch had a banner year in 2025, posting record sales totaling 213,457 vehicles. For all the ways BMW loyalists, including your author, lament the ways that the M brand\u2019s expansion has diluted and muddied its core character, the business is thriving. The motorsport-driven BMW M of the early 1990s in no way resembles the SUV-ified, computer-shifted, all-wheel-drive, hybridized, and luxury-packed M division we have today. Yet there is a silver lining, for ye purists: the best-selling full-fat M car last year was the M2, the lightest, simplest, most agile car in the roster.<\/p>\n

When we drove the then-new M2 in early 2023<\/a>, we praised it as the purist\u2019s choice in the BMW lineup: rear-wheel drive, six-speed manual transmission, and a studly straight-six, all crammed inside a relatively compact two-door coupe. \u201cThe M2\u2019s chassis mostly kept up with its fabulous engine,\u201d said Hagerty Media Managing Editor Eddy Eckart. \u201cThrough the thick steering wheel we got a clear sense of the car\u2019s copious front-end grip and quickly trusted the M2\u2019s nose.\u201d<\/p>\n

\"2026Eric Weiner<\/a> <\/p>\n

\"2026Eric Weiner<\/a> <\/p>\n

One thing the M2 did not need: more power. But will we complain that BMW coaxed an extra 20 horses out of its 3.0-liter twin-turbo six for 2025, totaling 473 hp? Nein. The extra output slices a tenth of a second from the manual M2\u2019s zero-to-60 mph time, down to 4.1 seconds. Eight-speed-automatic examples also get an extra 40 lb-ft of torque for this mid-cycle update, and all M2s enjoy subtle styling tweaks inside and out.<\/p>\n

\"2026Eric Weiner<\/a> <\/p>\n

\"2026Eric Weiner<\/a> <\/p>\n

\"2026Eric Weiner<\/a> <\/p>\n

\"2026Eric Weiner<\/a> <\/p>\n

\"2026Eric Weiner<\/a> <\/p>\n

That said, the M2 we sampled for this review was anything but subtle. The car\u2019s hulking proportions and squat stance are aggro from any angle, and the $3000 Java Green paint does nothing to mollify this effect. M aluminum-alloy wheels, a multispoke pattern BMW dubs Style 930M, are as of 2025 available in the silver finish shown here. That sounds like a minor change, but the more traditional wheel appearance gives the M2 a stylish, modified Euro look that stands out amid today\u2019s ubiquitous black or two-tone wheels. The interior is a chorus of BMW M tricolor details, from the door cards to the blue leather trim on the M Carbon bucket seats. A flat-bottom steering wheel\u2014in this case wrapped in $500 of optional Alcantara\u2014was also new for 2025.<\/p>\n

\"2026Eric Weiner<\/a> <\/p>\n

Our week with the M2 reminds us that it may well be the best balanced, most sophisticated, most capable sports car starting under $70,000. True, it doesn\u2019t scratch your lizard brain the same way the primal Mustang Dark Horse does, and the Nissan Nismo Z\u2019s razor reflexes<\/a> yield a sharper response to input. But the M2 offers competitive, approachable performance in a thoroughly modern package. Layered on top of it all are all the creature comforts and premium touches that BMW owners demand.\u00a0<\/p>\n

Specs:\u00a02025 BMW M2<\/p>\n

Price:\u00a0$66,075 \/ $82,075 (base \/ as-tested)<\/p>\n

Engine:\u00a03.0-liter twin-turbocharged inline-six<\/p>\n

Transmission:\u00a0Six-speed manual<\/p>\n

Horsepower:\u00a0473 @ 6250 rpm<\/p>\n

Torque:\u00a0406 lb-ft @ 2650\u20136130 rpm<\/p>\n

Layout:\u00a0Rear-wheel drive, two-door, four-passenger coupe<\/p>\n

Weight:\u00a03814 pounds<\/p>\n

EPA-rated fuel economy:\u00a016\/23\/19 mpg (city\/highway\/combined)<\/p>\n

0 to 60 mph:\u00a04.1 seconds<\/p>\n

Top speed:\u00a0155 mph (177 mph with M Driver\u2019s Package)<\/p>\n

Competition: Ford Mustang Dark Horse, Nissan Z Nismo, Audi RS3<\/p>\n

We tested the six-speed manual version. Torque in the low gears is outstanding, smooth, and consistent all across the mid-range, and there\u2019s punch right up to the very limit of the tach. BMW says it has revised the throttle for increased response in all driving modes, and the max 406 lb-ft of torque is now delivered across a wider threshold\u2014from 2650 to 6130 rpm, rather than the previous drop-off at 5870 rpm. The inline-six sounds healthy and willing, especially at the 7200\u2013rpm redline. No doubt, this S58 3.0-liter will go down as one of the all-time-great Bavarian mills. Winding out this engine is deeply addicting. The clutch has a natural weight, and the shifter is typical for BMW: throws are medium-length, with a somewhat rubbery feel accompanying each gear change. The Tremec six-speed in the Mustang Dark Horse has a notchier, more mechanical character that some drivers may prefer.<\/p>\n

\"2026Eric Weiner<\/a> <\/p>\n

\"2026Eric Weiner<\/a> <\/p>\n

\"2026Eric Weiner<\/a> <\/p>\n

As we pointed out in our M2 piece three years ago, front-end grip is astonishing. Washing out the nose on your average back road requires either deliberate shenanigans, a low-traction surface, or supremely poor judgement. The adaptive suspension is nicely tuned, though we agree with Eckart\u2019s prior commentary that the car could feel more planted if the rebound over undulations were better controlled. The flip side is that the M2 is reasonably comfortable in a city context\u2014more pleasant and polished than the Audi RS3<\/a>, for sure. That\u2019s true even on Michigan\u2019s broken roads, and you don\u2019t need to brace yourself before entering construction zones. I particularly appreciate that the nose is high enough to easily clear most driveways and parking blocks.<\/p>\n

\"2026Eric Weiner<\/a> <\/p>\n

While the first-generation M2, sold from 2016\u20132021, had a fairly classic, sober interior, the current-gen M2 relies far more on splashy theater. The door cards come standard with BMW tri-color graphics. The big, 12.3-inch cluster display and 14.9-inch center display dominate the visual experience from the driver\u2019s seat, and practically every vehicle function and control happens via those screens. BMW updated the infotainment software to iDrive 8.5, which gives major functions such as temperature control or seat heating a permanent fixture at the bottom of the screen, rather than burying them in menus. Still, physical buttons would go a long way here to prevent distraction.<\/p>\n

\"2026Eric Weiner<\/a> <\/p>\n

\"2026Eric Weiner<\/a> <\/p>\n

\"2026Eric Weiner<\/a> <\/p>\n

The switch to a flat-bottom steering wheel for \u201825 represents an interesting change, which at least visually helps the M2 cabin immediately stand out from the lesser M240i and 230i. It remains almost comically thick and fat, but the Alcantara is soft and the rim is well cushioned, which makes the whole helm pleasant to grip when cornering.<\/p>\n

The carbon bucket seats\u2014part of the $9900 Carbon Package that also includes several interior trim pieces, a carbon roof, and the M Driver\u2019s Package that increases top speed from 155 mph to 177 mph\u2014are a mixed bag. They\u2019re super snug, which is nice as long as your body is not too wide, at least on shorter trips. The seatbacks are somewhat firm and flat, which gets tiring on longer hauls. Ingress and egress could be more fluid, impeded by the chunky hip bolsters. For a regular or daily driver, we\u2019d probably stick with the standard thrones.<\/p>\n

\"2026Eric Weiner<\/a> <\/p>\n

BMW seems to recognize the M2\u2019s broad appeal for modern sports car fans. For 2026, it went hardcore with the fabulous M2 CS<\/a> for track rats. For 2027, it hopes to cast its net even wider: the M2 adds optional all-wheel drive. That puts it more in direct competition with the Audi RS3 and Mercedes-AMG CLA45. But at the same time, it suggests yet another departure from the purist formula that makes the M2 so special in the first place. At BMW M, like everywhere else, the only constant is change.<\/p>\n

2025 BMW M2<\/p>\n

Highs:\u00a0Exquisite chassis balance. Phenomenal powertrain. Stout brakes and reasonably livable ride quality.<\/p>\n

Lows:\u00a0Exterior and interior design will be shouty for some. Screen-focused interface could use more physical controls. <\/p>\n

Takeaway:\u00a0BMW\u2019s best-selling M car is popular for a reason. The M2 gives traditional BMW owners the performance flavor they\u2019re accustomed to, while wrapping it in a flashy modern package for new audiences. Whether you admire the styling or not, that\u2019s what a win looks like.<\/p>\n

\"2026Eric Weiner<\/a> <\/p>\n

\"2026Eric Weiner<\/a> <\/p>\n

\"2026Eric Weiner<\/a> <\/p>\n

\"2026Eric Weiner<\/a> <\/p>\n

\"2026Eric Weiner<\/a> <\/p>\n

\"2026Eric Weiner<\/a> <\/p>\n

\"2026Eric Weiner<\/a> <\/p>\n

\"2026Eric Weiner<\/a> <\/p>\n

\"2026Eric Weiner<\/a> <\/p>\n

\"2026Eric Weiner<\/a> <\/p>\n","protected":false},"excerpt":{"rendered":"Stay up to speed with stories written by drivers, for drivers. Get automotive news, DIY tips, market trends,…\n","protected":false},"author":2,"featured_media":75514,"comment_status":"","ping_status":"","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[20955],"tags":[6213,26723,55717,21392,5328],"class_list":["post-75513","post","type-post","status-publish","format-standard","has-post-thumbnail","category-bmw","tag-bmw","tag-bmw-m2","tag-car-bmw-m2","tag-new-car-reviews","tag-reviews"],"_links":{"self":[{"href":"https:\/\/www.europesays.com\/germany\/wp-json\/wp\/v2\/posts\/75513","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.europesays.com\/germany\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.europesays.com\/germany\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.europesays.com\/germany\/wp-json\/wp\/v2\/users\/2"}],"replies":[{"embeddable":true,"href":"https:\/\/www.europesays.com\/germany\/wp-json\/wp\/v2\/comments?post=75513"}],"version-history":[{"count":0,"href":"https:\/\/www.europesays.com\/germany\/wp-json\/wp\/v2\/posts\/75513\/revisions"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/www.europesays.com\/germany\/wp-json\/wp\/v2\/media\/75514"}],"wp:attachment":[{"href":"https:\/\/www.europesays.com\/germany\/wp-json\/wp\/v2\/media?parent=75513"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.europesays.com\/germany\/wp-json\/wp\/v2\/categories?post=75513"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.europesays.com\/germany\/wp-json\/wp\/v2\/tags?post=75513"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}