Formidable power, ferocious brakes, great handling
Jostling ride, very limited rear-seat room
VALUE FOR MONEY
WHAT TO CHANGE?
DCT's shift pattern could be simpler
HOW TO SPEC IT?
As is but with the six-speed manual (saves $3,900)
With all due respect to the poet T.S. Eliot, when he wrote, "April is the cruellest month" in The Waste Land, he obviously had never experienced the dead of a typical Canadian winter. No, sometime around when January transitions to February, most parts of the country are gripped in an infernal cold, augmented by bursts of snow that make travel about as enjoyable as French kissing a grizzly bear.
Naturally, it was at this time and under the aforementioned weather conditions, that I was given the keys to BMW's newest pocket rocket, the M2 Competition, a pure performance machine that, at any other time of the year, would have anyone with an ounce of sporting blood in his or her veins cackling in maniacal glee at its scofflaw bona fides.
But a 405-horsepower, rear-wheel-drive sport coupe, even when fitted with Michelin Pilot Alpin snow tires, is going to be severely compromised when Mother Nature decides she's in a mood, and the leaden skies to the west confirm what the forecasters had warned us about for the past two days, a foot of fresh, blowing powder. So, put on the shelf any discussion of the M2 Competition's improved dynamics and track capabilities, or its 4.2-second, zero-to-100-km/h acceleration time.
No, it's the car's recalibrated dynamic stability control that had my undivided attention, BMW claiming the electronics have been reworked to provide improved traction in wet and slippery conditions, and ensuring that this traction is not interrupted during drifts — though I'm sure the company was thinking about intentional wheel slip and not the incidental kind.
So, with the warning light in the instrument panel flashing like a strobe, the DSC had its work cut out for it dealing with the slick snow. Oh, it wasn't completely horrendous; the system allowed the rear wheels to step out a bit before reducing power. If quick enough, I could facilitate the turn with a judicious tap of the throttle to kick the back out; it beat creeping around corners like the many timid souls clogging up the streets.
2019 BMW M2 Competition
Brian Harper, Driving
2019 BMW M2 Competition
Brian Harper, Driving
2019 BMW M2 Competition
Brian Harper, Driving
2019 BMW M2 Competition
Brian Harper, Driving
2019 BMW M2 Competition
Brian Harper, Driving
2019 BMW M2 Competition
Brian Harper, Driving
2019 BMW M2 Competition
Brian Harper, Driving
2019 BMW M2 Competition
Brian Harper, Driving
2019 BMW M2 Competition
Brian Harper, Driving
2019 BMW M2 Competition
Brian Harper, Driving
2019 BMW M2 Competition
Brian Harper, Driving
As for anyone questioning the wisdom of driving something that is clearly track capable on streets better suited for snowmobiles and dogsleds, my response is simple: Because I want to. No, make that because I need to. The other thing about the dead of winter is that it's been more than two months since I hibernated my beloved Miata roadster, and the need to drive anything other than a crossover, something that provides an intimate connection with the road, is overwhelming. (Consider Jack Nicholson's performance in The Shining just a taste of the madness into which I'm descending.)
Thankfully, the M2 Competition is a fitting tonic, power and performance in a tightly wrapped, two-door coupe form, its size far more intimate than found in the pricier, larger and more accommodating M3, M4 and M5. Replacing the M2 Coupe, it retains the compact dimensions and proportions but also sees the 365-hp single turbo 3.0-litre inline six swapped out with what is essentially the M3's engine — a twin-turbo TwinPowerTurbo six-cylinder of the same displacement that pushes out another 40 ponies.
Finally, following several days of polar vortex that dropped temperatures into the -20s at night (and not much warmer during the days), the roads dried out and I got to sample 406 pound-feet of torque on tap between 2,350 rpm and 5,230 rpm. My word, how this engine loves to rev, delivering very linear acceleration that's accompanied by a glorious exhaust bark from the quad tailpipes.
2019 BMW M2 CompetitionBrian Harper / Driving
And a six-speed manual is standard, gladdening the hearts of diehard enthusiasts everywhere. Unfortunately for me, a dedicated three-pedal guy, the tester was fitted with the optional seven-speed dual-clutch transmission. Sucking it up, I have to admit the shifts — whether using the paddles or the centre console gear lever — are so quick and crisp that I wouldn't fault anyone wanting to fork over the extra $3,900. That said, the shifter itself is somewhat annoying, requiring shifts down and right to get into the manual and automatic modes. Plus, there is no actual Park detent; just shut off the engine while in gear and the tranny goes into Park).
The Competition's chassis utilizes the lightweight aluminium-intensive front and rear axles from the M3/M4. And the control arms and wheel carriers of the new five-link rear axle are made from forged aluminum. In addition, BMW M engineers adjusted the operation of the electro-mechanical power steering to improve performance and increase front-end rigidity. With the Drivelogic system set to Sport+, the car steers laser-like into corners, the suspension takes a set and the car tracks beautifully, gripping the tarmac as if its very life depended on it.
The M2 had great brakes with ferocious stopping power. The Competition's are even better, being larger (400-mm-diameter discs up front and 380 mm at the back) with larger brake callipers (six-piston fixed up front, four-piston fixed at the rear).
2019 BMW M2 CompetitionBrian Harper / Driving
Not everything is wonderful, though. As was the M2 when I tested it at the Laguna Seca race circuit in California a few years ago, the Competition's track capabilities don't quite translate as well when the coupe is subjected to more mundane usage. Specifically, it is a stiff-riding machine; every tarmac strip, every ripple, every pothole, jiggles and jostles the car's occupants. At least the driver has the wheel to hold on to; passengers with sensitive stomachs would be choking down Gravol after just a short ride.
The cabin is typical BMW, cleanly laid out with a focus on what's needed and not overburdened with a large option list or overt luxury. Yet, the new, standard M Sport seats are a genuine delight in terms of comfort and function. The bucket shape coddles back and butt, providing front-seat occupants with complete support, while the headrests are integrated into the backrest. Said backrests also feature an illuminated M2 logo. As for rear-seat passengers, two words: forget it — unless they're in baby seats.
Unlike its bigger siblings, the M3 and M4, which have been criticized for being overpriced, overly complex mechanically and somewhat less than "the ultimate driving machines" of previous generations, the M2 Competition is more of the real deal — relatively lean (1,658 kilograms) and very mean. Its $71,250 base price ($78,895 as tested) is not the bargain its predecessor was, but whoever said genuine performance and big fun was cheap?
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