Published
on 30
Jan 2014
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All rights reserved.
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Just like 3-Series
coupe/cabriolet becomes 4-Series, the previous 1-Series coupe/cabriolet
has evolved to 2-Series. While its underpinnings and much of the
interior are shared with the current 1-Series hatchback, its exterior
design is differentiated to be sleeker and more stylish in
order to command a price premium of about 10 percent. It isn't as
stylish as Mercedes CLA or Opel Astra OPC, nor it is as beautiful as
the larger 4-Series Coupe, but it looks unmistakably a rear-drive BMW
coupe, which is perhaps what people care most.
As before, this is the smallest and cheapest BMW 2-door coupe. Even
with the price premium taken into the equation it is still well priced,
allowing younger drivers to have their first taste of BMW ownership. In
many ways it sounds like the classic 2002 – it is quick and
entertaining to drive on the one hand, reasonably practical and
affordable on the other hand. Those having a family had better to look
to 3-Series, but young singles or couples will find the 2-Series coupe
attractive.
The last generation 1-Series Coupe was rather cramped for rear
passengers. The new car, like its sister 1-Series F20, is benefited
from a 30 mm stretch of wheelbase, giving the rear passengers 21 mm
more legroom. This means it is finally tolerable for sub-6-footers.
Meanwhile, the front seats are given 19 mm more headroom. Moreover,
they are well shaped to offer good support and comfort in typical BMW
style, especially on the M-Performance model.
The whole dashboard is taken straight from the 1-Series to save cost.
In terms of style or exclusivity this is a little bit disappointing,
but given the affordable pricing we can understand. It is intuitive to
use though. Switches are large and logically placed. Instruments are
clear (no fancy TFT thing but traditional dials here). The driving
position is close to perfect. Plastic quality is generally good, if not
good
enough to challenge Audi. This cabin presents no surprises.
Predictably, the 1-Series-based chassis has no difficulty to achieve
50:50 balance, especially with the longer boot. Its compact size is an
inherent advantage to handling, although the all-steel monocoque is not
especially lightweight. The aluminum front struts and steel 5-link rear
suspensions are tuned to be slightly stiffer than the hatchback's, so
its handling can be only better. Also like its sibling, electronic
adaptive dampers and variable-ratio electrical power steering are
optionally available. On range-topping M235i, it is additionally
available with a mechanical limited slip differential, something the
drivers of M135i would be jealous of.
Theoretically, the 2-Series can be installed with any engines available
to the 3 and 4-Series, but since its sales volume is not as high, the
initial offering is limited to 220i (184 hp 2.0-liter Valvetronic DI
turbo), 220d (184 hp 2.0-liter turbo diesel) and M235i (326 hp
3.0-liter N55 Valvetronic DI turbo straight-six). A few months later,
they will be joined with 228i (245 hp version of the 2-liter turbo
petrol), 218d (143 hp version of the diesel four) and the sophisticated
225d, whose 2-liter diesel engine uses 2-stage twin-turbocharging and
2000-bar piezo injection to realize an impressive 218 hp and 332 lbft
of torque. All engines can be paired with BMW's 6-speed manual gearbox
or ZF's 8-speed automatic. Judging by powertrains alone, it is
virtually unbeatable!
Best of the bunch is the M235i, of course. It might not match Mercedes
A45 or CLA45 AMG for maximum power, but it is still a very fast car,
capable of completing 0-60 mph sprint in 4.8 seconds with manual
gearbox or 4.6 seconds with automatic (note: the auto is faster because
it allows the use of launch control). That is the territory of E46 M3!
Moreover, the marvellous straight-six is silky smooth, willing to rev
and
responsive to throttle. Its twin-scroll turbo delivers power with
virtually no lag. 332 pound-foot of maximum torque is available from as
low as 1300 rpm all the way to 4500 rpm. Such a non-stop stream of
power gives the M235i really usable performance in any conditions, and
the driver can exploit the chassis without any reserve.
As always, BMW's short-throw 6-speed manual is fantastic to shift,
whereas the
ZF auto is so smooth and responsive that it could be confused with a
good twin-clutch gearbox.
The chassis is equally fantastic. The M235i slices into corners flatter
and sharper than the M135i, thanks to its stiffer suspension. However,
its ride quality is still very good, much more comfortable than the old
135i Coupe and 1-Series M. Drive it slowly, you will be amazed how
civilized it feels – the ride is firm yet compliant, the engine is
smooth and tractable, and the exhaust note is subdued. Give the
throttle more pressure and the car transforms. The motor revs quickly
and plays a musical note. The nose turns into corner immediately. The
electrical steering is still short of feel, but it does guide the car
accurately. The turn-in is noticeably faster than the softly-sprung
M135i, with less roll, less understeer to deal with, just feels more
like a thoroughbred sports car. With 245/35ZR18 Michelin rubbers at the
rear it offers loads of grip, so it takes determined actions to slide
the tail. Fortunately, once it slides it can be easily balanced by
throttle and steering lock like a proper M-car. It is really fun to
drive.
Lesser models get softer suspension setup, smaller brakes and skinnier
tires thus they won't be as good to handle as the M235i, but they are
still easily more entertaining to drive than anything Audi or Mercedes
sell at the same price range. Well, a Toyota 86 or Subaru BRZ is even
more entertaining, but the duo can't match the small BMW coupe in so
many areas, such as accommodation, ride comfort, refinement, build
quality, straight line performance… For what it delivers, the 2-Series
is great value, especially M235i.
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Verdict: 
(M235i) /
(others)
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| Published
on 16
Feb 2015 |
All rights reserved.
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2-Series Cabriolet
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These days there
aren’t many affordable convertibles offering proper coupe look and
4-seat accommodation. Basically, your choices are limited to Audi A3
Cabriolet and BMW 2-Series Cabriolet. The Audi has a higher quality
interior, but the rear-wheel-drive BMW is definitely better to drive,
especially if you buy the M235i Cabriolet with 3.0-liter straight-six
turbo. Its performance is strong (i.e. 0-60 mph takes less than 5
seconds!), the engine is free-revving and the music it plays is
inspiring. The 8-speed ZF automatic it pairs is smoother yet quicker to
react than the S Tronic dual-clutch. The chassis is well balanced and
noticeably more agile than Audi’s. To keen drivers, the 2-Series
Cabriolet is easily the better car.
However, those who have driven the hardtop M235i could be disappointed
by the drawbacks of cutting off the roof, i.e. loss of chassis
rigidity. The car flexes on bumps and shimmies over irregularities.
Distortion to the suspension geometry leads to less incisive handling
when you start pushing the car. The 150 kg of extra weight also slows
its response. The steering feels more numb, and it vibrates in your
hands on poor surfaces. The 2-Series Cabriolet is no more fragile than
A3 Cabriolet, but compared to the 4-Series Cabriolet which employs a
retractable metal roof or the Mercedes E-class Cabriolet which has more
chassis strengthening it feels not that solid. If you place driving
thrills at high priority, always stick to the M235i Coupe.
Predictably, to accommodate the roof and chassis reinforcement, rear
seat space is reduced compared with the coupe. It is shorter and
narrower, fine for children or short adults for emergency use. That
said, the same story can be told to its rival A3 Cabriolet. The fabric
roof takes 20 seconds to open or close. It insulates the cabin well
from the outside world, but when it is opened wind management is not
great, with quite a lot of buffeting at speed unless you cover the rear
seat with wind deflector. Still, the Cabriolet shares the Coupe’s
excellent driving position. The belt line is not as high as Audi’s,
thus the cabin feels more airy.
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| Verdict: |
| Published
on 3
Mar 2016 |
All rights reserved.
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BMW M2
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The M2 is the most
affordable model developed by the M division of BMW. Well, affordable
to a
certain degree. In the UK, it starts at £44,000, a good 25
percent cheaper than
an M4, but 10 percent more
than a Mercedes-AMG A45 or Audi RS3. Its performance is comparable to
the latter two, but
it is wrapped in a classic front-engined rear-wheel-drive package.
Indeed, the M2 does not aim at hot hatch crowd (which is served by
M135i) because it is a conventional 2-door coupe. Its spiritual
ancestors should be 2002 Turbo, the
original M3 E30 and the 1-Series M,
especially the latter.
You may see the M2 as an M235i upgraded with many parts from the M4.
However, it is not exactly an M4 wrapped in a smaller package. Let's
take its 3.0-liter straight-six for example. It is modified from the
N55 unit of M235i rather than the S55 unit of M3/M4. This means it
comes from the standard production line instead of the M division
(whose engine codenames always start with the letter S). The biggest
difference is that it employs a single (twin-scroll) turbocharger
instead of two turbos. It also employs cast-iron cylinder liners like
the regular N55 instead of the S55's twin-wire arc spray cylinder
coating, although the pistons and crank bearing shells are sourced from
its bigger brother. To handle the expected abuse on race tracks, it
gets modified (but still wet) sump lubrication system. In this tune, it
produces 370 horsepower at 6500 rpm and 343 lbft of torque from
1400-5560 rpm, or 369 lbft from 1450-4750 rpm in a 30-second overboost.
In other words, it bridges the gap between M235i and M4. The engine
breathes through
quad-exhaust pipes and a muffler with switchable flaps.
Without wearing the M4’s carbon-fiber parts, the M2 with manual
transmission is only 2 kg lighter than its bigger brother at 1495 kg.
The 6-speed manual comes with automatic throttle blip to enable
smoother downshifts. Another choice is the M4's M-DCT
7-speed twin-clutch, which adds 25 kg but slashes two-tenths from 0-60
mph, resulting in 4.1 seconds. Top speed is normally regulated at 155
mph but drivers
opting for a special package can have it raised to 168 mph (270 km/h).
The suspensions get many components from the M4, too, including
aluminum forged control arms and wheel carriers at the front axle.
At the rear, the 5-link axle is now made of aluminum instead of steel.
Rubber bushings are replaced with rigid ball joints to reduce
slack, improve response and communication. The rear subframe is now
rigidly mounted to the monocoque chassis, and tower bars are added to
reinforce the structure. Sadly, the car does not offer adaptive dampers.
Outside, you can see more pronounced wheel arches are used to cover
wider tracks (+64 mm front and +71 mm
rear) and tires (245/35 front and 265/35 rear). The Michelin
PSS rubbers are shod around 19-inch forged alloy wheels.
Likewise, the braking system is upgraded. Front and rear discs measure
380 and 370 mm respectively, and both are dual-cast discs with aluminum
hubs.
Last but not least, the smallest M-car still comes with Active M
differential which uses multi-plate clutch to alter torque split
between rear wheels. In combination with a new M Dynamic mode, it
should enable spectacular power slide on tracks.
On the road, the M2 is all the car you need. It is as fast as you can
enjoy on public roads. It is compact and agile on the one hand, grippy
and unflappable on the other hand. The front-end grip is outstanding.
The steering offers more detailed feedback than the helm of M4, giving
you full confidence to attack corners. The powerful brakes are
dependable. The suspension is a little stiff, but keen drivers should
find it perfectly acceptable. The engine is not quite as explosive as
the M4, but its more linear power delivery never threatens to overwhelm
the chassis. Yes, that right balance is what makes the M2 so lovely!
Outstanding balance is also found in the chassis itself. Committed
driving on normal roads should find the M2 steers with a neutral
manner that a 4WD super hot hatch can only dream of. Push it on a race
track, however, will reveal its rather high limits, where it
understeers gently into bend. But then with a proper rear-drive chassis
and plenty of torque, you can regain neutrality by planting the
throttle. Apply a quick counter lock and the tail starts sliding
sideway, progressively and controllably through the arc. Yes, this is a
true M-car!
The M2 can lap Nurburgring in 7 min 58 sec, no faster than the best hot
hatches, but the mechanical refinement it displays is way beyond hot
hatches. The straight-six is creamy smooth and musical, accompanied
with a linear power delivery, wide power band and responsive bottom-end
that smaller 4-cylinder turbo motors cannot match. The 6-speed manual
has sweet gearshifts. M-DCT shifts in a fast and positive manner. It
questions the need to buy an M4. The bigger brother might be more
beautiful, has a roomier rear seat and more explosive power, but the M2
has to be the most sensible choice when driving thrills, usability and
costs are all considered. Another great creation from the M-division.
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| Verdict: |
Published
on 18
Aug 2018
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All rights reserved.
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M2 Competition
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Now
with a true M-power engine, M2 Competition is more serious than ever.
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M2 is dead. But don’t cry,
because its vacancy is taken by a hotter model, M2 Competition.
Competition is not exactly a new moniker, but it used to be marketed as
a performance upgrade package, i.e. tweaked ECU and suspension etc. Now
Competition denotes a new member of the expanded hierarchy of the M
division. Apart from M2, the larger M3, M4 and M5 will be added with
Competition models as well. It is positioned slightly above the
standard M car but below the CS and GTS. In addition to the M
Performance models (e.g. M240i) and M Sport trim, there are as many as
6 levels of M flavours you can choose from, depending on how much money
you have and how hardcore you are.
Fortunately, in the case of M2 Competition, its price remains
accessible at £50,000 in UK or $60,000 in USA, £3000 and
$4400 respectively more than the old car. For that small price bump you
get quite a lot, most notably a boost of 40 horsepower and 63
pound-foot of torque. Now both output figures exceed the 400 mark – 410
hp and 406 lbft – and, if you like to compare, more than those of
Ferrari 288 GTO, once the world’s definitive supercar. And that’s in a
compact package. Look around, only Audi RS3 and TT RS come close, but
their 5-cylinder motors still trail the M-power twin-turbo straight-six
by 10hp and 52 lbft. If there is a measure of power density, this one
must be rated very high.
How does BMW manage to raise its output? Easy. Remember, the M2 was
powered by not a genuine M-power engine but a beef-up version of the
series production N55. The Competition has it replaced with the M3/M4’s
S55 engine, just detuned slightly to keep its bigger brothers happy.
What does that mean? Its close-deck cylinder block is stiffer thus can
withstand the increased power and torque. Its cooling system is much
more effective. Its lubrication system can withstand higher g-force.
Moreover, the S55 has two turbos instead of one, so it can boost higher
pressure. It also sports a new exhaust with electronic-controlled flaps
to enhance noise. That is why I said the new Competition is no longer
an upgrade package. It has a completely different engine!
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Now
both output figures exceed the 400 mark, more than Ferrari 288 GTO.
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Inevitably, the stronger engine is heavier. Moreover, the M2
Competition cannot afford to use as much aluminum and CFRP as M4, so it
is actually heavier than the latter by a few dozen kilograms. Compared
with the old car, it gains 55 kg, no matter with 6-speed manual or
7-speed DCT. That said, BMW claims 0-60 mph time identical to the M4,
i.e. 4.2 seconds for manual or 4.0 seconds for DCT. Meanwhile,
electronic speed limiter is loosened a little bit from 270 km/h (168
mph) to 280 km/h (174 mph) in the case of Driver's pack.
Changes to chassis are less obvious. Open the bonnet, you will see the
M3/M4's U-shape CFRP tower brace is added to reinforce the front
suspension. Outside, the 19-inch wheels are new but no larger than the
M2's. The tires and standard brakes are carried over, too, although you
can opt for larger brakes this time (400mm discs and 6-pot calibers up
front; 380mm and 4-pot rear), which is highly recommended considering
how fast this pocket rocket is. The suspension of the M2 is carried
over, because it is already close to the M4 specifications, but the
rear subframe is now rigidly mounted to the body without rubber
bushings. The suspension spring and damper setting are unaltered, and
it still does without adaptive dampers, curiously. The Active M
differential hardware remains, too. Engineers only retuned its
stability control and electric power steering to suit the higher
performance.
Outside, it is difficult to distinguish the Competition from its
predecessor without looking at its double-kidney grille, which is
blackened and slightly reshaped. The front bumper’s main intake gets a
little larger to feed cooling air to the engine, but otherwise this is
still very much an M2. It looks remarkably compact for a 400hp car.
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Its
compact size makes it the best companion on backroads, more chuckable
than an M4.
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On the road, the M2 Competition does not disappoint. While the M2 was
already a rocket, the new car is even stronger. Its straight-six
remains smooth and flexible, but it spins more freely, begs you to rev
it towards its 7600 rpm redline (up from 7000). It pulls stronger at
the top end and rewards you with a more delicious exhaust note, a
musical growl only a straight-six can produce.
For maximum driver engagement, the manual gearbox is undoubtedly the
better choice. Despite a long throw, it shifts crisply. The ratios are
spot-on and the clutch take-up is smooth.
The chassis is good, too. While the suspension feels firm at low speed,
it improves markedly at speed. The more you commit to the driving, the
better it suppresses the bumps. Its body control is remarkably tight.
Its compact size makes it the best companion on backroads, more
chuckable than an M4. Its steering, helped by the chassis stiffening,
is more responsive and accurate than before. Its grip, traction and
braking (with the optional brakes) are all at very high standards.
Moreover, like the best front-engined, rear-drive GT in the world, its
cornering attitude is totally under your control. Enter a corner
quickly and it understeers a little. Lift off and it reverts to
neutral. Prod the throttle again with ESP off and it starts sliding.
Thanks to the rigidly mounted rear suspension, power slide is more
progressive than ever. The softness of M2 is replaced with new found
precision.
The M2 Competition has no direct rivals. Most FR 4-seater coupes are
larger than it, while others (e.g. Toyota 86) rests at a much lower end
of performance spectrum. Some put it against Porsche 718 Cayman and
Audi TT RS, but neither are as practical. Like the original M3, it is
in a class of its own. Being so compact yet so fast and so engaging to
drive, it hits the sweet spot.
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| Verdict: |
Published
on 11
Sep 2020
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All rights reserved.
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M2 CS
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The
ultimate 2-Series Coupe is eye-watering expensive.
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If you pay 50 percent more
money for a hotter version of BMW M2 Competition, our favourite compact
performance car, what would you expect to get? 40 extra ponies from the
S55 straight-six by means of only software update? Carbon-fiber bonnet
and roof panel as well as spoilers made of the same material but the
whole car is not a single kilogram lighter? 0-62 mph cut by 2/10ths of
a second while top speed is unchanged at 174mph? A set of larger brake
discs (400mm/380mm), stronger calipers (6-pot and 4-pot), or
carbon-ceramic options for another £6250? Or the availability of
Michelin Cup 2 tires?
Yes, this is the new M2 CS (Clubsport). It is the ultimate version of
the M2 as well as the current 2-Series coupe range before its
replacement next year. It is the last hurrah of the formula that we
love so much – compact, high-power and rear-drive – a formula that can
be traced back to the last 1-Series M. These days BMW is not
necessarily capable of making cars better than their predecessors, so
seeing the end of a successful breed is always a sorrow. Maybe this is
why BMW dares to charge you £75,000 for the car. Yes, it costs
the same as a Porsche Cayman GT4 or a nice Lotus Exige, both are faster
and pure sports cars. The M2 CS does not have limited production to
warrant its high price either. There is no limit of production except
time – by summer next year, it will be no more.
If we can ignore the price, it is unquestionably the best ever M2. The
extra power is available only at higher the rev range, so you might not
feel a big difference in less committed driving. Anyway, as the
Competition was already very quick, and the S55 engine is always a gem,
you are unlikely to feel shortchanged. As before, 6-speed manual is the
one for keen drivers, but DCT is quicker, managing 0-60 in under 4
seconds for the first time. Moreover, any compact cars possessing 450
horsepower (that equals to Porsche 959 !) is not going to disappoint.
We are not talking about a high-boost 4-cylinder like that of
Mercedes-AMG, but a proper straight-six with flexibility, smoothness,
responsiveness and sound quality to match.
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The
Cup 2 tires give it significantly higher cornering prowess...
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The CS is no CSL, so it is not stripped of creature comfort to cut
weight. You get the same bucket seats of M4 CS, Alcantara trims on dash
and a carbon-fiber transmission tunnel housing, but the rest of the
cabin is no different from lesser M2s. The CFRP bonnet and roof and
lightweight forged alloy wheels might save 20 kg or so, but this is
completely offset by adding adaptive dampers to the 2-Series Coupe for
the first time, and the fitment of larger brakes. The suspension is set
marginally lower, and the stability control and variable active
M-differential have been retuned.
On a track, the adaptive dampers and slightly firmer suspension offer
tighter body control. However, the most influential change is the Cup 2
tires. It gives the CS significantly higher cornering prowess.
Front-end grip is incredible, the steering feels meatier, yet the CS
still allows you to rotate by throttle and brakes. Power slide remains
its biggest asset.
Nevertheless, outside the track, on a normal road, the extra grip and
poise become superfluous. Public roads aren’t quick enough to get the
car into its sweet zone, so it doesn’t feel any superior to the
Competition. In fact, the cheaper car is a little bit more absorbent
and quieter, more friendly for road use, although the CS is never
uncomfortable with its adaptive dampers set at the softest position. If
you don’t go to track days regularly, there is no reason to choose the
CS, especially when it costs so much. In short, it is still a great
car, but there is already a perfect car at an affordable price, and it
is no less rewarding to drive on roads. Why look for more exotic?
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| Verdict: |
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