BMW M2 Reviews

In the current economic climate, a small car that can only comfortably fit two adults and gets 11.4L/100km on a test drive seems utterly unsensible.But the 2026 BMW M2 CS was never meant to be sensible, was it? Even in the stable of bonkers BMW M cars, the M2 CS is arguably the one that most fits into the category of ‘fun over function’.The M3 has four doors, the M4 has more space and the M5 is half-EV these days. And while the M2 is silly fun, the M2 CS is serious fun.The 353kW of the regular M2 becomes an intimidating 390kW when adorned with the extra two letters, standing for Competition Sport by the way, and paired with 650Nm the two-door rear-driver is capable of a 0-100km/h sprint in a claimed 3.8 seconds. That thrust goes on to 302km/h, if you’re brave enough to find out, rather than just 250km/h.This is all, of course, thanks to a twin-turbo 3.0-litre six-cylinder engine, code S58 in the M2’s case. BMW hasn’t given up the in-line six game just yet.It runs power to the rears via an eight-speed automatic transmission, which is unfortunately the only transmission available in the CS. The standard M2 has the option of a six-speed manual, but the ol’ DIY shifter apparently isn’t up to the extra 100Nm of torque the CS’s engine is putting out. Even the auto ‘standard’ M2 gets 600Nm, splitting the difference.More changes to the M2, then, come in the form of a set of staggered gold wheels - 19-inch by 9.5-inch fronts and 20-inch by 10.5-inch rears. The ducktail boot lid is a much-appreciated touch for some more flair. And at the other end the vents and an effectively open kidney ‘grille’ mean a wayward rock could probably do some nasty work on the cooling system.A carbon-fibre roof and bonnet go some way to helping lower not only the weight, but also the centre of gravity, with the CS coming in at a 1775kg kerb weight compared to 1805kg in for standard M2. The CS is also slightly longer (by 7.0mm) and its suspension slightly lower (by 8.0mm) according to BMW’s specs.Inside, the CS affords you less than you might want in the way of comfort if this is to be your main mode of transport. No proper central armrest along with extremely bolstered, rigid carbon sports seats (with leg mouldings) and no real storage save for a phone charging pad or the bottle holders in the doors mean the M2 CS doesn’t quite work as a daily drive.All this means an extra $44,800 at the dealership, for a price tag of $172,900, before on-road costs. Carbon fibre and extra power ain’t cheap, unless there’s also something special about those CS badges…Oh, and our test car is fitted with carbon ceramic brakes, so there goes an additional $19,000.It’s a price that demands as much attention as the CS does to look at, especially in this 'BMW Individual Velvet Blue Metallic' paint over those 'Gold Bronze' wheels. But is it as special from behind the other important wheel?Peak power comes in at 6250rpm, while the optimum torque band is between 2750 and 5730rpm. It means for most of the time you’re not short of nudge, and even if you’re already making expeditious progress along your road of choice, there’s almost always more pace at hand through most of the rev range.While it might feel a shame there’s no manual option, you’ll quickly find yourself engaged enough without involving a third pedal. Of the many settings available to toy with, something that’s easy to adjust is the aggression of the transmission thanks to the 'Steptronic' button on the shifter. Using the paddles, or using the shifter itself if you want to feel a little more manual, is almost always my preferred method to letting the automatic decide for itself, but in the right settings the CS’s eight-speed does fine on its own.Even in too-high a gear, the sheer torque available means the 1775kg coupe bursts out of corners with plenty of aggression, though the CS’s manners don’t leave you feeling intimidated.While small BMWs of the past have been lairy, wicked little things - the 1M had a reputation for being quite persistent about trying to leave the road - the M2 CS’s bite isn’t directed at the hand that steers it.On capable Michelin Pilot Sport 4S tyres, which suit road driving better than stickier Cup tyres that hate a damp surface, the M2 CS provides plenty of accurate feedback and reacts receptively to inputs in a manner that belie the way the thing looks and sounds.In its most aggressive settings before you start getting into track modes and safety-off areas, the M2 doesn’t even wag its tail through corners where you might have expected the previous generation car to. And even though its suspension is stiff there’s enough give to let the driver sense the limits of mechanical grip.While the CS exudes ‘playful puppy’ energy, the true attitude of the car is well-trained. If you wanted the M2 CS to really let loose, you could make it happen, but it’s not likely to happen by accident if you’re half-capable behind the wheel.The carbon ceramic brakes fitted to this test car also mean pulling up quickly in an emergency without needing to worry if the brakes have faded from previous hard driving, though in most cases on the road they’re probably overkill.The steering feedback is succinct, and while there’s more road surface information communicated through the seat that you might want from a daily driver, the combination in concert with the front wheels means you’re rarely guessing how to attack a corner.On that, the M2 CS is arguably more comfortable than you’d expect, but for the vast majority of people it would be optimistic to think of this car as suitable day-to-day transport. I’m 31, don’t have bad joints, and have spent most of my career in sports cars, and I reckon I would get a bit tired of the feeling of these seats after a couple of months. If someone says otherwise, they didn’t spend enough time living with it.

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