2021 BMW M2 Competition Fast Driving Review: Still Have It

BMW M2 competition hasn’t changed for eight months since my buddy Andrew Krok reviewed one last November. But in the wake of the limited series M2 CS grabbing the headlines and the attention, I felt the Competition was worth revisiting. It might not have the 444 horsepower of the CS, its adjustable shocks or its beautiful gold wheels, but the competition is better balanced and cheaper. Yeah, the CS is a peach, but this is the M2 that I would actually buy.

In numbers, there isn’t much of a performance disparity between the two M2s. Both use BMW’s twin-turbo 3.0-liter I6 and have identical torque of 406 lb-ft. The 405 horsepower Competition is down 39 horsepower from the CS, but that hardly makes a difference. In fact, with the standard six-speed manual transmission, BMW quotes the same 0-60 mph time of 4 seconds for both cars.

The pair is starting to differentiate themselves with the optional seven-speed dual-clutch automatic transmission, featuring a single gearing and a different final gear ratio for each M2. The result is a time from 0 to 60 of 3.8 seconds for the SC and a time of 4.2 seconds for the Competition. (Yes, the CS DCT is faster than the manual, but the competition is the other way around.) That 0.4 second difference is certainly not for nothing, but come on, when that gap of less than half a second ever matter in the real world?

BMW’s Adaptive M suspension gives the CS a little edge, allowing you to switch between Comfort, Sport and Sport Plus settings to add punch on twisty roads. But on the highway or in town, these settings could just as easily be called Stiff, Really Stiff, and Why The Hell Is This So Stiff? There are certainly handling advantages, but CS is much more difficult to deal with on a daily basis.

The Competition isn’t a shining beacon of comfort either, but its fixed shocks are an excellent compromise between tight and supple. There’s enough cushion for the thrust to smooth out the bouncy highway expansion joints, but the chassis controls body roll while the M2 grips in hairpin turns. The Competition’s softer suspension will no doubt keep it one step ahead of the M2 CS on a race track, but at the same time it makes the M2 more fun. The Competition is happy to put out its little ass if you’re feeling like a hooligan, and I really appreciate that sports cars aren’t so focused on precision that they lose their wild side.

My ideal setup would actually be an M2 Competition fitted with the Michelin Pilot Sport Cup 2 tires from the CS, as these are some of the best performance rubbers you can buy today, and they are a big part of the handling advantage. of the CS. The competition’s Super Sports Pilot are doing well, don’t get me wrong, but I feel like the combination of a less aggressive suspension and a self-adhesive tire would be a real win-win. Fortunately, a set of Cup 2 is just one Tire rack shopping cart a way. However, the CS’s gold wheels might be a bit harder to find.

My last dance with the M2 Comp involves a 400 mile day trip through Southern California, starting in Los Angeles and heading to the Santa Barbara Mountains after a quick lunch in Ojai. From there, head west across the Carrizo Plain to Highway 101, followed by dinner (and cheese Danish) in the pretty little town of Solvang. Finally, a long drive along the Pacific coast at sunset crowns that perfect SoCal day.

Kilometer after kilometer, the Competition shines. Even on the hairiest sections of Hwy 33 north of Ojai, I don’t regret the CS. Do I want his Cup 2 tires? Damn yeah. But the Competition’s balanced chassis, excellent steering and plentiful power make this canyon a crazy race. I concede that the competition could use the CS’s carbon-ceramic brakes, as the M2’s stock steel stops lack a consistent pedal feel and powerful braking force when driving fast downhill. But these ceramics are also an extra $ 8,500, so it’s not like it’s a standard CS kit.

The other differences are all pretty negligible: The CS weighs 55 pounds less than the competition, and its little aero additions look cool but don’t make much of a difference to public road speed. Inside, the CS gets Alcantara trim while the competition is content with leather, although if you’re like me, the suede-wrapped steering wheels are a huge demerit (because they’re raw). The CS has better seat reinforcement, but the Competition seats are more comfortable. Oh, and the CS doesn’t have a center armrest, so there’s no easy place to put your phone or tchotchkes. But hey, 55 pounds.

Arguably the most important factor in the competition area is its starting price: $ 59,895, of which $ 995 is for the destination. Add in my test car’s $ 1,200 Executive Package (wireless charging, heated steering wheel, adaptive LED headlights, etc.) and the $ 2,900 dual-clutch transmission, and that puts it at $ 64,545 . The M2 CS? He departures $ 20,000 more – and that’s before you add DCT or carbon brakes.

By the way, none of this is trying to paint the M2 CS in a bad light; it’s a great car and a hell of a swans song for the current 2 Series coupe. It’s also already out of production, so that’s a moot point anyway. Just remind you that the CS is not the pinnacle of M2’s greatness. The Competition is anything but a consolation prize.