BMW currently has nine M models in its American lineup, and 17 other models with M in their name. BMW isn’t shy about slapping the M badge on just about anything, but thankfully BMW still makes cars with the motorsport ethos of the early M models. Cars like the M2 CS.
The CS models have always been that little bit more special than the regular M cars; more focused, honed, and hardcore than the cars they’re based on. The M2 CS adds some real substance to M2. Power from the 3.0-liter twin-turbo inline six cylinder is 523hp and 470 lb.-ft. of torque, up from 473 and 443 in the standard automatic equipped M2. Chassis upgrades are highlighted by stiffer springs that lower the car by 0.2 inches, and shocks borrowed from the M4 CSL. Front camber settings are unique to this car.
The CS is about 100 pounds lighter than the standard M2. That weight drop comes from the use of carbon fiber, but a big chunk of it also comes from standard fitment of lighter weight forged alloy wheels. Opting for the carbon ceramic brakes—not available on the standard M2—cuts another 40 pounds.
The M2 CS looks more purposeful than the regular M2. That’s partially thanks to the cool gold wheels but also to the higher ducktail spoiler, an aggressive splitter, and more black in the kidney grille, which all went really well with the Brooklyn Grey paint on the car I drove. In addition to the carbon fiber roof (optional on the standard M2) and mirror caps, the CS also has a carbon fiber diffuser, which looks cool but doesn’t actually improve airflow under the car. The trunk lid is also made from carbon fiber reinforced plastic, which can be confirmed on the underside when opened.
There’s also a lot of carbon fiber inside the M2 CS, including the entire center console that runs between the two seats, the M Carbon Seats (standard on the CS, optional on the regular M2) and an Alcantara lined steering wheel with carbon fiber trim. “CS” logos adorn the doors and center console to remind you that you’re in a special M2.
I didn’t drive the M2 CS on a race track or an autocross course, but I did spend a full week with it, driving it everywhere from pockmarked interstate highways to some of the best roads in New Jersey. For most people, the regular M2 (or the upcoming M2 with xDrive) is going to be a better all-around car, especially if you want to use it as a daily. But if you can afford it, the M2 CS’ improvements makes the driving experience that much more special.
It’s hard to nail down what exactly it is about the M2 CS that sets it apart, it’s more about the combination of small detail changes that makes it feel more connected on a fun, twisty stretch of road. It has more grip (my car had the standard Michelin Pilot Sport 4S tires, not the stickier options), but especially on turn in. Quick transitions feel sharper and midrange power feels more urgent. On a night driving my favorite stretch of Route 23 through High Point State Park with no traffic around, the M2 CS felt almost magical, with its balance of power, grip, gear changes, and braking all melding together in a mechanical symphony. It was the kind of drive that I’ll remember for years.
BMW tuned the automatic transmission perfectly for this version of the S58 straight-six. When you have it in the right mode—for me that was Sport mode with the Drivelogic in its second most aggressive mode—the transmission does a better job choosing the right gear than you could with the paddles. That might be different on a race track, but on public roads, even when driving aggressively, the transmission was almost always in the right gear all without my involvement. Throttle response was also very good for a turbocharged engine.
The M2 CS was commendable on the highway too, even on the stretch of Route 287 leaving BMW’s New Jersey headquarters, which could really stand to be paved. It certainly has a firmer ride than the standard M2, but it’s not uncomfortable when in Comfort mode. Sport seemed best for just about everything off the interstate, aside from the steering and brake settings, which I left in Comfort mode all the time. I find Comfort makes the steering feel more natural, and I honestly couldn’t tell any different between the Comfort and Sport settings with the brakes.
Call me superficial, but the carbon fiber pieces and trim also add to the experience. I like those touches in a performance car ,and enjoyed just looking at the seats and seeing that big piece of carbon fiber that makes up the center console every time I sat behind the wheel. It’s also pretty cool to open the trunk and see the carbon fiber exposed on the underside. I found myself on more than one occasion admiring the side profile of the M2 CS, its best angle, especially with that ducktail trunk lid.
As much as I loved the M2 CS, it does have some minor flaws. The M Carbon Seats are beautiful and perfect for sporty driving, but they aren’t the easiest to get in and out of. I got more used to it after a few days and would be willing to put up with the extra effort if I were buying this car, but they will quickly get old for others, and I wonder how long the side bolster facing the door will hold up over years of having weight put on them from getting in and out.
It’s also really annoying that this car doesn’t have a cupholder. Heck, even the McLaren 750S has a cupholder in it, but the M2 CS doesn’t. The fact is that most people who drive a car like this still want a place to put a drink, and you can’t put an open cup or bottle in the door pocket, especially coffee. BMW decided to put a storage space between the seats where a cupholder could be (in carbon fiber of course), so I’m not sure why they couldn’t just make that a cupholder. If nothing else, they should offer a cupholder insert for that spot, which I’m guessing every owner would leave in all the time.
That doesn’t ruin it, of course. The M2 CS feels special and it’s one of the best BMWs I’ve driven since, well, the F87 generation M2 CS. It’s the kind of car you want to keep driving, and it feels more precise than an M3 or M4. It’s also more usable as a daily driver than other sports cars that have similar performance, like the Porsche 718 Cayman GTS 4.0. Yes, the regular M2 is also a great car, but if you really want the best BMW experience in an M car today, the M2 CS is the car to have. It has the closest spiritual connection to the original E30 M3 of any current BMW . Pricing on the M2 CS is around $100,000, but you also have the chance to win one in the BMW CCA Dream Car Raffle, along with the M240i xDrive and 228i xDrive Gran Coupe if you want a chance at winning something more sedate.
—David Haueter
[Photos by David Haueter]
