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M2 CS 2dr Step Auto
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BMW's M2 CS has been engineered as a true CS model. Jonathan Crouch takes a look.
The M2 CS is not only the ultimate M2 but also possibly BMW's ultimate M car. It's sharper, faster and more tactile than the standard model. And a memorable demonstration of what the CS badge really means.
'CS' or 'Competition Sport' is a badge BMW's motorsport division reserves for its most focused models. And cars of this kind have become a profitable part of the M model sub-brand for the Munich maker. Which is why in recent times we've seen CS versions of both the M3 and the M4. Here, it's the turn of the smaller M2 to get the Competition Sport treatment. The CS formula is now familiar; more power, less weight and extra focus for the chassis. It was clear right from the outset with the current G87-era M2 that BMW had designed the car around the possibility of such an upgrade. But it comes here with quite price tag. Might you be able to justify it? Let's see.
Given the huge price hike here, you might at first be a touch disappointed to learn that output has risen by only 50hp over the standard version. But like every CS model ever made, this one is about more than just sheer power. And in any case, 530hp is plenty for the 3.0-litre twin turbo straight six, still one of the world's great engines, here developing a sturdy 650Nm of torque. Like the standard M2 (but unlike larger M models) it sends all its power to the rear wheels only. Unlike the standard M2, there's no manual gearbox option - it's an eight-speed auto only. If you're quick with the steering wheel paddleshifters, 0-62mph is dispatched in 3.8s and because BMW's 'Driver's Pack' is included, a higher 188mph top speed is possible, should you be on the main straight at the Nurburgring Nordschleife. But let's get to those handling changes, helped by a small but significant 30kg reduction in weight, which you could improve on further by adding the optional ceramic brakes and titanium exhaust. The CS package sees a bespoke suspension set-up position the car 8mm closer to the ground than the standard model. And there's unique tuning for the dampers, the steering, the differential and the brake calibration. Stiffer engine mounts are also included, as is a purpose-designed electrical set-up that incorporates a 10-way traction control system. There's also a recalibrated throttle map, a rasping M exhaust and sticky Michelin Pilot Cup 2 tyres. You should find the result of all this to translate into incredible point-to-point agility. Expect the car to feel lighter than its reduced 1,700kg kerb weight, which is a substantial 150kg less than the larger M3 and M4 CS models.
The visual changes made to create this M2 CS won't be too difficult for an enthusiast to spot. The most obvious one is the way the lightweight boot lid with its CS badge extends much taller than an ordinary M2, courtesy of its ducktail spoiler. Lower down is a unique CFRP diffuser, out of which poke the four pipes of the bespoke M exhaust. At the front, there's a stripped-back design for the kidney grilles, new air intakes and a matt black front splitter. The carbon fibre composite roof and mirror caps that are optional on the ordinary car are standard here. And the M2 CS gets its own unique lightweight matt Gold Bronze wheels, 19-inches at the front and 20-inches in size at the back. Inside, you're greeted with race-style carbon-backed bucket seats that some might find a bit restricting for suburban use. You might also have an issue with the carbon fibre centre console, which comes at the expense of a cup holder. And with the way the pedals are offset to the right. Still, the alcantara-trimmed steering wheel is lovely to hold and there's illuminated CS lettering on the doors. The Garching engineers have resisted the temptation to throw out the rear seat in the name of weight saving. So this top M2 remains as practical as the standard version with two adults able to fit at a pinch. And there is a decently sized 390-litre boot.
The cost question here is significant, the M2 CS pitched at £92,475 at the time of this review in late 2025, just over £22,000 more than the standard car. Which doesn't tell the whole story because once you've added BMW's M Race Track Pack to that standard car (basically bucket seats and all the extra exterior and interior carbon fibre bits the CS gets as standard) the price differential reduces to around £8,000. You'll spend more much more if you want the carbon ceramic brakes and bespoke angry-sounding titanium exhaust. But there's plenty of standard kit included, like a Harman Kardon sound system, a head-up display, three-zone climate control, keyless entry 'Comfort Access' and wide suite of drive assist aids. Track warriors will want to consider the alternative circuit-orientated tyre choice - Michelin Pilot Cup 2R rubber. With standard Pilot Sport tyres as an alternative for road use.
The quoted combined fuel consumption return is between 28.8mpg and 29.1mpg (the same as a standard M2) - but of course if you ever regularly get close to that, you shouldn't have bought an M2 in the first place. The CO2 reading is rated at 226g/km (compared with 219g/km for the standard car). If you're tempted to go trackday showboating on that expensive Michelin Pilot Cup 2 tyres, it'll cost you big time in rubber wear. What else might you need to know? Well, it's all of course as with an ordinary M2. Routine maintenance is dictated by 'Condition Based Servicing' that monitors oil level and engine wear, taking into account how long it's been and how far the car has travelled since its previous garage visit. Like all M cars, this one needs a first running-in service at 1,200 miles. On to the warranty package. BMW offers a warranty that lasts for three years, no matter how many miles you complete. You can also insure your car through BMW, though as many M2s will be funded with company money through a lease deal, this brokerage fees are likely to be bundled into that.
BMW might soon be primarily an electric brand but its M division still builds great combustion-powered sports cars. This M2 CS is proof of that, the most exciting M2 yet made and for a true driving enthusiast, arguably the most rewarding sports car you can buy at any price. The engineers from Garching have taken a great car, the G87-era M2, and unlocked its full potential with a package of successful steering and suspension tweaks that in the right hands on a track would make this model almost supercar-quick. Yet it will happily bumble about to collect your dry cleaning and seat up to four if need be. Inevitably, there is a high price to pay for such a creation. And you can't help wondering how many of the enthusiasts wealthy enough to afford it will be able to safely unlock this car's talents. But for those who can, a very special experience awaits.
Data provided by CAP-HPI database - Ref# 108211
BMW's M2 CS has been engineered as a true CS model. Jonathan Crouch takes a look.
The M2 CS is not only the ultimate M2 but also possibly BMW's ultimate M car. It's sharper, faster and more tactile than the standard model. And a memorable demonstration of what the CS badge really means.
'CS' or 'Competition Sport' is a badge BMW's motorsport division reserves for its most focused models. And cars of this kind have become a profitable part of the M model sub-brand for the Munich maker. Which is why in recent times we've seen CS versions of both the M3 and the M4. Here, it's the turn of the smaller M2 to get the Competition Sport treatment. The CS formula is now familiar; more power, less weight and extra focus for the chassis. It was clear right from the outset with the current G87-era M2 that BMW had designed the car around the possibility of such an upgrade. But it comes here with quite price tag. Might you be able to justify it? Let's see.
Given the huge price hike here, you might at first be a touch disappointed to learn that output has risen by only 50hp over the standard version. But like every CS model ever made, this one is about more than just sheer power. And in any case, 530hp is plenty for the 3.0-litre twin turbo straight six, still one of the world's great engines, here developing a sturdy 650Nm of torque. Like the standard M2 (but unlike larger M models) it sends all its power to the rear wheels only. Unlike the standard M2, there's no manual gearbox option - it's an eight-speed auto only. If you're quick with the steering wheel paddleshifters, 0-62mph is dispatched in 3.8s and because BMW's 'Driver's Pack' is included, a higher 188mph top speed is possible, should you be on the main straight at the Nurburgring Nordschleife. But let's get to those handling changes, helped by a small but significant 30kg reduction in weight, which you could improve on further by adding the optional ceramic brakes and titanium exhaust. The CS package sees a bespoke suspension set-up position the car 8mm closer to the ground than the standard model. And there's unique tuning for the dampers, the steering, the differential and the brake calibration. Stiffer engine mounts are also included, as is a purpose-designed electrical set-up that incorporates a 10-way traction control system. There's also a recalibrated throttle map, a rasping M exhaust and sticky Michelin Pilot Cup 2 tyres. You should find the result of all this to translate into incredible point-to-point agility. Expect the car to feel lighter than its reduced 1,700kg kerb weight, which is a substantial 150kg less than the larger M3 and M4 CS models.
The visual changes made to create this M2 CS won't be too difficult for an enthusiast to spot. The most obvious one is the way the lightweight boot lid with its CS badge extends much taller than an ordinary M2, courtesy of its ducktail spoiler. Lower down is a unique CFRP diffuser, out of which poke the four pipes of the bespoke M exhaust. At the front, there's a stripped-back design for the kidney grilles, new air intakes and a matt black front splitter. The carbon fibre composite roof and mirror caps that are optional on the ordinary car are standard here. And the M2 CS gets its own unique lightweight matt Gold Bronze wheels, 19-inches at the front and 20-inches in size at the back. Inside, you're greeted with race-style carbon-backed bucket seats that some might find a bit restricting for suburban use. You might also have an issue with the carbon fibre centre console, which comes at the expense of a cup holder. And with the way the pedals are offset to the right. Still, the alcantara-trimmed steering wheel is lovely to hold and there's illuminated CS lettering on the doors. The Garching engineers have resisted the temptation to throw out the rear seat in the name of weight saving. So this top M2 remains as practical as the standard version with two adults able to fit at a pinch. And there is a decently sized 390-litre boot.
The cost question here is significant, the M2 CS pitched at £92,475 at the time of this review in late 2025, just over £22,000 more than the standard car. Which doesn't tell the whole story because once you've added BMW's M Race Track Pack to that standard car (basically bucket seats and all the extra exterior and interior carbon fibre bits the CS gets as standard) the price differential reduces to around £8,000. You'll spend more much more if you want the carbon ceramic brakes and bespoke angry-sounding titanium exhaust. But there's plenty of standard kit included, like a Harman Kardon sound system, a head-up display, three-zone climate control, keyless entry 'Comfort Access' and wide suite of drive assist aids. Track warriors will want to consider the alternative circuit-orientated tyre choice - Michelin Pilot Cup 2R rubber. With standard Pilot Sport tyres as an alternative for road use.
The quoted combined fuel consumption return is between 28.8mpg and 29.1mpg (the same as a standard M2) - but of course if you ever regularly get close to that, you shouldn't have bought an M2 in the first place. The CO2 reading is rated at 226g/km (compared with 219g/km for the standard car). If you're tempted to go trackday showboating on that expensive Michelin Pilot Cup 2 tyres, it'll cost you big time in rubber wear. What else might you need to know? Well, it's all of course as with an ordinary M2. Routine maintenance is dictated by 'Condition Based Servicing' that monitors oil level and engine wear, taking into account how long it's been and how far the car has travelled since its previous garage visit. Like all M cars, this one needs a first running-in service at 1,200 miles. On to the warranty package. BMW offers a warranty that lasts for three years, no matter how many miles you complete. You can also insure your car through BMW, though as many M2s will be funded with company money through a lease deal, this brokerage fees are likely to be bundled into that.
BMW might soon be primarily an electric brand but its M division still builds great combustion-powered sports cars. This M2 CS is proof of that, the most exciting M2 yet made and for a true driving enthusiast, arguably the most rewarding sports car you can buy at any price. The engineers from Garching have taken a great car, the G87-era M2, and unlocked its full potential with a package of successful steering and suspension tweaks that in the right hands on a track would make this model almost supercar-quick. Yet it will happily bumble about to collect your dry cleaning and seat up to four if need be. Inevitably, there is a high price to pay for such a creation. And you can't help wondering how many of the enthusiasts wealthy enough to afford it will be able to safely unlock this car's talents. But for those who can, a very special experience awaits.
