Upon asking a BMW fan what the greatest modern BMW is, the answer would probably be their preferred generation of M3, or perhaps the 1-Series M Coupe.
While the M3 was the original M car, these days it’s gotten bigger and heavier — to the point where a top-spec (automatic/xDrive) car weighs almost 4,000 pounds.
In 2011, BMW released the 1M, immediately winning over driving purists with its smaller, lighter nature. BMW initially planned to build 2,700 units of the 1M, but in late 2012 production ended with just over 6,300 sold.
Then, in 2016, came the M2. Another truly small, lighter weight, rear-wheel-drive coupe. Many initially regarded the M2 as a “fake M car,” due to its non-M engine and less limited production numbers. But when you compare it to the endless M-Sport models and the 5,000-plus-pound M5 that BMW has brought to market since, its M characteristics really show.
At around 8 inches shorter than the M3, the M2 feels relatively tiny. It still dwarfs a Z4 or a Miata, but for a car with back seats, it’s not huge. It doesn’t weigh drastically less than the F80 M3 or M4 from the same era, but the chopped wheelbase and wide stance make handling excellent. It’s easy to position on the road, and incredibly lively around corners.
It’s also incredibly well proportioned and looks great, especially in the launch color of Long Beach Blue. And the 2018 model year is the best one of the “OG” M2 — it’s the only year with the LCI (BMW speak for facelift) lights and interior trim before they switched to the Competition variant and jacked up the price.
The downsides? For one, rear seat space is on the smaller side for adults, but perfectly workable if needed. The trunk is a reasonable size — perfectly adequate for groceries or a couple small suitcases — but not overwhelmingly huge.
While not an M-derived engine, the N55 3.0-liter turbocharged straight-six produces a nice, deep tone and in my opinion sounds way better than the S55 in the Competition and CS variants. Fake sound in the cabin is minimal, which is always appreciated. The stock output of 365 horsepower and 343 lb-ft of torque is good for a roughly 4-second 0-60. Those aren’t crazy high numbers, but these engines are easily tune-able if you desire.
Paired with the N55 is a six-speed manual transmission. BMW typically receives criticism for its manuals, and while this one is relatively sharp, it’s not the greatest shifter you’ll ever feel. It is, however, one of the smoothest and easiest manuals I’ve ever driven, thanks to automatic rev matching and hill-hold assist.
Today, 1M values (when you can even find one) are incredibly strong, with well-kept examples selling for upwards of $60,000. Initially, M2 prices took a sharp downturn as most German cars tend to, with the owner of this car purchasing it for roughly a 25 percent discount with just 20,000 miles. Over the last few years, though, they’ve stabilized around the same point; nice examples are still retailing near the $40,000 mark.
Over time, especially as new models continue to be released, “OG” M2s are becoming more widely appreciated. I suspect over time they will continue to rise in value similar to the 1M. It is undoubtedly the most well-rounded (dare I say best…) M-badge-wearing car BMW has built in the last decade. The market certainly agrees.
| Vehicle Tested | 2018 BMW M2 |
|---|---|
| Color | Long Beach Blue Metallic / Black Leather |
| Drivetrain | 3.0L turbocharged I-6, 6-spd manual, Rear wheel drive |
| HP / Torque | 365 horsepower / 343 lb-ft |
| Curb Weight | 3,450 lbs (est.) |
| 0-60 mph | 4.0 sec (est.) |
| EPA Fuel Econ | 18 city / 26 hwy / 21 combined |
| MSRP | $64,000 (est.) |
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