Testing the 2024 BMW M2—maybe the last M car with a manual transmission

More than enough power

The 2024 M2 pulls no punches. Living under the hood of the car is BMW’s twin-turbo 3.0-liter S58 inline-six, which produces 453 hp (338 kW) and 406 lb-ft (550 Nm) of torque. Despite tipping the scales at 3,814 pounds (1,730 kg)—hefty, though on brand for our modern era—the car hits 60 mph (98 km/h) from a standstill in just under four seconds. But you’d swear it feels a second quicker.

There’s ample torque all over the rev band, so for the most part, power delivery feels linear compared to what’s customary of turbocharged fare. However, once both turbos are pushing peak boost pressure through its big air-to-water intercooler, acceleration becomes downright ravenous higher up, all the way to its 7,200 rpm redline. The bark matches the bite, too: The S58 lets out a snarling baritone roar high in the revs as it shoves occupants deep into the seat at wide-open throttle. Corner-exit and straightaway acceleration was more than ample on Streets of Willow.

The M2’s aggressive soundtrack really helps it deliver a comprehensive enthusiast car experience, too. The engine springs to life like race car fare, quickly differentiating itself from a more run-of-the-mill B58 inline-six found in non-M BMWs (though that engine is no slouch, itself). Then, after putting the clutch in and selecting a gear, its revs are more akin to a high-strung, small-displacement motorcycle engine than most other powerplants this side of a McLaren.

The tail pipes’ decibel rating is barely socially acceptable in its loudest mode, too. $63,200 to start isn’t exactly cheap, but you feel like you’re behind the wheel of something that’s tailor-engineered for both street performance and capable track use. Its personality gives it an endless sense of occasion—I put in a lot of miles in a week.

So, I quickly found out that fuel economy isn’t exactly the M2’s forte. A 70-mile (113-km) highway run amounted to a hair over 21 mpg (11.2 L/100 km) while keeping the cruise control set at 75 mph (120 km/h). That’s three mpg less than its EPA rating. Its 16 mpg (14.7 L /100 km) city rating diminishes rather quickly, as this thing is just too fun to rip around in. It doesn’t help that the tank is 13.7 gallons (52 L), either, which is awfully small for something this heavy and sporting so much power. But with so much power on tap in something this daily-able, it’s easy to forgive.

Shifting manually in 2024

The 2024 BMW M2 can be optioned with an eight-speed automatic or six-speed manual gearbox, and neither commands a premium over the other. Word on the street is that BMW is killing the manual option after 2025, and the Bavarian brand itself says the M2 is the last M model to get it. I specifically asked for three pedals because, well, I wanted to get a good feel for it before it’s gone forever.

I’ve had the pleasure of rowing through various modern BMW gearboxes, from my own E82-generation 1 Series’ to a buddy’s E92 M3’s and even an F80 M3’s—plus those from a myriad of other modern performance vehicles, like the previous-generation Honda Civic SI and the latest Ford Mustang Dark Horse.

The M2’s gearbox isn’t exactly stellar. It’s rubbery, it feels very isolated from the transmission’s mechanical innards, and I occasionally had to quickly shift into second gear before fully engaging first at a stop, which shouldn’t be a thing these days.

On the plus side, though, there’s little side-to-side play in each gear, and the spring is just right. The car’s lightly weighted shifter also lacks notchiness, but this gave me a bit of an epiphany on track: The rubbery lack of notch behooves lightning-fast shifts, up and down. I’m not sure if it’s engineered that way or if it’s a pleasant, unintended side-effect (probably the latter), but I actually dug it. As in some other modern manual sports cars, you can opt to have the M2 blip the throttle for you on downshifts, but it’s not necessary with the M2’s perfectly placed pedals (for heel-and-toe) and that wonderfully revvy twin-turbo six.

People often bemoan BMWs’ modern shifter feel, but one can’t deny its great balance of sharp throttle response, ideal pedal placement, and oddly beneficial, rubbery directness.