What Sets the M2 CS Apart From the Standard M2?

Let’s start with the basics. The 2025 M2 CS builds upon the solid foundation of the already potent G87 M2, which arrived on the scene in 2022 and is itself no slouch. Many BMW fans thought a hotter Competition variant would be the next model to top the M2 range, but BMW has seemingly skipped this step and gone straight for the full fat M2 CS instead.

The CS badge was first applied to the back of a BMW in 2005, where it featured on the rump of an E46 generation M3, where the formula was to take the best bits of the ultra-hardcore CSL and apply them in a more usable package. Since then, the CS badge has always been an indicator of something special and the latest M2 variant continues the theme. 

Priced at £86,800 the M2 CS is £18,095 more than the standard M2, but you do get a host of powertrain and chassis upgrades to complement its more aggressive aesthetic, which includes a deeper front bumper and splitter as well as stripped back kidney grilles and a ducktail bootlid. 

As with previous CS models such as the old M2, the previous generation M5 and the current M3 and M4, there is a noticeable power increase. Compared to the standard M2’s 473bhp and 600NM of torque, the CS’s S58 3.0-litre twin-turbocharged straight-six engine is packing a visceral 526bhp and 650NM. That’s a full 82bhp more than the old M2 CS, a car that was hardly lacking in white knuckle inducing performance.

These new figures are produced by the CS’s pair of mono-scroll turbochargers, a 350-bar injection system and variable valve and camshaft timing. To ensure durability, the straight-six gets a closed-deck crankcase and a forged crank, and there’s an iron coating on the cylinder bores. The cylinder head, meanwhile, has a 3D-printed core, and the oil system has been designed to work with the high cornering and acceleration loads the CS can generate. There’s also unique throttle mapping across all the drive modes.

The brawnier engine can propel the M2 CS from zero to 62mph is just 3.8s – two tenths faster than a regular M2 Comp and 0.4s faster than the old M2 CS – with zero to 124mph completed in just 11.7s. Keep the loud pedal flat to the floor and, because the M Driver’s Pack comes as standard (a £9,500 option on the M2) the CS will top out at 188mph. A titanium exhaust system is available as an option through BMW’s M Performance parts catalogue for those who prefer the straight six’s histrionics turned up to eleven.

This blistering performance is delivered to the rear wheels via an eight-speed M Steptronic automatic gearbox with paddle shift – sorry manual lovers, there’s no stick shifting option for the CS, unlike the regular M2. 

But the CS doesn’t just add power. BMW has focused on the full performance package: weight has been reduced by 30kg over the standard M2 through extensive use of carbon fibre (including the roof, rear diffuser and the ducktail boot lid, as well the centre console); the chassis has been sharpened with bespoke springs and dampers that sit the CS’s ride height 8mm lower; and the adaptive suspension features Comfort, Sport and Sport+ modes while the electronically controlled limited-slip differential has been recalibrated for track-focused driving. There are other toys to play with if you find yourself on a circuit, such as a ten-stage M Traction Control system and a Drift Analyser, which sounds like sideways sliding fun to us!

There’s also a set of exclusive lightweight forged wheels finished in matt Bronze and shod in Michelin Cup 2 tyres, giving the CS serious track-day credibility. The brakes have been upgraded too, with optional carbon-ceramic rotors, an option often reserved for much more exotic machines.

Inside, the M2 CS retains the well laid out digital cabin of the regular M2 but adds unique electrically controlled and heated carbon bucket seats, an Alcantara trimmed flat-bottom steering wheel, and plenty of CS-specific styling cues, while the muscular exterior can be ordered with paint finishes including Sapphire Black metallic, BMW Individual Velvet Blue metallic, M Brooklyn Grey metallic or M Portimao Blue metallic.

How Does It Compare to Its Rivals?

The Audi RS3 remains a more accessible entry point into the world of high-performance compacts. With its five-cylinder turbocharged engine delivering 401bhp and quattro all-wheel-drive, it’s grippy, quick, and effective in all conditions. However, the RS3 doesn’t offer the same level of driver engagement as the M2 CS.

The Audi is more comfortable, more usable year-round, and easier to drive fast in poor weather. But if your metric is driver connection and dynamic purity, the RS3 can’t match the M2 CS’s RWD layout and track-tuned setup.

The M2 CS is also significantly more expensive, pushing into £90,000 territory, while a well-optioned RS3 sits closer to £65,000. That’s a large gap, and one that’s hard to ignore if you’re focused on value.

What about the M3 and M4?

Here’s where things get interesting. The M3 Competition and M4 Competition share the same S58 engine, and in xDrive spec, they offer better traction and marginally quicker straight-line performance. But they’re also larger, heavier, and notably more expensive.

A similarly specced M4 Competition with carbon ceramic brakes and lightweight wheels will set you back well into the £95,000-£100,000 range. And although the M4 offers more cabin space and comfort, it’s arguably less playful than the M2 CS. The smaller footprint of the M2 CS makes it more nimble, and its lower weight gives it a more responsive feel on twisty roads and technical circuits.

So, while the M3 and M4 are undoubtedly more grown-up performance cars, the M2 CS might actually be the more engaging and fun option – at a lower price point.

Is It Worth the Premium Over the Regular M2?

The standard M2 remains one of the best enthusiast bargains on the market, especially with a manual transmission. It delivers serious performance and classic M-car vibes for around £65,000.

The CS version, at nearly £20,000 more, is harder to justify purely on paper. But the upgrades are substantial: the improved chassis, weight reduction, better brakes, and more powerful engine make it feel like a different car, not just a tarted-up trim level.

If you’re someone who values track time, handling finesse, and the finer points of driver engagement, the CS is likely worth the stretch. However, if your driving is 90% road and 10% spirited backroad fun, the standard M2 gets you most of the way there for significantly less.

The 2025 BMW M2 CS hits a rare performance sweet spot: more special and capable than the regular M2, but less compromised and expensive than the hardcore M4 CSL or fully-loaded M4 Competition. Against rivals like the Audi RS3, it offers a purer, more focused driving experience – albeit at a higher price.

For enthusiasts who want the essence of M in a compact, rear-drive package – without the weight or cost of the larger M cars – the new M2 CS might just be the best M car you can buy today.

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In an era when dual-clutch and torque converter automatics dominate the performance car landscape, the manual gearbox has become an endangered species. Modern transmissions are faster, smoother, and smarter than any human could hope to be. But they’re also missing something: connection. That visceral, analogue link between driver and machine. The G87 M2, in its most purist form, preserves that link — for now.

The Purity of Control

The new M2’s six-speed manual isn’t perfect. The throw is a touch long, and the clutch could be firmer. But none of that matters. What matters is that it’s there, a real manual, in a world increasingly devoid of them. It’s a declaration of intent: that driving should be about more than just numbers and 0-60 sprints. It should be an experience. An interaction.

The G87 rewards effort. Every heel-and-toe downshift is a small victory. Every perfectly timed upshift feels earned. It’s a rare treat in a performance car industry obsessed with lap times and launch control. And while the optional eight-speed automatic is competent, slick, and faster on paper, it lacks the character, the sense of involvement, that the manual brings in spades.

A Lineage of Legends

To understand why the G87 M2’s manual farewell hits so hard, you need to appreciate where it came from. The M2 lineage may be short compared to its M3 and M5 siblings, but its impact has been monumental. The original M2, the F87, launched in 2016 and was immediately hailed as a return to form for BMW M. It took the compact, rear-wheel-drive bones of the 2 Series and fused them with genuine M engineering — wider tracks, bespoke suspension, and a turbocharged inline-six engine. It was raw, responsive, and alive in your hands — a spiritual successor to the iconic E30 M3 and 1M Coupe that came before it.

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What made the M2 so revered was its simplicity. It wasn’t the most powerful M car, nor the most expensive. But it was the most approachable — a car that distilled BMW’s driving philosophy into something compact, balanced, and utterly joyful. With each variant — from the original N55-powered M2, to the sharper, more aggressive M2 Competition, and finally the M2 CS — the formula was honed, but never compromised. Manual gearboxes remained an option throughout, reinforcing the M2’s role as the purist’s choice in the BMW lineup.

In an age of growing complexity and digital interference, the M2 became a cult hero because it held the line. It reminded us that great driving isn’t always about the lap time — it’s about how a car makes you feel. And that’s the legacy the G87 now carries forward — and, poignantly, concludes in manual form.

The Engine That Binds It All

At the heart of the G87 M2 lies the S58 3.0-litre bi-turbo straight-six — the same engine found in the M3 and M4, albeit slightly detuned. In this application, it delivers 460PS and 550Nm of torque exclusively to the rear wheels. It’s a mighty powerplant: urgent, flexible, and sonorous when pushed. It doesn’t have the raw edge of BMW’s older naturally aspirated units, but what it lacks in theatricality, it makes up for in sheer thrust.

The torque curve is meaty and usable, allowing the M2 to surge forward from almost any speed. And with the raised top speed limiter (a factory option), this particular UK model can stretch its legs all the way to 180mph. On Pirelli P Zero Corsa tyres, traction is abundant, but not absolute — the M2 will still play when provoked. It’s a car that invites you to explore its limits, not shy away from them.

Driving Dynamics: Modern Meets Classic

The G87 M2 may be heavier than its predecessor, the beloved F87, but it’s also more planted and confident. The added mechanical grip is immediately noticeable. Where the old car could be a bit twitchy on the limit, the new one is more composed — less intimidating, more precise. This gives the G87 a dual personality: capable grand tourer one moment, rear-drive hooligan the next.

Its chassis tuning is sublime, striking a fine balance between agility and stability. The steering is fast and direct, and although it doesn’t drip with feedback like some older M cars, it communicates enough to keep you in the loop. The brake pedal is firm, the body control impressive, and the overall driving experience borders on intoxicating when you’re fully engaged with the manual gearbox.

This is a car that wants to be driven. Hard. On the right road, with the windows down and the revs up, the G87 M2 transcends specs and stats. It becomes a feeling.

Divisive by Design

But let’s talk about the elephant in the room: the styling. The G87 is not a universally loved object. In fact, it’s one of the most divisive BMW designs in recent memory. Gone are the elegant lines of the F87. In their place: boxy arches, a squared-off front end, and chunky proportions that make the M2 look almost cartoonish from some angles.

And yet, there’s something compelling about it. This particular example, gleaming in Toronto Red paint (a striking, shimmering crimson) amplifies the M2’s aggressive stance, and the wide hips and squared haunches speak to the car’s performance potential. It’s not conventionally beautiful, but it has presence — and like many of BMW’s more controversial designs, it may just age into icon status. Remember the E60 5 Series? Once mocked, now admired. The same fate could await the G87… possibly.

Visually, this particular M2 is the full-fat experience. Carbon-fibre roof and interior inlays, 50th anniversary M badges — the works. The carbon-backed bucket seats are wrapped in a tactile mix of leather and alcantara and finished with the signature M tricolour detailing and a bespoke stitch pattern. They’re snug, supportive, and utterly gorgeous.

Inside the Future

Step inside the G87 and the blend of tradition and technology continues. The biggest change? BMW’s iDrive 8 infotainment system. The new curved display is modern and slick, replacing the physical climate controls with a fully digital interface. It’s a contentious shift for some, but in practice, it works well — responsive, logically laid out, and visually sharp.

Material quality is excellent throughout. This M2 feels solid, premium, and every bit the baby M car it claims to be. Crucially, despite the tech-heavy interface, the essentials of driving haven’t been compromised. You still get a proper gearlever. You still get a handbrake (albeit electronic). And you still get a driving position that’s spot-on for spirited motoring.

The End of an Era

In many ways, the G87 BMW M2 is a contradiction. It’s bigger, heavier, and more complex than any M2 before it. It’s tech-laden, digitally connected, and aggressively styled. And yet, at its core, it’s a car that celebrates the analog — that seeks to preserve the simple, tactile joy of changing gears yourself.

It is, unmistakably, the end of something. When BMW confirms that future M cars will no longer offer a manual option, the G87 M2 becomes more than just a fast coupe. It becomes a symbol. A time capsule of a driving era that is rapidly fading into memory.

Yes, faster, more efficient cars will follow. But they will not feel like this. They will not ask you to work for your speed. They will not give you the satisfaction of a perfectly executed downshift on a twisty B-road.

So if you’ve ever loved driving for its own sake — not just for the speed, but for the sensation — the G87 M2 deserves your attention.

And it may just be the last of its kind. To see a video about this stunning BMW M2 click here:

If you’ve got an M2 and are thinking of selling, give Automotive Addiction a call. We are looking for immaculate enthusiast owned examples of BMW’s M2 for our sales stock and offer top prices for the best cars in pristine condition with meticulous ownership histories. To see what we could offer for your car, contact us on

01952 780477 or head over to the website at www.automotiveaddiction.co.uk

The post The Last of Its Kind: Saying Goodbye to the Manual with the G87 BMW M2 appeared first on Automotive Addiction.