By Funizwe Moleme

We were very excited to get our hands on the Junior M3/M4 – the BMW M2. As enthusiasts would already know, it carries a detuned version of the S58 (M3/M4 engine) and makes 338 kW/550 Nm in the M2. BMW offers the M2 in both (an optional) manual and M Steptronic as standard. Our test car had the M Steptronic, and that reduces the 0 -100km/h sprint from 4.4 seconds in the manual transmission to 4.1 seconds. With that out of the way – we can get into the meaty part of our thoughts and how it was to experience what many speculate to be possibly the last ICE M-Car carrying some old school ingredients in its soul.

Right off the bat, it looks stunning. This is a genuine head turner as we witnessed this from many bystanders. Adding to the substantial aesthetic and stance – are the M Double-Spoke 19”/20” wheels and wide wheel arches. Inside, you’re greeted by a bespoke interior with top notch fit and finishes. The sporty Vernasca Black leather and M-trims add a very nice touch to the cabin that doesn’t feel overdone. The BMW curved display offers a great view into all things tech and helps navigate around the plethora of driver options, configurations to properly set up the M2 to your tastes. We do however feel that the “integrated screens” (think 240i pre-facelift) are more coherent than the curved displays.

So how did it drive?

In a word, magnificent! If you disengage the sporty exhaust and drive in comfort, your mom wouldn’t feel like they are in a rapid sporty machine that gets you to jail speeds in under 5 seconds. The seats are comfortable, and the ride is adequately damped, especially when you consider that this is a car tuned for cornering at high speeds. Speaking of speeds, you can also adjust brake feel, and that offers the driver two pedal feel settings, allowing you to choose between a more comfort-oriented or very direct execution of brake pedal inputs in the M Setup menu. Once everything is configured and you’re ready for a lively journey, the M2 is responsive, rewarding and thrilling. Steering inputs are communicative and direct, throttle inputs are responsive and the gearshifts engaging – especially when configured at a higher ferocity. Turn in and overall mechanical grip are very good and are noticeably better than the previous M2 – which makes this a serious improvement.

The smaller stature compared to the M3 makes the M2 more fun ‘easier’ to handle and thus a better package from a driver involvement standpoint. This is also not to say that the M3 feels like trying to man-handle a cow up a flight of stairs – but rather, comparatively – there is a noticeable difference that gives the M2 an edge on the fun factor.

The fun factor continues to bubble under even when all things attack mode – are dialed down. That raspy engine has a satisfying growl, even at low or cruising speeds. Cabin noise is as good as a luxury sedan and that makes it easy to live with, or as is now common – ‘to daily’. Like many modern BMW’s, technology is kitted to the 9’s. There is wireless Android Auto/Apple CarPlay or BMW’s Operating System 8 to ensure all things connectivity and active driver safety features as well as a Harman/Kardon sound system.

Are all these ingredients solidifying the M2 as king of current M-Cars? Yes and No. If your view is that an M-Car has to be the ultimate driver engagement machine, then it almost is. We have not tested the M3 CSL, which has broken some serious records in the Nürburgring that is potentially the one that takes that cup. But as far as an independent view of the M2 goes, it really is one of the finer driver’s cars BMW has on the market right now, albeit possibly better in manual.

Pricing starts at R1,485,000.