Is this the last truly great, rear-drive M car?

You already know what it looks like - time to find out what's underneath the second-generation M2 CS

BMW has a proven record of keeping us - the great unwashed enthusiast - entertained with the M2. It likes to talk about the ‘prestigious lineage’ that can be traced all the way back to the 2002 Turbo, but if you were 20 when that car first appeared at the Frankfurt show, you’re 72 now - so a more reasonable touchstone is the 1 Series M Coupe that appeared to a clamorous reception in 2011. Intentionally built as a cult classic, the car was several notches below perfect, yet its genius was plain for all to see: by combining a stocky RWD chassis with a throaty straight six and manual gearbox, BMW had happened upon a recipe that appealed to its core audience in a way that the increasingly large and sophisticated M3 did not.

For many, it was the ghost of the E46 meets turbocharging - little wonder it dramatically exceeded BMW’s sales expectations. It was replaced by the better-resolved M2 in 2015 (which spawned the previous 450hp CS in 2019), followed by the current-generation version in 2023. That model, you won’t fail to remember, reached 480hp during its last refresh. Now it too gets a CS derivative, which for 2025 delivers 530hp - 20hp more than the G80 M3 Competition did when it arrived back in 2020. And nearly 200hp more than the 1M Coupe. If that sounds to you like BMW M going all in on the concept of its rear-drive tearaway, you’re not wrong.

It certainly seems to well understand what the core purpose of the new model is: another benchmark when it comes to the ‘essence of sheer driving pleasure’ is promised, even if BMW has opted to do away with the option of a six-speed manual. The CS is said to be around 30kg lighter than the conventional M2 thanks mostly to greater use of CFRP in its construction - most notably in that ducktail spoiler which has been ‘seamlessly integrated’ into the carbon fibre boot lid - and the standard fitment of Golden Bronze 19-/20-inch forged light-alloy wheels.

It was inevitable that the lightest M2 of its generation would be combined with the largest output, though its proximity to the M3 CS - just 20hp shy and now with the same 479lb ft of torque available between 2,650rpm and 5,730rpm - shows just how closely related the models are in BMW’s reasoning. At any rate, the firm is promising sharper characteristics from the familiar 3.0-litre unit thanks to model-specific accelerator mapping across all drive modes, not to mention a 0-to-62mph time of 3.8 seconds - 0.2 seconds faster than its sibling and landing the exclusively eight-speed M2 in the sub-four-second club for the first time.

Additionally, BMW suggests it has increased the spring rates on the engine mounting for a more rigid connection - another telltale sign that the CS is going to arrive with the sort of leash-straining energy that makes a 50-75mph time of 3.4 seconds seem endlessly achievable. The M Driver’s Package (standard on the CS) means top speed is electronically limited to 188mph, although it’s worth mentioning that anyone seeking a ‘more aggressive soundscape’ will need to select the specially designed titanium exhaust system from the M Performance parts catalogue. So expect that to be a popular option.

In chassis terms, the CS is lowered by 8mm compared to standard, and receives bespoke tuning for the springs, dampers, and control systems. Additionally, the steering, diff, and M Compound braking system (carbon ceramics are also extra) have been given a model-specific refresh, with the DSC better optimised for life on the track - though you also get BMW’s Track mode, which accesses the ten-stage M Traction Control for a more nuanced tailoring of assistance levels. Naturally, all of this is managed via the very latest M-specific Curved Display layout, meaning you get the same 12.3- and 14.9-inch screens that arrived in the wider M2 refresh, powered by BMW’s OS 8.5.

Elsewhere inside, the devil is in the detail: the centre console is now constructed entirely from CFRP, as are the bucket seats, which, as you might expect, now get an illuminated CS badge to complement the Merino leather. The same lettering is dotted around the cabin - not least in the door panels, where it is also lit up - and you get a heated M Alcantara steering wheel to go with the equally nice-to-touch anthracite headliner. Externally, there are four colours to choose from: Sapphire Black, M Brooklyn Grey, M Portimao Blue, and Individual Velvet Blue. Without going into specific detail, BMW says track tyres are standard, though sports tyres are a no-cost option. A set of ‘ultra-track’ rubber will cost you extra.

Speaking of cost, the new M2 CS starts at £86,800. For those who like their large numbers supplied with context, the current M2 is £68,705 before ticking, and the previous CS was £75,320 back in 2020. An M4 Competition with all-wheel drive and the same 530hp output is £91,325. A Porsche 718 Cayman GTS 4.0 - now 130hp down on its rival, though very nearly as quick with the PDK - is £75,300. This is likely all of passing interest to anyone who fell in love with the ducktail at first sight on Friday. We certainly wouldn’t blame you: the new CS sits at the end of a very long line of exemplary rear-drive M cars, and its status among them is almost assured on that basis - especially as its production will be time-limited. Expect first customer deliveries at the end of the summer. Expect a mighty big queue, too.

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wistec1

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