![Light blue BMW M2 parked on a hill](https://cdn.arstechnica.net/wp-content/uploads/2024/03/PeterNelson2024BMWM238-800x533.jpg)
peter nelson
We stand at an exciting crossroads in the performance enthusiast car market. Running east and west is the adoption of electric vehicles and the slow decline in internal combustion engine vehicle production. From north to south there is a progression of ICE horsepower coming from the factory over the years, and it's unclear how far it continues from here. What comes in diagonally is weakening demand for manual transmissions. Sadly, this is where it ends.
In the center of this intersection, the 2024 BMW M2 6-speed manual transmission is tailing in a huge controlled drift along the edge, giving BMW one last hurray as the last object of its internal combustion M car affection.
I recently had the opportunity to pilot BMW's newest, smallest M car through some of Southern California's most fun mountain roads and the Streets of Willow circuit at Willow Springs International Raceway. I can't think of a better packaging combination for quickly getting to know the powertrain and chassis of this type of car. Here's what makes the latest and final six-speed manual-equipped M2 generation a great overall enthusiast coupe.
![BMW has given the M2 a much more muscular look than the regular 2 Series Coupe.](https://cdn.arstechnica.net/wp-content/uploads/2024/03/PeterNelson2024BMWM245-980x653.jpg)
peter nelson
internal focus
Looks are subjective, especially BMW looks, but I think BMW did a good job with the look of the M2. The kidney grille, headlights, fender flares, exhaust tips, and wide fenders (especially the rear quarter panels) are attractive. It's a muscular little coupe, and the massive intakes cut into the front end make its intentions clear. Behind this are heat exchangers for the engine's air-to-air intercooling (more on that in a bit) and several other forms of water and oil cooling to ensure long-lasting peak performance, all twists and turns of road and track. -Session length. It's hard to mistake it for the base 2 series.
The interior is quite spacious for a coupe, and peripheral visibility is very good. My test vehicle included the $9,900 Carbon package, which provides comfortable, almost race-bucket carbon fiber seats and a sleek carbon roof. I'm 6'3″ so not having the sliding glass up was a godsend and even allowed me to wear my helmet on the track without having to tilt it, which is rare in modern cars. The seat was a bit of a pain to slide in and out of, and the left leg rest pushed a little too far inward, preventing an efficient and comfortable clutch action for my lanky body type. But I don't think many people will have the same problem.
Technically, the vivid 12.3-inch digital instrument cluster and 14.9-inch touchscreen take up a lot of space. BMW's iDrive 8 software is easy to use, operates smoothly and provides excellent tactile feedback. The material quality is pretty good overall. All buttons and dials have a hefty feel, and the Carbon package includes a slab of stylish carbon fiber trim instead of the boring old piano black plastic commonly found in modern performance cars.
![Opinions are mixed about BMW's carbon bucket seats. They hold you in place well, but can be difficult to get in and out of, and the hump between the driver's legs is polarizing.](https://cdn.arstechnica.net/wp-content/uploads/2024/03/PeterNelson2024BMWM212-980x653.jpg)
peter nelson