![]() But there are no option packs for adding, say, blind-spot monitoring, adaptive cruise control or lane-keep assist. ![]() The level of active-safety technology of offer is about average, with precollision warning and braking and lane-departure warning standard. Navigation is built-in, as are M-specific displays for the engine's instantaneous horsepower and torque output. As with other modern BMWs that use this system, allow me to gripe that whileĬarPlay is included, you'll need to pay an annual subscription fee Operable either by touching the screen or using the rotary control knob (on which you can also write letters or numbers), the system works swiftly and simply. An 8.8-inch infotainment display is standard. There's a modest amount of onboard tech to keep you entertained. Nick Miotke/Roadshow Modest tech complement The M2 Competition looks aggressive and powerful from every angle. And, of course, like many performance cars with wide tires and feelsome steering, you get plenty of tramlining and bumpsteer the M2 needs constant steering correction on highway drives. It's tiresome and makes me wonder if the M2 Competition actually could have used some adaptive dampers with a Comfort mode. ![]() The BMW also rides with all the compliance of a skateboard over cobblestones its chassis is constantly in motion, bouncing and jiggling over even the smallest road imperfections. For a point of comparison, consider that those are the same EPA ratings as the Mercedes-AMG C63 S coupe - a car which has two extra cylinders and 93 additional horsepower. It's rated for 17 miles per gallon city and 23 mpg highway (with the dual-clutch transmission), decreases of 3 in both measure compared to the 2018 M2. Nick Miotke/Roadshowīut you may want to leave that button enabled, because the M2 Competition delivers much worse fuel economy than its predecessor. Orange accenting and carbon fiber dress up the cabin. Models, which looks a tad cheap on a car costing north of $60K. And there's an empty switch blank where the adaptive-damper button would be in other As ever, BMW's M-specific shift lever is unnecessarily fiddly, with no "Park" position: simply leave the car in "Drive" and turn it off. The paddle shifters are easy to reach with my fingertips and move with a satisfying click. ![]() ![]() But otherwise the inside of the M2 looks sufficiently Competition-spec, with matte-finish carbon fiber, lots of orange stitching, just-snug-enough bucket seats and, yes, even "M2" seat badges that illuminate when you unlock the car at night. It's perplexing that a performance car wouldn't have an engine-temperature gauge anywhere in its cabin. (It doesn't, however, creep in traffic like a torque-converter transmission, which takes a bit of adjustment.) Yet as good as it is, I wouldn't spend the $2,900 for it when I know a six-speed manual transmission is standard. My test car's optional seven-speed dual-clutch transmission does a remarkably good job of smoothing out stop-and-go driving while also serving up lightning-fast shifts when I tug the paddles. Wide, grippy tires and strong brakes help keep the M2's power in check. ![]()
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