Track Drive At Chang International Circuit: BMW M2 Coupé (G87)

Prior to our full road test of the M2 Coupé in a couple of weeks’ time, we got the chance to drive the M2 at its most natural environment - at the track at Chang International Circuit in Buriram, Thailand. It would be the most seat time we would have in the M2 Coupé after our short first drive, and probably the hardest we would ever get to push it.

Naturally, being the entry-level BMW M car and also the smallest and lightest one, the M2 Coupé was undoubtedly the star of the event in Buriram.

I came with anticipation as I had vivid memories of the BMW 1M Coupé that still lingered in my mind. It was truly compact, yet so fantastically easy to handle and with a glorious sound N54 twin-turbo straight six. It also had one of the best BMW manual gearboxes I have ever tried. The G87 M2, being 2 generations newer, still retains the spirit of the 1M being the most accessible M car.

The new car is built upon the platform of the bigger M4 (for the first time in history) and while it is up on power versus the last generation M2 Competition (+50 hp; torque stays the same), it is also heavier (+175 kg). Can the new M2 Coupé maintain its terrier dog-like personality?

Let’s start with the drivetrain. The S58 is a fantastic engine that’s capable of easily producing far more power. The fact that it is this over-engineered is a big step up from the 1M’s N54 or indeed the N55 of the early F87 M2s. The former in particular has a notorious reputation for being one of the most unreliable BMW engines ever produced. The S58 is also a welcome upgrade from the F87 M2 Competition’s S55, with larger turbos and a lower compression ratio.

You can tell that the S58 has been reigned in a little versus the M4 Coupé’s motor, but the car is still as blindingly quick as you’d hope it’d be. As what we experienced in the M4 Coupé, you tend to hear more of the turbos whooshing than the actual sweet 6-cylinder exhaust note, but it was certainly a headturner especially when barreling down the straights of Chang.

The ZF 8-speed gearbox in the M2 Coupé is a fast and effective shifter, and holds onto the gears even at the rev limiter. For a torque converter box, it’s one of the best out there and for BMW to put it in an M car speaks volumes. Yes, it trades off a little of the hard-edged shifts of the DCT, but it does offer unparalleled daily usability. There’s also the option of the manual gearbox, which I reckon will suit those who will use the M2 Coupé as a weekend play thing.

If you look at the G87 M2 Coupé from a capability standpoint, there is very little to fault. You can feel the 110 mm shorter wheelbase versus the M4 Coupé - although not as compact as its predecessors, it nonetheless feels more agile and athletic. Handling is phenomenally good - it was as if there was an almost limitless turn-in speed in some of the wider corners at Chang, with its grip exceeding my risk-taking by a significant margin.

Along the smooth surface of the circuit, it was difficult to assess the compliancy of the M2 Coupé’s suspension, but one telling sign is how well it managed body control with hardly any lean or dive at speed. It was literally a beast on the circuit.

Less macho is the M2 Coupé’s steering, which lacks the granularity that comes with the best electric steering racks out there. It’s by no means inaccurate as it doesn’t interrupt a fast track drive and still elicits confidence at speeds above 200 km/h, but even more feedback is always welcome.

The M2 Coupé, once again, is a step forward in speed and handling, and I have no doubt that it will be a faster point-to-point car versus its predecessor. I’m looking forward to the Competition that will bring the M2 Coupé to its most desirable state, if history is anything to go by.

Photos by BMW

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