BMW M2 LCI 2025 Review

Learning that the LCI version of the second generation has leapt up to $126,300 plus on-road costs will come as a shock to some. However, the 2025 BMW M2 LCI is a serious bit of kit and snaffles parts from higher up the food chain.

In fact, the G87 M2 is essentially a baby M4, with the same S58 twin-turbo inline six-cylinder engine, adaptive suspension and trick active limited-slip diff. We’re testing the eight-speed automatic, but a six-speed manual is a no-cost option.

So, while it might seem expensive, when you factor in the sum of its parts, the M2 is appropriately priced. It’s hard to find a direct rival, too. On sheer monetary value, the Mercedes-AMG A45 S is odd but also logical competition. Otherwise, a base Porsche Cayman is more expensive and slower, while it’s unfair to compare it to the cheaper Toyota Supra.

The M2 is covered by a five-year/unlimited-kilometre warranty with three years of roadside assistance. A capped-price servicing plan is available for five years or 80,000km.

To say that the exterior design of the second generation has been controversial is an understatement. We’ll let you decide if it’s your cup of tea or not. However, there’s no getting away from the pumped guards and old-school racecar vibes (for fans of IMSA).

Like the M3/M4, the 2025 BMW M2 LCI runs staggered wheels with 19-inch items up front and 20-inch rear alloys. It also gains LED headlights, LED daytime running lights, LED taillights, keyless entry and start, a shark-fin antenna and various M division parts to complete the look.

Inside, the M2 LCI gains ‘Vernasca’ leather upholstery, electrically operated heated front seats, steering wheel heating, dual-zone climate control, and enough carbon-fibre accents to remind occupants this isn’t the average 2 Series.

Some might see it as a negative, but our test car thankfully forgoes the optional M seats, which add $9231. Although, it’s painted in the less-than-subtle São Paulo Yellow, which is an LCI addition to the range of hues and is a no-cost colour option.

The 2025 BMW M2 LCI has not been crashed tested by ANCAP and doesn’t hold an official rating. It’s fitted with six airbags and dual ISOFIX points in the back seat.

Active safety includes autonomous emergency braking (AEB), lane departure warning, lane keep assist, adaptive cruise control with stop/go function, blind-spot monitoring, rear cross-traffic alert, head-up display, parking sensors and a reversing camera.

Like all the Bavarian brand’s new products, the 2025 BMW M2 LCI is packed full of screens and modern tech. 

It features BMW Live Cockpit Plus with BMW Curved Display – the latter of which mimics one large screen but it’s actually two 12.3-inch units. It’s all harnessed by the latest BMW Operating System 8.5 that drags most of the M2’s operation into the main central touch-screen.

Other goodies include wireless Apple CarPlay and Android Auto, a wireless charging pad, voice control, native sat-nav, Bluetooth, DAB+ digital radio, USB-C ports and a Harman Kardon premium audio system.

Given owners are likely to take their M2 to a circuit, it’s fitted with track-ready gizmos to play with. The key one being the M Drift Analyser, which essentially rates your style based on specific parameters like angle and distance for pub bragging rights. You can also tinker with 10-stage (yes, 10) traction control.

The last thing the baby M4 needs is more power. But that’s exactly what the 2025 BMW M2 LCI gains – 15kW and 50Nm, to be exact. That brings the totals up to 353kW and 600Nm for the ZF eight-speed automatic, while the six-speed manual sticks with 550Nm.

BMW has a history of underquoting its performance figures, so the twin-turbo 3.0-litre inline six feels every bit as strong as its numbers suggest. The increased grunt also lowers its zero to 100km/h times by 0.1 seconds, with the auto clocking 4.0sec and 4.2sec for the manual. It now cracks 200km/h 0.6sec faster, too, with the auto reaching that marker in just 12.7sec.

Essentially, the S58 engine is a powerhouse. It dominates the driving experience and allows you to drive the car on the accelerator. This sensation is increased given the M-division gurus have sharpened the throttle calibration for all modes in conjunction with the power boost.

If there’s a negative, it would be regarding the acoustics. They aren’t loud enough, nor is the tune as sonorous as the ‘lesser’, single-turbo B58 – although both are synthesised.

If you’re in the market for the 2025 BMW M2 LCI, then fuel economy isn’t high on the list of your priorities. Especially given it’ll likely be a ‘weekend car’ for enjoyment rather than a traffic-schlepping daily.

Still, there is a semblance of frugality with an official combined fuel-consumption rating of 9.7L/100km. And in an odd sensation for such a defined performance coupe, it also utilises stop-start technology.

Through our testing, the automatic M2 returned 11.9L/100km after covering city, suburban and highway conditions. Considering some budget-friendly SUVs can push 10.0L/100km in the real world, the M2’s figure becomes more than reasonable.

Naturally, the twin-turbo inline six drinks 98 RON and comes with a 52-litre tank.

While kids experience the terrible twos, the 2025 BMW M2 LCI has matured with age for its second generation. Yet, don’t for a minute think it has lost its edge.

With its shrunk G82 M4 platform, overall dimensions have grown and some of the twitchy nervousness of the F87 original has been dialled out of the M2. However, it’s still full of excitement and given it’s rear-wheel-drive only, the back axle squirms under acceleration – it still feels alive from behind the wheel.

At 1725kg, there’s no escaping the fact the M2 is heavy. However, like other chonky M cars, it rarely shows ill effects of the weight. It is an exceptionally dynamic two-door coupe with its wide stance and ample grip resulting in swift and agile point-to-point progress along a twisty road.

Of course, this wouldn’t be a modern M car without myriad drive modes and configurability – too many to detail here. Essentially you can go from mild to wild, or Comfort to Sport Plus in BMW-speak, with the extra layer of M Dynamic Mode (MDM). Lucky you can pre-set two of your favoured setups via the steering wheel-mounted M1 and M2 buttons.

For road use, Sport Plus is the way to go in terms of the engine and gearbox, but it’s a little too aggressive for the adaptive dampers unless you find an agreeable surface. If you don’t mind artificial weight, Sport mode for the steering is meatier, but Comfort feels a little more natural and engaging.

A true highlight is BMW’s MDM mode. It unleashes more of the M2’s potential without totally hanging you out to dry by allowing more slip, slide and playfulness with a more progressive safety net. Given there’s 353kW/600Nm you can excite the rear 285/30 R20 Pirelli P Zeros with moments of yaw if you try hard enough. However, the front axle gains wide 275/35 R19s, resulting in fervent turn-in purchase.

You might think the eight-speed auto is a letdown. Yet, it isn’t. Ramped up to its most aggressive shift setting, the ZF unit provides snappy upshifts and will even allow you to select a lower ratio early on corner entry. It’s intuitive when left to its own devices, but also satisfying when using the sequential-style manual provision with the gear lever or the steering-wheel-mounted paddles.

However, there is a more relaxed side to the M2, too. No, it hasn’t suddenly become a cushy grand tourer, but the adaptive dampers widen its narrow focus away from always being hardcore. There is real compliance when the suspension is in Comfort mode, making the 2+2 coupe a more feasible daily proposition. Even all-round vision isn’t too bad and with the powertrain in Efficiency mode, it provides a calm experience.

Seating position is important in a sports coupe. Sitting low with legs forward is the ideal. And the 2025 BMW M2 LCI certainly delivers in this regard. It feels ‘right’ behind the round, thick-rimmed steering wheel.

Being a high-end German brand, the M2 balances the line between tech and premium touches well, while also adding in a touch of M flair. Although, some will love or hate the Giugiaro M-inspired motifs on the door cards and seats. There are also enough carbon bits to satisfy the performance intent.

While the cabin looks and feels its price tag, road noise from the broad Pirelli rubber is intrusive – particularly at highway speeds.

The standard front pews also offer more comfort and ease of access without the heavy bolstering found with the race-style, optional bucket seats. They enhance daily practicality despite not hugging you in as much during dynamic driving.

Access to the rear seats requires some contorting and once back there it isn’t suitable for long journeys. Head and legroom aren’t generous and it’s generally a space best reserved for kids. There are air vents and storage areas, which is pleasing to discover.

Of more use is the 390-litre boot, especially with the 40/20/40-split folding rear seat aiding practicality. It means you won’t be left wondering where you’re going to put your golf bags for a weekday hit or luggage on a weekend getaway.

The short (and possibly only) answer is ‘yes’.

If you’re a fan of a small, high-performance coupe, the 2025 BMW M2 LCI won’t disappoint. It has straight-line grunt, engaging dynamics and a fun factor that’s hard to match.

While the electrification goalposts continue to be fluid and manufacturers are backflipping on EV targets at pace, the M2 still feels like one of those landmark cars we’ll look back on fondly. It isn’t saturated with hybrid gubbins and it’s all the better for it.

While there are a lot of modes to decipher, they all work towards an all-consuming experience – you’re forever learning the car with each drive. BMW has managed to make an unequivocally tech-laden product feel resolutely analogue. It’s one for the ages.

2025 BMW M2 LCI at a glance:

Price: $126,300 (plus on-road costs)
Available: Now
Engine: 3.0-litre six-cylinder twin-turbo petrol
Output: 353kW/600Nm
Transmission: Eight-speed automatic
Fuel: 9.7L/100km (ADR Combined)
CO2: 220g/km (ADR Combined)
Safety rating: Not tested

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