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Tested: 2022 BMW M240i xDrive Coupe Encroaches on the M2's Turf

Originally Posted by Car and Driver

While poring over our test data for the redesigned 2022 BMW M240i xDrive coupe, a friend called to tell us about the new pre-owned car he'd just bought: a 2019 BMW M2 Competition. Which made for a record-scratching coincidence, given that we'd just noticed a surprising similarity between the performance results of this second-generation M240i and those of the, you guessed it, 2019 M2 Competition models we tested a couple years back.

For the unfamiliar, the rear-wheel-drive-based 2-series coupe is not to be confused with BMW's 2-series Gran Coupe sedan, which is a very different, front-drive-based animal. The optional turbocharged 3.0-liter inline-six in the newest iteration of the M240i now makes 382 horsepower and 369 pound-feet of torque, which matches the output of the M340i (a 255-hp 2.0-liter turbo four is standard.) Those figures make for increases of 47 horses and a single pound-foot over last year's M240i . A ZF eight-speed automatic transmission with a torque converter remains standard, but the new car's gearbox gains shorter ratios for the first three gears, quicker shifts that are reminiscent of a dual-clutch unit's, plus launch-control functionality. This all adds up to a hellacious 3.6-second run to 60 mph and a 100-mph sprint in 9.1 seconds, beating the times for a 2017 rear-wheel-drive M240i automatic by a sizable 0.7 and 1.2 seconds, respectively, despite the new all-wheel-drive car weighing an additional 307 pounds, at 3877.

HIGHS: Quicker and more efficient than before, over-the-road poise and refinement, reasonable starting price.

Meanwhile, the outgoing rear-drive-only M2 Competition cranks out 405 horsepower and 406 pound-feet of torque. With the standard six-speed manual, it weighs 316 pounds less than the new M240i xDrive and maintains a 249-pound advantage when fitted with its optional seven-speed DCT automatic. And yet, both versions trail the new M240i to 60 mph by almost a half-second. By the end of the quarter-mile, both M2s cross the line 0.3 second behind the new M240i, which trips the lights in 12.1 seconds at 114 mph. The DCT-equipped M2 Competition does edge the new M240i xDrive in our 30-to-50- and 50-to-70-mph tests, but only by a scant 0.1 and 0.2 second, respectively. While Bimmerphiles will note that the 2020 M2 CS remains the quickest BMW 2-series we've tested, that was a rather special limited-edition model with a burly 444 horses and a price tag that could approach $100,000.

Hauling ass is all well and good, but the 2022 M240i xDrive scores what might be a bigger win with its fuel efficiency. Its EPA estimates of 26 mpg combined, 23 city, and 32 highway better those of the outgoing 2021 model by 2 mpg across the board. And those figures crush the M2 Comp's combined ratings of 20 mpg for the manual and 19 mpg for the automatic, largely thanks to the M240i's taller final-drive gearing and extra gear ratios.

LOWS: No manual-transmission option, limited steering feedback, even-smaller rear seat.

What's more, the new M240i coupe's chassis and rolling stock encroach on the M2's territory. The former's 62.2-inch front and 62.8-inch rear track widths are not only now more than two inches broader than the outgoing M240i's, they're also dead even with the M2 up front and a paltry 0.2-inch narrower out back. The optional high-performance 19-inch Michelin Pilot Sport 4S summer tires on our test car also share the same 245/35R-19 front sizing, while the rears are only slightly narrower at 255/35R-19. The M2's wheels are a half-inch wider front and back, though.

Along with a better front-to-rear weight distribution versus the nose-heavy xDrive model, this amounts to a slight road-holding advantage for the lighter M2. Our M240i posted a commendable 0.94 g of grip on the skidpad, yet we've recorded as high as 1.00 g for the M2 Competition. But this difference doesn't materialize much on the road, where the M240i xDrive corners with the balance and poise that makes it feel every bit as rewarding to hustle down challenging roads, at least at speeds that won't immediately land you in the hoosegow. The main letdown is the paucity of feedback through the steering. The grip of the wheel itself is excellent, turn-in is crisp, and there's some buildup in effort, but it's more proportional to steering angle than the actual cornering forces at the contact patches.

As before, the M240i coupe is suspended by front struts and has a five-link arrangement in the rear. The front and rear ends are now 2.0 inches farther apart than before owing to a wheelbase that has been stretched to 107.9 inches. This helps settle the ride and enhance straight-line stability, and the tuning of the Adaptive M suspension dampers has been massaged to suit. There's now a meaningful difference between the Comfort, Sport, and Sport Plus settings, and the softest of those modes makes the M240i easier to live with and far less brittle riding than the last M2 we spent time in.

What the longer wheelbase and wider body don't do, curiously, is add up to more interior space. The front sport seats appear small, and it seems overly necessary to deploy their adjustable thigh support cushions to get comfy. Legroom is generous up front and there's more width inside the cabin, but the M240i's larger standard moonroof intrudes to a greater degree. This isn't much of a consequence up front, but the already cramped rear seat, which inexplicably loses nearly an inch of much-needed legroom, suffers from a loss of 1.8 inches of sunroof-mandated headroom. As for luggage space, the new M240i holds the line at 14 cubic feet, same as the previous car's.

Our friend admitted to us that he did consider purchasing an M240i, but ultimately dismissed it because he absolutely wanted a manual gearbox, which we can't argue with. At present, the M240i is only available in xDrive form at a base price of $49,545. A new rear-drive M240i model arrives later this year, but word is that it will no longer be available with an optional manual transmission, which brings us to the highly anticipated second-generation M2. With the new M240i xDrive as quick as it is, we expect that new M car to be a monster.

C/D TEST RESULTS
60 mph: 3.6 sec
100 mph: 9.1 sec
1/4-Mile: 12.1 sec @ 114 mph
130 mph: 16.2 sec
Results above omit 1-ft rollout of 0.2 sec.
Rolling Start, 5–60 mph: 5.0 sec
Top Gear, 30–50 mph: 2.4 sec
Top Gear, 50–70 mph: 3.0 sec
Top Speed (mfr's claim): 155 mph
Braking, 70–0 mph: 153 ft
Braking, 100–0 mph: 307 ft
Roadholding, 300-ft Skidpad: 0.94 g

[Sedan_Clan]

This thing performs very well.

[Germanauto]

Nice looking car, and seems very competent. Disappointing to hear about the 3900 lb weight and lack of steering feedback. It is AWD though which hurts in both those areas. I'd love to drive the RWD version once it launches.

I still think this car bodes well for the M2. I'm sure it will be lighter and the steering will be more dialed in.

[swagon]

despite the new all-wheel-drive car weighing an additional 307 pounds, at 3877

Jesus. NOT good.

xDrive adds 110 lbs give or take on the 3 Series, even that difference is way too big.

The front sport seats appear small, and it seems overly necessary to deploy their adjustable thigh support cushions to get comfy.

Echoes my impressions as well of them being too small - and the seat bottom being too short. I've actually measured the lengths of seat bottoms in the G20 and E82 and they were almost identical, so I don't know. But I wasn't impressed by the sport seats.

[meko]

The "Lows" listed above kinda say it all for me. Not remotely on the radar. I don't understand the lack of manual, and at this point the lack of steering feedback is simply not acceptable unless that's just what they think customers want. Frustrating because I was hoping it would have been a nice little daily driver...minus the x-drive.

[Germanauto]

Originally Posted by meko

The "Lows" listed above kinda say it all for me. Not remotely on the radar. I don't understand the lack of manual, and at this point the lack of steering feedback is simply not acceptable unless that's just what they think customers want. Frustrating because I was hoping it would have been a nice little daily driver...minus the x-drive.

Yeah of all the cars in BMW's portfolio, the 2-series is supposed to be the most driver-oriented. It seems they've done a lot of the right things, but lack of steering feedback is a baffling decision for such a car. Regardless, we will have to test drive it for ourselves and make our own judgment. Maybe once can put up with the steering given the other positive driving attributes.

Not a whole lot of choices for a sporty coupe. This is really it. Audi and Merc coupes are not sporty handling.

[PLF69]

It's ridiculous I could comfortably sit in the back of my past M235 and LCI M2 and can't in the new model.

I tried but head hits the glass and knees don't clear. And the car is a lot heavier, it's just strange what they did here...

PS: I'm 6 feet

[swagon]

Originally Posted by PLF69

It's ridiculous I could comfortably sit in the back of my past M235 and LCI M2 and can't in the new model.

I tried but head hits the glass and knees don't clear. And the car is a lot heavier, it's just strange what they did here...

PS: I'm 6 feet

I'm 6'2 with long legs and I can sit just fine even in the back of the tiny E82 behind someone

[///M TOWN]

Originally Posted by swagon

I'm 6'2 with long legs and I can sit just fine even in the back of the tiny E82 behind someone

I'm 6.5 and I can as well

So the back seat is more for insurance now I guess

[PLF69]

Originally Posted by swagon

I'm 6'2 with long legs and I can sit just fine even in the back of the tiny E82 behind someone

Yes I also owned a 135i and it was very practical.

I have not tried the back seat of the new 4 series/M4 yet.

[EDWYER]

I still prefer my M2 and much lower curb weight.

[swampfox94]

Encroaches the m2s turf at the same price most of us got the m2comp for - 58k as tested

[Game]

Originally Posted by swampfox94

Encroaches the m2s turf at the same price most of us got the m2comp for - 58k as tested

10k difference in starting MSRP with fantastic performance + updated tech to boot, I think this thing is a bargain.

[ScullyD]

That's a lot of weight for a small car, that also doesn't have a usable backseat. BMW's engineers are doing a great job with chassis's lately but I really hope the next M2 weighs significantly less than this (ie 100's of lbs less). If the rumored HP only comes in at 430, I'd hope they can make the M2 weigh 3600 lb max.
Xdrive added 110lbs to the M3, so they would need to lose another 167lbs.

An M5 CS weighs only like 230 lbs more.

[swampfox94]

Originally Posted by Game

10k difference in starting MSRP with fantastic performance + updated tech to boot, I think this thing is a bargain.

I agree, It is absolutely a bargain. I just think the f87 was an even better value. Here's hoping the g87 isn't ridiculously priced!

[jkap27]

0-60 is 3.6 seconds and the rolling start is 5.0? what a huge disparity has launch control really gotten that much better than just stepping on the gas?

[Robert]

What did BMW pack in this thing so it's only less 200lb away from a Tesla model 3 perf with 4 seats?

[SYT_Shadow]

Impressive performance and cheapish in my opinion

The baby M models have fantastic performance and that opens the full M ones up even more.

I do miss the manual, I wish the 2 series still had it. But they're steering those customers to the future M2 which is ok

[ScullyD]

Originally Posted by Robert

What did BMW pack in this thing so it's only less 200lb away from a Tesla model 3 perf with 4 seats?

It does feel like BMW chassis engineers are honing their craft on these cars to get ready for making the weight disappear on electric cars. But they are succeeding at that. Just would be better if they could also make the weight disappear literally.

I guess the question is, how will buyers react if the next M2 is slower than the M240i, especially if the M2 is more about being a "driver's car" then straight line speed.

[Remonster]

Originally Posted by jkap27

0-60 is 3.6 seconds and the rolling start is 5.0? what a huge disparity has launch control really gotten that much better than just stepping on the gas?

Rolling start is measuring turbo lag, that's why it's such a useful test and in my opinion, much more important than 0-60 itself. The launch control program pre-spools the turbo on modern BMWs so differences in turbo lag between motors become much smaller. Out of all the cars I've owned, the electric Tesla was the only one I ever would have launched in a way that would replicate the advertised or magazine 0-60 times because I don't like to be too harsh on cars I personally own. That one was electric so it wasn't going to really hurt anything and it felt like a disposable appliance from day one so who cares anyways.

The 5-60 test gives you an idea of how quick a car actually feels in real life when you step on the throttle.

Originally Posted by ScullyD

It does feel like BMW chassis engineers are honing their craft on these cars to get ready for making the weight disappear on electric cars. But they are succeeding at that. Just would be better if they could also make the weight disappear literally.

I guess the question is, how will buyers react if the next M2 is slower than the M240i, especially if the M2 is more about being a "driver's car" then straight line speed.

That's already been the case many times in the past, I remember when I first got my 2011 135i and my brother had a 2008 M3, both 6MT. The 135i would almost always pull on the M3 below 100mph and we lined them up dozens of times. The 135i was especially quick if shifting before 6,500rpm before its power trailed off at the top end, the M3 of course should be revved right to 8,400 for max performance.

[DocWeatherington]

Originally Posted by ScullyD

That's a lot of weight for a small car, that also doesn't have a usable backseat. BMW's engineers are doing a great job with chassis's lately but I really hope the next M2 weighs significantly less than this (ie 100's of lbs less). If the rumored HP only comes in at 430, I'd hope they can make the M2 weigh 3600 lb max.
Xdrive added 110lbs to the M3, so they would need to lose another 167lbs.

An M5 CS weighs only like 230 lbs more.

There are zero reasons why the M2 won't be hundreds of pounds lighter... drop sound deading, add the regular carbon fiber bits, more lightweight rims, seats, carbons ceramics, drop the awd.

I won't be shocked if the new M2 weighs the same or less than the last generation.

No reason to freak out about the weight/driving dynamics as this is not an M2...

however what this is a killer base

[DocWeatherington]

Originally Posted by ScullyD

It does feel like BMW chassis engineers are honing their craft on these cars to get ready for making the weight disappear on electric cars. But they are succeeding at that. Just would be better if they could also make the weight disappear literally.

I guess the question is, how will buyers react if the next M2 is slower than the M240i, especially if the M2 is more about being a "driver's car" then straight line speed.

the only way to do it is to remove options, safety zones, a lighter weight chassis that is more bespoke and doesn't serve different masters.


A car be heavy and perform and handle well... weight isn't what it was 10-15yrs ago, just as car designs and make-up aren't.