BMW M2 F87 (2016–2021): The pint‑sized bruiser that still gets under your skin
I’ve spent enough miles in the BMW M2 F87 to know two things: it’s the one you take when the road looks interesting, and the one you keep when logic says buy something newer. The BMW M2 F87 landed in 2016 and immediately felt like a greatest hits album from BMW M—small footprint, big lungs, a proper rear-drive setup, and the sort of stance that turns petrol station stops into conversations. On a damp Tuesday, it’ll commute without complaint. On a dry Sunday, it’ll have you inventing detours.
Why the BMW M2 F87 still matters
When the original M2 arrived, it felt like BMW quietly admitting we missed the 1M Coupe. The F87 obliged with a stout 3.0‑liter turbocharged inline-six, rear‑wheel drive, and your choice of a six‑speed manual or a seven‑speed dual‑clutch. It matured during its run—first the 365 hp N55 M2, then the 405 hp S55‑powered M2 Competition, and finally the 444 hp M2 CS that makes you look at track dates and your checking account in the same breath.
It’s the size that hooks you. Parked between modern SUVs, the M2 looks like a barbell with number plates—short, planted, and a little bit mischievous. And on a good road? It’s the right kind of quick, the kind you can actually use.
BMW M2 F87 performance and engineering: small car, big energy
- M2 (2016–2018): 3.0L N55 single‑turbo I6, 365 hp, 343 lb‑ft (369 lb‑ft on overboost). 0–60 mph in roughly 4.1–4.3 sec (DCT) or mid‑4s (manual).
- M2 Competition (2019–2021): 3.0L S55 twin‑turbo I6, 405 hp, 406 lb‑ft. 0–60 mph around 4.0 sec (DCT), mid‑4s (manual).
- M2 CS (2020–2021): S55 turned up to 444 hp, 406 lb‑ft. 0–60 mph as low as 3.8 sec (DCT), ~4.0 sec (manual).
Torque arrives early and hangs around like your favorite riff. The steering is quick and accurate—still electric, yes, but you feel the front tires talk when you lean on them. The standard M limited‑slip diff shuffles power smartly out of tight bends, and on a back road the car feels shorter, lighter, and more eager than its numbers suggest.
Track mornings tell a similar story. The Competition’s bigger brakes cope better with heat; the CS adds adaptive dampers that take the edge off mid‑corner bumps. On rough roads I noticed you feel the 19s, but the body stays tidy—no sloppy heave, no drama. Two gripes? Active Sound Design pumps some engine noise into the cabin (you’ll either ignore it or code it out), and on certain pads the brakes can squeal at low speeds. Price of admission, I suppose.
Real‑world drive notes
- Ride quality: Firm but daily‑livable; CS with adaptive dampers is the most versatile.
- Steering: Precise, quick rack; feel is better than most modern performance cars, if not old‑school hydraulic.
- Sound: Authentic rasp outside, a bit augmented inside.
- Economy: Expect low‑20s mpg combined if you behave; teens if you don’t.
Design and aero: the right kind of loud
Those swollen arches, the squat stance, and the four exhaust tips aren’t subtle—but they’re not try‑hard either. The BMW M2 F87 wears its aggression honestly: big cooling apertures up front, a neat lip spoiler out back, and a rear diffuser that actually earns its keep. Paints like Long Beach Blue and Hockenheim Silver flatter the shape; the Competition’s black kidneys sharpen the face. I still catch myself looking back after parking. Guilty.
Inside the BMW M2 F87: cabin, tech, and livability
Slip into the thick‑bolstered M Sport seats and you sit a touch higher than you might expect, but visibility is excellent and the wheel comes right to you. The iDrive system (version 5/6 in most cars) is straightforward once you’ve lived with it; CarPlay arrived later and can be hit‑or‑miss on connectivity if you go wireless. Rear seats? Usable for short hops or tolerant friends, and the trunk swallows weekend bags with room for a helmet.
As a daily driver it’s easy: light controls, sensible ergonomics, and quiet enough to hear your kids arguing in the back—until you select Sport and, well, you can’t. On cracked city streets the ride can jiggle, but it never feels brittle.
Feature highlights
- M Sport seats with substantial lateral support
- M‑specific steering wheel and configurable drive modes
- iDrive infotainment with available Apple CarPlay
- Harman Kardon audio on many cars
- Driver aids like parking sensors and camera make tight garages less sweaty
Protection and style: floor mats for your BMW M2 F87
Full disclosure: I’m fussy about interiors. After a couple of muddy trailhead stops and one unfortunate coffee incident, I swapped in tailored mats designed specifically for the BMW M2 F87. If you’re the same, AutoWin stocks premium, model‑specific options that actually fit the footwells correctly—no bunching under the pedals, no awkward gaps. They’re tough, easy to wipe down, and add a bit of visual pop if you choose a contrasting color.
Browse the M2 F87 range at AutoWin and pick a set that suits your spec and lifestyle.
BMW M2 F87 vs rivals: how it stacks up
I’ve rotated through this set of contenders on familiar roads. Here’s how the numbers broadly compare; the flavor is another story entirely.
| Model | Engine | Power | Torque | 0–60 mph (approx.) | Drive |
|---|---|---|---|---|---|
| BMW M2 Competition (F87) | 3.0L twin‑turbo I6 | 405 hp | 406 lb‑ft | ~4.0 sec (DCT) | RWD |
| Audi RS3 | 2.5L turbo I5 | 394 hp | 369 lb‑ft | ~3.6 sec | AWD |
| Porsche 718 Cayman S | 2.5L turbo flat‑4 | 350 hp | 309 lb‑ft | ~4.0 sec (PDK) | RWD |
| Toyota GR Supra 3.0 | 3.0L turbo I6 | 335–382 hp | 365–368 lb‑ft | ~3.9–4.1 sec | RWD |
The RS3 is devastating in bad weather and quick sprints. The Cayman is sharper at the limit, with mid‑engine balance you can slice bread with. The Supra is playful and surprisingly refined. But the BMW M2 F87 hits a sweet spot of size, price (used), and old‑school rear‑drive feel that’s getting rare.
Ownership notes: costs, reliability, and what to check
- Service and consumables: Expect frequent tires if you enjoy yourself; fronts last longer than rears (shocker). Brakes on Competition/CS resist fade better on track.
- Engines: The N55 in early cars is robust with routine maintenance. The S55 in Competition/CS is stout too; as with any performance BMW, buy on history, not price.
- Quirks: Occasional brake squeal, some road roar on coarse asphalt, and the seating position may feel a touch high for track rats.
- Economy: 18–26 mpg depending on route and restraint.
Verdict: should you buy a BMW M2 F87?
If you want a compact, charismatic coupe that works Monday through Friday and shines on Saturday, the BMW M2 F87 remains a brilliant choice. It’s the right size for real roads, the right power for real speeds, and it still feels special every time you roll into the boost. Dress it with a few thoughtful accessories—like properly fitting mats from AutoWin—and it’s an easy car to live with and love for the long haul.
FAQ: BMW M2 F87
What years was the BMW M2 F87 produced?
The BMW M2 F87 ran from 2016 to 2021, evolving from the original N55‑powered M2 to the S55‑powered M2 Competition and the limited‑run M2 CS.
How quick is the BMW M2 F87?
Depending on variant and transmission, 0–60 mph ranges from about 3.8 seconds (M2 CS DCT) to the mid‑4s (manual M2). All feel properly fast on the road.
Manual or DCT—what’s better?
The 6‑speed manual adds involvement and suits weekenders; the 7‑speed DCT is quicker and calmer in traffic. I’ve daily‑driven both—pick your personality.
What should I look for when buying used?
Service history is key. Inspect tires, brakes, and evidence of track use. Verify infotainment updates (for CarPlay) and listen for excessive brake squeal. A pre‑purchase inspection is money well spent.
Which accessories are worth it first?
Floor protection and a trunk liner save headaches. Explore tailored BMW M2 F87 floor mats at AutoWin—they fit properly and clean up easily after a rainy track day or a sandy beach run.
