2026 BMW M2 CS review: Quick drive

The BMW M2 CS could be the best car from the high-performance BMW M division in showrooms right now – and that’s saying something, because the current M-car lineup is revered by enthusiasts and coveted by rival automakers.

Starting with the already excellent M2 Coupe, the CS – for Competition Sport – is a limited-run, track-focused model which sharpens the sword with a suite of changes designed to deliver more engagement, more pace, and more ‘M’.

It’s the most compact and affordable CS model currently available, bringing a smaller footprint on the same platform as the M3 and M4, with less weight and a muscled-up exterior compared to the ‘regular’ M2, befitting the more potent, upgraded twin-turbocharged inline petrol six under the bonnet.

Combined with rear-wheel drive, it promises to be a serious driver’s car. So good, in fact, it could well rattle the cage of the other CS models in the M lineup – and knock off the odd Porsche 718 Cayman on the way.

The second-generation M2 CS – based on the latest G87-series M2 – follows legendary BMWs dating back to the lag-happy 2002 Turbo (1973), the aggressively tuned 1M Coupe (2011), and the original, playful M2 CS (F87) of 2020.

In an age of heavy, tall and clumsy SUVs – often remedied by electronic band-aids to make them palatable – the M2 follows an old-school formula, taking the M2’s coupe body and giving it unique styling including a more muscular, blockier front-end and an oh-so-cool retro-look ducktail rear spoiler.

As well as sitting 8mm lower than the standard M2, CS visual cues include a blacked-out kidney grille, carbon-fibre mirror caps, red-outlined CS badges and unique alloy wheels, while the rear-end also has a unique carbon diffuser and four blacked-out titanium exhaust outlets. And did I mention how cool that integrated ducktail spoiler is?

There’s a carbon-fibre bonnet and roof, too, helping shed 30kg of weight, with Australian-spec versions officially clocking in at 1700kg neat, with revised suspension including a unique adaptive damping tune and revised spring rates.

That’s all a prelude to the brilliant S58 twin-turbo inline-six between the chassis rails – a proven powerplant used across the M lineup – and while it’s the baby of the BMW M pack, the M2 CS has mouth-watering on-paper credentials that confirm it’s more than an appetiser to the range. Indeed, this could be the M division’s sweetest treat yet.

We drove the new M2 CS at Mount Panorama, Bathurst – a track that takes no prisoners, as BMW’s own race drivers will attest – to see if it can deliver a bigger punch in a smaller package.

How much does the BMW M2 CS cost?

The M2 CS is priced at $172,900 before on-road costs, a cool $44,800 more than the standard BMW M2 Coupe, and well above the previous M2 CS priced at $147,400 back in 2020.

Yet the 2026 M2 CS remains cheaper than the Porsche 718 Cayman GTS 4.0 – which went off sale last year – at $199,190 plus ORCs in automatic guise, and significantly less than the sublime 718 Cayman GT4, which commanded $228,580 plus ORCs when it was last sold here in 2023.

Unlike its predecessor, the 2026 M2 CS is offered only in automatic guise, as the six-speed manual transmission used in the M2 can’t cope with its bump in torque.

That leaves you just two choices at the point of sale: which paint colour (BMW Individual hues are no extra cost) and whether you’d like to spend $19,000 on a carbon-ceramic brake package in place of the standard steel rotors with six-piston front and single-piston rear calipers.

It’s not a cheap car, but the M2 CS is more affordable than its CS stablemates. The M3 Touring costs $253,900 plus ORCs, while the M4 CS – which is the next step up, given it’s a coupe like the M2 CS – costs $254,900 plus ORCs.

To see how the BMW M2 CS lines up against the competition, check out ourcomparison tool

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What is the BMW M2 CS like on the inside?

It’s typical BMW – high quality, dark colours and smart design, sprinkled with just a little fanfare – although there are standouts that set the CS apart with even more carbon-fibre and lashings of red everywhere.

The most obvious CS cabin upgrade is electrically adjustable M carbon bucket racing front seats, a $9231 option on the regular M2. Their leather and Alcantara trim is interrupted by bare carbon-fibre sections and cut-outs with illuminated CS logos on the backrests.

There are more lit-up logos found on the door trims, and M2 CS entry sill plates, too.

The entire centre console for the CS is carbon-fibre, with CS lettering printed on the centre pad (there’s no centre bin), while the signature red outline of the exterior CS badging is carried over to cabin details, including the shifter and centre buttons.

There’s also a three-spoke M steering wheel wrapped in Alcantara, with a classic red centre marker as standard – again, a $769 option on the regular model – and a wide band of carbon-fibre stretching across the dash.

The rest is, of course, the same as the regular M2, which includes a 14.3-inch infotainment touchscreen alongside an excellent head-up display (HUD) and 12.3-inch digital instrument cluster, which can be quickly customised via the red memory buttons on the steering wheel.

This allows you to set your favourite parameters – from the steering, suspension, engine and brakes to 10 traction control settings – combined with your preferred graphics for the cluster and HUD.

It’s a low-slung two-door coupe to jump into – although not as low as some sports cars – but the driving position is great and there’s plenty of legroom and headroom.

The back seats? Token, given my driving position, and while they can be used on occasion, we’re not volunteering to sit there: the driver’s seat is the only place to be here.

To see how the BMW M2 CS lines up against the competition, check out ourcomparison tool

What’s under the bonnet?

An internal-combustion masterpiece: BMW’s ‘S58’ 3.0-litre twin-turbo inline petrol six, which is used across the majority of the M range.

The same engine powers the regular M2, where it makes 353kW/600Nm – but in the CS, those outputs are upgraded to 390kW and 650Nm – identical to the M3 Competition Sedan.

Across the CS family, the M2 CS is only marginally outpunched on paper by the M3 CS Touring and M4 CS, which make 410kW alongside the same 650Nm – but the M2 CS, of course, weighs less at 1700kg.

In fact, the increased outputs mean it has a near-identical power-to-weight ratio to the hero M4 CS Coupe. All while carrying less weight and delivering identical torque to its larger sibling.

The M2 CS also has the same (limited) 302km/h top speed – where the regular M2 taps out at 250km/h, or 285km/h with the optional M Driver’s Package. Fuel consumption is officially rated at 10.0L/100km, up from 9.7L/100km with the standard M2 automatic.

The M2 CS’s S58 is, according to BMW, identical to the engine in the M4 GT3 Evo racer (apart from the race car’s dry-sump oil system), which finished first and second in the 2025 Bathurst 12 Hour, with Valentino Rossi scoring a follow-up podium in the 2026 event earlier this month.

Its tech features include a closed-deck block, forged crankshaft, and a pair of single-scroll turbochargers feeding a 3D-printed cylinder-head with variable valve timing, with the final package sharpened by super-stiff engine bracing and firmer engine mounts to help transmit its fire and brimstone to the rear wheels. And it all works exceedingly well…

To see how the BMW M2 CS lines up against the competition, check out ourcomparison tool

How does the BMW M2 CS drive?

The M2 CS arrives with a bold promise of being an actual driver’s car, as you’d expect from a rear-wheel drive BMW, and the hallowed M badge.

This is a proper M-car, not a porky SUV, and despite not having a manual transmission – because M doesn’t have one capable of handling the 650Nm under the bonnet – it’s as raw and stripped-back as a 2026 M-car gets.

While it seduces with its extra bodywork and unique gold alloys, which are staggered in size, the M2 CS is all about exploiting that engine from its crisp, wafer-thin carbon-fibre seats. With 275mm-wide 19s up front and fatter 285s on 20-inch wheels at the back, the stance is purposeful and aggressive.

If you’re expecting cushiness, you’re in the wrong postcode. The CS’s front buckets have a solid, firm hold on your body – especially my increasingly wide, middle-aged frame – and a no-nonsense, matter-of-fact seat base.

You forget that the instant you hit the start button, when the M-branded centre display and digital dash awaken like a sharpened sword being drawn from its sheath, before that glorious 3.0-litre straight six settles into a sonorous baritone idle.

Our first miles in the M2 CS were on rough country roads between Bathurst and nearby Sofala – a pioneering gold rush town in the 1850s – where its gold alloys contrasted superbly against the BMW Individual Velvet Blue Metallic paint.

Immediately, the racetrack focus is evident, with the stiff chassis coming right through the seats and bringing a good level of communication to the thick steering wheel – but the ride is more comfortable when you go faster, when the adjustable damping takes the edge off the crater-sized potholes on our route with impressive effect.

Like the regular M2, there’s a raft of settings to alter the steering, suspension and engine response – and 10 different levels of traction control. Yet even in its most benign settings, the CS is still brutally fast in a straight line and swallows winding roads with unshakable grace and poise.

But its true capability becomes abundantly clear when we hit the iconic Mount Panorama circuit, where BMW superstar Valentino Rossi had just scored his second podium for the German brand in two years.

The S58 turbo six, according to BMW, is 90 per cent of the engine that powers the M4 GT3 Evo racer – missing only the dry-sump setup needed for competition – in which Rossi dodged kangaroos, rivals and those unforgiving concrete walls.

We were about to attempt to thread the M2 CS between them – only the day after much, much more talented drivers than yours truly had suffered the ignominy of falling victim to them, trashing some of the world’s finest race cars in front of a global audience.

The scars – stark reminders – were there to see on the track: paint smeared along walls where race car and concrete went head-to-head, and cement dust courtesy of the clean-up from a significantly brutal collision at Forrest’s Elbow, the blind downhill corner which leads onto Conrod, the circuit’s longest straight.

Heading out onto the 6.213km layout, the CS begins with a twitch out of pit lane, its tail wagging oh-so-slightly as we set off to find out whether we can make it around The Mountain in a proper M-car at proper speed.

From the driver’s seat, you quickly realise the steering is your friend and is super-responsive – more so in Sport Plus mode – allowing the CS to be perfectly positioned dead-centre on track as we go flat-out towards the yump on Mountain Straight at more than 200km/h.

The engine note rapidly changes from a deep idle to a higher-pitched classic six sound, working hard but punching strongly as it rushes to the 7200rpm redline. It maintains its strong timbre without any tinny edge – nor any metallic rasp – as the M2 CS rapidly and efficiently punches through its eight-speed transmission with absolute focus.

Even with the gearbox in auto mode, it does an excellent job of maximising torque, and there’s no wheelspin or chirps between shifts as the CS just puts its power to the ground with extreme efficiency. Flick the steering wheel-mounted levers, and full manual mode lets you choose the shift timing, too.

The response to any command is rapid and strong – but not violent. Its backing track drowns out the radio messages as the revs rise, and there’s no end to the flood of power available under your right foot.

The minor nose lift we discovered on the road loop in the softer modes is gone, but the BMW gurus on hand recommended leaving the suspension in a softer setting, given the undulation and twistiness of Mount Panorama demanding the M2 to load up through corners.

Somewhere like Phillip Island, they suggest, would suit full chassis stiffness, which is selectable through the touchscreen. And we switched the steering to the more responsive Sport Plus setting, which adds weight but not necessarily more feel.

The purple CS we drove came with Michelin Pilot Sport 4S rubber. Another M2 CS on hand wore Pirelli P Zero Corsas. Stomping on the brakes into Griffins Bend – the first right-hander, also a long corner tapering uphill – there’s absolute stability and confidence.

The steering, again, helps when we apex the corner too soon, with an instant flick putting us back online after kissing the ripple strip early, as the torque and revs keep coming. The seats hold you in firmly, and what little body roll there is – even in soft suspension settings, remember – is predictable and well managed.

The Cutting is the steepest part of the circuit, and here – on an early lap – we feel the traction control (TC) cut in, but that’s on the driver.

For safety reasons, we weren’t allowed to turn the TC off, but in Sport Plus mode the CS delivered power out of The Cutting without a hint of oversteer, thanks to the electronic limited-slip diff, so we didn’t miss the chance to feed in more speed as we headed up to the next winding section.

Here you become aware of the skill of the racers at Mount Panorama over the years: it’s relatively narrow and, if the steering, power and mechanical grip of the CS bring you confidence, the concrete walls stand seemingly 10 storeys high with furrowed brows as a reminder: don’t get cocky, mere mortal.

Yet the CS is more than up to the task, delivering a stable rear-end and a responsive front-end to make us look like bona-fide racers and a threat to Rossi’s factory drive.

In reality, though, the CS delivers a mix of control, precision and entertainment, allowing you to push towards the car’s true capability but nowhere near the last few per cent of its stunning potential.

With its swift, balanced weight transfer, the CS is far more committed to helping you around the track than its modern predecessors, such as the 1M Coupe – a car which didn’t want you to drive it so badly that it tried to throw you off the road at any opportunity.

The first M2 was better, bringing a fun factor that had been diluted in heavier, newer M3 and M4 models – but the 2026 M2 CS brings a combination of precision and poise without diluting that playfulness.

Confidence matters when you storm over Brock Skyline, a glorious left-hander sweeping across the top of the mountain – and then you see the massive rear wing of a much faster car in your mirror.

“Don’t worry about the car behind you,” the two-way radio booms. No pressure, then. This is where it matters: the famous Dipper – a roller-coaster drop as the narrow shoestring layout pinballs the car down The Esses before Forrest’s Elbow.

With a far more expensive rear-engined car from an unnamed German brand on our tail, the CS has to handle this with accuracy and speed – and it dutifully goes exactly where it’s told, with the dependable, obedient front-end following the road down the circuit before we pull left onto Conrod to let the exotica pass by.

Now, the easy part: we hit 276km/h on Conrod on our fastest lap, when the CS remained surefooted and stable. But given more skill – and courage – there was more in it.

That alone shows you how effective the M2 CS is: a decade ago, your younger, sharper and fitter author took a Ferrari F12 down Conrod and didn’t match the baby BMW’s straight-line number.

Next, a huge test: we reach The Chase – where you must somehow pull up the car from the fastest part of the circuit before entering one of the slowest.

The CS doesn’t squirm or wobble as you steer it around the initial right-hander before you mash the brake pedal, which again shows no objection to pulling up the 1700kg car (sans hefty post-lunch driver), just moments after it got close to its top speed.

It all settles quickly and competently enough to allow us to throw it into the left turn – which comes with a small crest for added spice – and as the front-end grips, the rear-end takes another dose of full throttle and the car smoothly transfers to the right-hand exit.

As we head toward the final turn, Murrays Corner, to complete the lap, the M2 CS has proved itself to be an even more finely honed M2 that earns its ‘CS’ lettering by delivering a more involving and more satisfying driving experience.

It does so with a cheekiness and nimbleness that makes carving up a road (or an iconic racetrack) an enjoyable accomplishment, rather than an ‘oh my god, this thing is trying to kill me’ ordeal. It has hiss and bite in just the right measures.

To see how the BMW M2 CS lines up against the competition, check out ourcomparison tool

What do you get?

The BMW M2 CS is the flagship model grade of the M2 lineup, and exterior paint colours and upgraded ceramic brakes are the only choices for buyers.

2026 BMW M2 CS equipment highlights:

• CS-specific 19-inch front, 20-inch rear alloy wheels
• CS-specific front grille and splitter
• Red-outlined M2 CS badging
• Integrated ‘ducktail’ boot lid spoiler
• Carbon-fibre roof
• Carbon rear diffuser with quad black titanium exhaust outlets
• M Compound brakes, 6-piston front, 1-piston rear, with red calipers
• Adaptive dampers
• Active M differential
• Keyless entry and start (phone-based digital key for automatic models)
• Entry sill plates with M2 CS lettering
• Illuminated door panels with CS lettering
• M Carbon Bucket seats with illuminated CS logo
• M Alcantara steering wheel with red centre mark and carbon-fibre paddles
• M-branded seat belts
• CS-specific carbon centre console
• Adaptive LED headlights
• Tyre pressure monitoring
• Ambient interior lighting
• Tri-zone climate control
• Head-up display
• BMW Live Cockpit Professional
  • 12.3-inch digital instrument cluster
  • 14.9-inch touchscreen
• BMW Operating System 8.5
• Cloud-based maps
• OTA compatibility
• DAB+ digital radio
• Harman Kardon surround sound system
• Wireless Apple CarPlay and Android Auto
• Wireless smartphone charging

The four exterior paint colours available in Australia are BMW Individual Velvet Blue Metallic, Black Sapphire Metallic, M Brooklyn Grey Metallic, and M Portimão Blue Metallic.

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Is the BMW M2 CS safe?

The BMW M2 CS does not have an ANCAP safety rating, but the 2 Series Coupe range does have a four-star Euro NCAP rating.

Standard safety equipment includes:

• Autonomous emergency braking
• Lane departure warning
• Steering assist – lane-keep
• Attentiveness Assistant
• Blind-spot monitoring
• Rear cross-traffic assist
• Adaptive cruise control with stop/go
• Parking Assistant
• Tyre pressure monitoring

The M2 CS has front driver and passenger airbags, front side airbags, and curtain airbags covering both front and rear occupants.

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How much does the BMW M2 CS cost to run?

The M2 CS is covered by the same five-year, unlimited-kilometre warranty that’s offered across the BMW Australia lineup.

The CS also has the same service requirements and costs as the regular M2, with 12-month/20,000km service intervals. A five-year/80,000km service package is available, priced at $3584 including GST.

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CarExpert’s take on the BMW M2 CS

The BMW M2 CS is made for drivers, and has a unique character that sets it apart from its already-mighty M2 donor car, as well as other models in the CS range, and the few cars that come close to what you’d call rivals.

Far from a marketing special, the new M2 CS has evolved in this second generation to become an even faster point-to-point machine, sharpening the sword enough for those in that top-talent percentile to explore its incredible capability from behind the wheel.

For the rest of us, it’s a taste of what can truly be achieved in a well set-up car on even the most challenging roads, an antidote to the daily humdrum of new cars with increasingly inferior dynamics but feature lists longer than Conrod Straight.

It may be a ‘baby’ M-car, but the M2 CS is not at all juvenile – and perhaps it needs a bit more anarchy in that sense, despite having an on-board ‘Drift Analyzer’ – and we can’t wait to turn off its traction control to test its ultimate capability (away from public roads of course). But even with it on, it’s an absolute hoot. This car is not Jekyll and Hyde – it’s varying degrees of Hyde.

It delivers a remarkably large proportion of its larger sibling’s performance and capability for a fraction of the price – but once again, the raw numbers are all relative… since when did $172,900 seem like bang for your bucks?

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