With its ravenous inline-six engine, finely tuned chassis, and unmistakable compact, two-door attitude, the current G87-generation BMW M2 is still one of the best modern performance cars out there. It’s certainly one of our favorites.
For 2026, BMW introduces the M2 CS, bringing a host of chassis and engine refinements, reduced weight, and generous use of carbon fiber. The question is whether this combination of hardware and software enhancements is enough to justify its nearly $100,000 price tag—about $32,000 more than the base M2.
After a full day of spirited driving—both on the track and on the street—the new M2 CS certainly makes a strong case for itself.
| Quick Specs | 2026 BMW M2 CS |
| Engine | Twin-Turbocharged 3.0-Liter Inline-Six |
| Output | 523 Horsepower / 479 Pound-Feet |
| 0-60 MPH | 3.7 Seconds |
| Curb Weight | 3,770 Pounds |
| Base Price | $99,775 |
The most immediate differences over the standard M are in the CS’s looks. Its front fascia is wider and more aggressive, even more grille-less than the standard model. This new face means it can suck up as much air as possible for maintaining temperatures across its complex system of oil coolers, radiators, and the intercooler’s heat exchanger.
A carbon fiber roof comes standard, as do a carbon rear diffuser and mirror caps. The M2 CS also sports a painted ducktail spoiler that looks pretty nifty. Finally, 19-inch front and 20-inch rear lightweight forged wheels fill out its fenders, which are the only options fitted to the CS from the factory.
In the cabin, deep carbon fiber bucket seats keep front seat occupants well contained. They're not comfortable for all body types, but they were somehow comfortable enough for my six-foot-three stature and 34-inch waistline. They helped maintain an excellent performance driving posture. These seats are normally a costly option on the base model.
Elsewhere, the center console/tunnel has a big piece of carbon fiber and is entirely devoid of cupholders. Although interestingly, a massive soda cup from the gas station would fit well in the small open cubby at the back of the console—ironic, given that almost certainly wasn’t the designers’ intention.
Pros: Ridiculously Powerful, Excellent Bucket Seats, Mid-Engine-Like Handling, Loves To Be Sideways
The rest of the interior is littered with—you guessed it—carbon fiber. It also features soft leather, dense piano black plastic, and a light sprinkling of Alcantara throughout.
Out the door, brimmed with 14-or-so gallons of premium and fitted with standard M brakes with steel rotors, the CS’s dieting sheds 97 pounds over the non-CS model. Not bad, and optioning M Carbon Ceramic brakes ($8,500) knocks off an additional 40 lbs.
The mechanical differences between the CS and standard M2 include a mix of parts bin upgrades and a bunch of ones and zeros. The CS has slightly firmer spring rates, which lower the ride height by 8.0 millimeters. Its alignment is a bit more camber-rich (BMW personnel didn't have exact figures on hand). Bushing material, suspension top hats, control arms, and other common areas of performance upgrades are the same as the standard model, though it shares its transmission mount and dampers with the M4 CSL—the former is found on the M4 GT4 race car, too.
Otherwise, BMW went to town re-programming its adaptive damper tuning, steering, ABS, throttle-mapping, and traction control for more spirited driving duty.
Cons: A Little Rowdy On The Road, Expensive
The tweaks continue under the hood, where the M2 CS’s twin-turbocharged 3.0-liter S58 inline-six makes 523 horsepower and 479 pound-feet of torque—50 hp and 36 lb-ft, respectively, over the base model. That’s enough to push its 3,770-pound body to 60 miles per hour in just 3.7 seconds, and onto the quarter-mile mark in 11.7 seconds. The sole gearbox available is the brand’s eight-speed automatic transmission—sadly, there’s no manual option.
The lion’s share of my evaluation was piloting the CS through a high-speed test track and juking through an autocross course, all on Michelin’s sprawling Laurens Proving Grounds in South Carolina. Its most prominent trait: Ferocious power delivery.
The standard M2 is no slouch, but the bump in output and revised throttle tuning made the CS even more entertaining, and at times, downright angry, especially when torque spikes at the top of the mid-range. Acceleration was brutal, and with traction control fully off between the cones, it was easy to modulate throttle and dance right to the edge of the rear wheels breaking loose. Or, let them; I quickly became addicted to catching some hilariously fun slides, aided by a very communicative chassis and excellent steering ratio.
All that body movement was exacerbated by rainy conditions for most of the day, which also lent well to figuring out BMW’s 10 levels of M Traction Control. In sub-60-degree conditions and the windshield wipers on full blast, having it cranked up for maximum slip restriction on the long test track made the CS feel confident and grippy while ripping along on 275/35-front and 285/30-rear Michelin Pilot Sport 4Ss.
The track’s couple of fast, gentle sweepers were a foot-mostly-down affair, with only a modest speed difference between a soaked and later mostly dried-out surface. Additionally, I could really feel the differential and electronics figuring out the ideal amount of output at each wheel for powering out of a particularly slow and technical section. High marks, not just for the programming, but for the chassis communication, too.
Overall, the CS’s suspension and steering tweaks made for a top-notch experience. Its sharp steering, stiffer springs, and spicier alignment yielded excellent yaw response; turn-in was solid, steering was incredibly direct, yet the muscular coupe never felt too twitchy or nervous. Even on a short drive through local rural roads that were far from glass-smooth.
Despite a whole twin-turbo inline-six up front, the sum of M division’s tuning gives it the brand’s most mid-engine-resembling driving experience across the lineup—the front-end is genuinely that light. Refreshingly, the steering wheel relayed a lot of road texture, though, weight didn’t load up enough to my liking in corners on track.
There was no body roll to speak of, and the ride quality was undoubtedly harsher—regardless of drive mode—than the standard model on public roads. But you shouldn’t expect otherwise from this more hardcore trim. Still, any cornering connoisseur would find it perfectly agreeable for weekend and to-and-from-the-track duty.
Finally, keeping the CS’s angry tendencies in line were six-piston front and single-piston rear calipers clamping down on 15.0-inch front and 14.0-inch rear rotors. Every test car available during the day had the optional carbon ceramics—unfortunately, I wasn’t able to get a feel for the base setup’s bite, modulation, or overall strength.
But the carbon ceramics were outstanding, even in such cool and wet conditions. On public roads, they had excellent stopping power with the PS4Ss, never once digging into ABS, as I nearly missed several turns on BMW’s prescribed drive route. On the track, they were phenomenal, though, again, ambient temps were pretty low. Their grabby initial bite was easy to get used to and turn into ultra-fine modulation.
The 2026 BMW M2 CS makes its intentions abundantly clear; it’s one of the most fun enthusiast-focused two-doors I’ve driven in the past couple of years.
Sure, $100,000 is a pricey sum for a coupe that moves through the same production line as the standard, $67,000 version. But for those with not too short of memories: The previous, F87-generation M2 CS started at $87,495 ($109,524 in 2025 dollars, depressingly) just five years ago, and only 500 were sold in the US.
The G87 commands fewer dollars by comparison, sports significantly more power and chassis revision at little expense at the scales, and has an impressive traction control system to boot. BMW says production will be limited, but it hasn’t announced exact figures yet.
Considering the M2’s price, performance, and chassis tuning, two immensely fun premium European sports cars come to mind as direct competition: The Lotus Emira and Porsche Cayman GTS (well, while supplies last), even though they’re mid-engine two-seaters with noticeably lower curb weights.
If an enthusiast is after thrilling twin-turbo power, a conventionally shaped trunk, and a more spacious interior with two back seats—ripping around in an M2 CS is certainly worth the six-figure price tag.
Competitors
2026 BMW M2 CS
