BMW Just Unveiled the Most Powerful Rear-Wheel Drive M Car Yet

BMW's smallest sports car just got a serious power boost.
The German marque has just unveiled the new 2026 M2 Competition Series (CS). The high-performance variant lacks a manual transmission option that is one of the base model's most attractive features, but it makes up for it by being the most powerful rear-wheel drive M car you can buy.
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Since its introduction in 2016, the M2 has carved out a niche for itself as the enthusiast's M car of choice. Look at the second-generation CS features and specs, and it's easy to see why. It may be compact—it measures just over nine feet bumper-to-bumper—but it's also a beast. The latest range-topping model comes with an upgraded version of the car's twin-turbocharged 3.0-liter inline-six that produces 523 horsepower and 479 ft lbs of torque. That's 50 hp more than the standard M2 and 79 hp more than the last-generation M2 CS. Not bad as far as performance bumps go.
Thanks to the added horsepower, the new M2 CS can accelerate from zero to 60 mph in just 3.7 seconds, which is 0.4 seconds quicker than the standard M2. Top speed comes in at 188 mph, which his 11 mph faster than the base model equipped with the M Driver's package.
Unfortunately, those dreaming of shifting through the M2 CS's gears themselves will be left disappointed. Unlike the standard M2, the variant is exclusively available with an eight-speed automatic gearbox that sends power to the rear axles. This decision is sure to disappoint those who love the M2's six-speed manual—an option reportedly chosen by 50 percent of customers—but it has allowed BMW to deliver more power and better performance than before, which seems like a fair trade to us.
Automatic gearboxes weigh more than their manual counterparts, but BMW has utilized carbon-fiber parts and forged wheels to keep the variant's weight down to 3,770 pounds, which is 44 pounds less than the standard automatic M2. It's not light per se, but it does weigh less than any of the other M car currently on the market. The suspension has been tuned to account for the additional power and lower curb weight.
The M2 CS doesn't look all that different M2 inside and out. Its muscular shape is more sculpted, especially in the rear, where you'll find a ducktail spoiler coming off the trunk lid. Despite looking similar, the two models will feel different, though. That's because more carbon fiber body panels—including the roof, mirror caps, and rear diffuser—were utilized to keep weight down.
The M2 CS will cost $99,775 (after destination) when it goes on sale later this year. BMW has yet to announce how much the standard 2026 M2 will cost, but the difference between the two models is likely to be around $30,000. That's steep, of course, but it's also significantly less than the $124,675 it costs to get into an M4 CS.Best of Robb Report
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The Drive

8 hours ago

• The Drive

2025 Hyundai Ioniq 5 N Review: A Racing Sim You Can Drive on the Road

The latest car news, reviews, and features. It's easy to go gaga over the 2025 Hyundai Ioniq 5 N on a short backroad blast or rip around a track. It's mind-blowingly fast and, more impressively, a genuinely unique driving experience. Though I have to admit, I never completely got over the inherent goofiness of fake manual shifting and the video-game interface. I understand why people love this car, but I wasn't sad when my weeklong test came to a close. A curb weight of 4,861 pounds is a lot—but so is an output of 601 horsepower, which can spike to 641 hp with the 10-second N Grin Boost button. The torque figure of 545 lb-ft also increases to 568 when that button is pushed. Hyundai says the Ioniq 5 N can do a zero-to-60-mph run in 3.25 seconds at maximum attack, but MotorTrend recorded an even more dizzying 2.8-second pull and ran the quarter-mile in 11 seconds flat. In a mass-produced car that can also carry four people and a dog comfortably? That's crazy talk—but it's real. Andrew P. Collins The 5 N's specs, grip, responsiveness, and real-time customizability have been discussed ad nauseam on podcasts, in reviews, and here on The Drive . It looks great and loads a lot of cargo because, as you've also probably read, while it may have the shape of an '80s rally car, it's got the footprint of a crossover. Four adults can easily fit, plus luggage. The $70,000 list price is justified, too. A BMW X3 M50 is about the same money, and while that may feel fancier, the Hyundai is far, far quicker. At least, until it runs out of juice, which does happen annoyingly soon. Hyundai's official max range estimate for this car is 221 miles; expect a bit less if you drive as hard as the car invites you to. Former The Drive staff writer Chris Rosales (now at Motor1 ) called out the weak driving range as the 5 N's 'one major flaw,' and yeah, it does make a long day of adventuring less free-wheeling. Where he's at, at the north end of Angeles Crest Highway in California, you could easily rack up 200 miles bombing canyons. Similar story here in rural New York, where I do my relaxation driving—I can put 100 miles on a car just doing weekend errands. This checker-stripe appears all over the place. But as you can see by the scratches in the door card, the car's not made of the most elite materials. Seating materials, however, felt excellent. Rear cargo room is bountiful—this is an SUV, after all. Door handles tuck away when you put the car in drive. The interior door arm rests kind of float on some backlighting. Here's another perspective on that interesting floating interior door trim design. Not much to see under the hood, but at least the motor cover has some decoration on it. This has to be one of the most creative reflector designs on any car right now. When you do need a charge, the car's supposed to be able to go from 10% to 80% in 18 minutes if you can connect to a 350 kW DC fast charger. A 50 kW DC charger should be able to do it in one hour and 10 minutes. Charging the car to max from 10% on a 240-volt outlet at 10.9 kW would take 7 hours and 20 minutes—even that's not terrible as long as you can just have it plugged in overnight. The cockpit layout is tidy but not aggressively minimalist, and the sporty seats are taut and supportive. It can be driven in near-silence, but the Ioniq 5 N has no chill. It wants to party. It wants to be driven hard. It might even be too stiff to be practical in some regions. Rough roads felt extremely unforgiving to me, and there are a whole lot of those in the Hudson Valley. Andrew P. Collins I'm not saying the car should be softer. On the contrary, the ride felt very well matched to the vehicle's vibe and intentions. And while it punishes you in potholes, it does reward you with a good feel for where the car is below you. Arguably, the 5 N's best party trick is its customizability. As our former reviews editor Chris Tsui wrote wrote last year after his drive at Laguna Seca: 'Eleven driver-selectable, fully variable levels of front-rear torque output mean Ioniq 5 N can go from fully FWD to fully RWD (70 rear, 30 front is the default), while an electronic limited-slip differential and 'N Drift Optimizer' function can simulate a clutch-kick to make smoky slides easier.' I was completely blown away by that idea when I first read about it. Now having now driven it on public roads for an extended period of time, I have some salient thoughts. If you're a car nerd, you can amuse yourself for hours running the same loop, trying it with different power distribution. You'll be able to enjoy and appreciate it at socially acceptable speeds, too. The sliding, I have to admit, I simply could not find a place that seemed safe enough to drift. This brings me to another key factor in what this car's like to drive: You really need to treat it with respect. You can sneeze on the accelerator and warp into the next zip code. An EV that's idling? It's not really, but it's a weirdly impressive imitation. The other images here are just to give you a sense of how deep you can go in the car's customization menu. If you like to tinker with settings, you're going to love this car. Andrew P. Collins But I'm happy to confirm that, unlike with some modern performance vehicles, you don't need to drive this thing like you're in a Mission: Impossible movie to enjoy it. Lastly, you can also select between a traditional EV experience and a simulated 'engine,' where you get a tach that climbs as you push the tall pedal, and then 'shift' with the paddles. The way the car bucks as you 'shift' and stutters if you hit the 'rev limiter' is spectacularly realistic. As a fan of science and technology, I'm deeply impressed with Hyundai's achievement in creating what is essentially a drivable video game. That said, as a driving enthusiast and open-road appreciator, the 5 N kind of leaves me feeling like the kid in this meme: TheOdd1sOut/YouTube I know—one could argue that every modern performance car has a degree of this experience. With today's traction management tech and almost-everything-by-wire, how connected to the road are you, really, in anything built after about 2015? In principle, the idea of a manual mode that can only affect performance adversely, and forces the computer to behave exclusively for my amusement, feels kind of cringey, just like the sound piped in to give the motor an aural character. I'm glad Hyundai allows you to silence it with the push of a button. 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But at the risk of sounding crotchety, do we need mass-market vehicles that snap to 60 mph in under three seconds? The Ioniq 5 N didn't convert me to categorical EV superiority, but it impressed the hell out of me. There's no question this is a good car; it's just not the ultimate performance experience. Andrew P. Collins Want to talk about what the most enjoyable 0 to 60 time is? Email the author at

Politico

13 hours ago

• Politico

The winners and losers in Trump's NATO arms race

NATO members are rushing to show President Donald Trump they're shoveling money into defense — some with a dose of creative math — as Russia's battle with Ukraine grinds on and war threatens to consume the Middle East. The group's summit this week in The Hague, which Trump plans to attend, will attempt to set a deadline for members to spend 5 percent of GDP on defense. Trump has complained about European defense budgets since his first term, claiming the U.S. gets ripped off by countries that rely on Washington for a security blanket. The way allies approach this at the summit is critical. Leaders will need to walk a tightrope between staying on the president's good side — and continuing to benefit from America's role in NATO — and declaring more independence from Washington. As Trump increases pressure, members are touting new investments and shuffling around money — from a 'defense-adjacent' Sicilian bridge to a stopgap German fund. A POLITICO analysis reveals telling gaps between the big spenders in Eastern Europe and those further afield from Russia, who are still creeping toward a decade-old target. The 32 member states break down into three groups: the winners, the risers and the laggards. Most countries occupy a crowded middle ground, not quite racing toward the new 5 percent goal, but making solid progress in exceeding the current 2 percent mark. 'Most of NATO recognizes that it has to be better,' said a U.S. Defense Department official, who like others, was granted anonymity to discuss internal conversations. 'We're looking at these meetings as a very public chance, with the president watching, for them to step up.' Here's how NATO members are faring in the race to spend. Poland has led the pack for the last several years, spending 4.7 percent of its GDP on defense as it splurges on everything from drones to fighter planes. The country, which borders Russia and has dealt with errant missiles killing citizens, is keenly aware of the threat from its eastern flank. That kind of wake-up call has spurred Warsaw to ask the European Commission to shift $6.9 billion of its funding in green projects to defense. The bigger spending has made Poland a favorite in Washington. The Poles are getting creative in their weapons purchases by mixing systems and suppliers from multiple countries to get equipment delivered faster. Poland was the first NATO member to spend billions on South Korean long-range artillery and other systems — a move that other countries frustrated with delayed shipments of U.S. weapons, such as Finland, are emulating. Countries will do 'whatever works' to get to 5 percent, said a diplomat from a NATO member country, including folding infrastructure upgrades into defense spending to push the overall number higher. Estonia, Lithuania and Latvia — former Russian territories that tend to march in lockstep when it comes to defense spending — have outlined plans to hit 5 percent by next year or soon after. They're already among the alliance's top spenders. Baltic officials are embracing a 'porcupine' strategy, modeled off Taiwan's efforts to ward off a Chinese invasion. This involves using small, mobile and lethal weapons fired from shore at any Russian Baltic Sea fleet ships that might threaten them. Greece is a surprise spender on defense, bucking the trend of most Mediterranean countries by dishing out more than 3 percent of its GDP. Prime Minister Kyriakos Mitsotakis in April announced a 12-year, $28 billion defense strategy that will focus on uncrewed vehicles, munitions, drones, satellites and its Achilles' Shield air defense system. The U.S. spends more than any other member on defense, but it still only reaches 3.4 percent of GDP. The country faces its own political challenges in reaching the NATO goal, even with a potential 2035 deadline that allies may recommend at the summit. The United Kingdom and France, Europe's two nuclear states, have made steady increases in recent years but face issues behind the scenes. Britain's defense budget rose from 2.2 percent of GDP in 2023 to 2.3 percent in 2024, with a sharp increase in research and development spending. It also paid extra for major operations such as air defense in the Red Sea and aircraft carriers deployed to the Pacific. Prime Minister Keir Starmer has promised to take that figure to 2.6 percent by 2026 — thanks in part to folding in intelligence and slashing spending on foreign aid. But he's beset by severe budget issues and has not yet set out a path to his goal of hitting even 3 percent. Paris has steadily increased defense spending since President Emmanuel Macron came to power in 2017. But it only hit 2 percent last year. France is one of the European Union's most indebted countries, and public finances are dire. It's unclear how the government would find extra money to reach the 5 percent goal, especially as Macron has ruled out raising taxes. Germany and Sweden have both rewritten their debt rules as they reach 2 percent and aim higher. German governments saw the NATO target as non-binding for years, and only the advent of war in Europe — dubbed the Zeitenwende, or turning point, by former German Chancellor Olaf Scholz — prompted the country to change course. Berlin in 2024 reported 2.1 percent of GDP on defense spending, exceeding the alliance benchmark for the first time since 1990. But the increase doesn't boost combat strength and relies on some fancy accounting. A sizable chunk of the 2024 defense budget came from a special temporary spending fund. Sweden's defense spending surged following its 2024 accession to NATO from 1.5 percent to 2.2 percent of GDP last year. Stockholm is tweaking its debt rules to allow for up to about $30 million in defense loans by 2035. Then there's Turkey. While Ankara has missed the 2 percent mark in recent years, it has a well-developed arms industry and punches above its spending weight in weapons and the size of its military — the second-largest in NATO. Several strategically vital countries hang well below the 5 percent goal, particularly Canada, Spain and Italy. All three have made pledges to catch up. But politics, accounting tricks and historical habits are slowing progress. Canada spends just 1.37 percent of GDP on defense, with key equipment gaps across its forces. Prime Minister Mark Carney this month promised to hit 2 percent 'this fiscal year,' bringing forward a target initially set up for 2029. The lag has deep roots. Ottawa has long relied on U.S. defense guarantees while prioritizing social spending and climate goals. Carney is framing rearmament as a sovereignty issue in light of Trump's threats to annex Canada, but that would require a rapid ramp-up in procurement and industrial capacity. Spain remains NATO's lowest spender, aside from Iceland, which has no army. Madrid spent 1.3 percent of GDP on defense in 2024. Prime Minister Pedro Sánchez has rolled out an €11 billion military upgrade plan to reach 2 percent this year. It's the country's most ambitious defense posture in decades. But Sánchez is boxed in by his governing coalition. Left-wing allies remain opposed to higher military budgets, and previous attempts to raise spending triggered a backlash. He asked Rutte this month, in a letter obtained by POLITICO, for a carveout to the new spending target. 'It is the legitimate right of every government to decide whether or not they are willing to make those sacrifices,' he wrote, saying it would jeopardize the country's welfare system. Italy was only slightly higher at 1.5 percent last year. Prime Minister Giorgia Meloni said the government will hit the 2 percent target this year, but officials suggest that may happen more through clever accounting. Rome wants civilian infrastructure, such as a planned bridge to Sicily, to count as a defense-adjacent goal. Defense spending remains a politically fraught topic as the country faces high debt levels and strong pressure to protect pensions and welfare. This text is a collaboration of the Axel Springer Global Reporters Network. Paul McLeary reported from Washington, Chris Lunday reported from Berlin and Esther Webber reported from London. Jacopo Barigazzi in Brussels, Mike Blanchfield in Ottawa, Jack Detsch in Washington, WELT's Philipp Fritz in Warsaw, Max Griera in Brussels, WELT's Thorsten Jugholt in Berlin and Laura Kayali in Paris contributed to this report.

San Francisco Chronicle​

a day ago

• San Francisco Chronicle​

‘Every car has a tale to tell' at Bay Area's world-famous showcase of vintage vehicles

Mark Zagorski surveyed the fleet of classic cars on Lorton Avenue in Burlingame on Saturday morning before his gaze fell on his 1976 BMW 2002 sitting among them. He was a little nervous, he admitted, wondering what spectators would think. He has spent more than 10 years working on this car, a jalopy fading into decrepitude when he found it rusting away on a repair shop lot in Merced back in 2013. The car was one of dozens being featured this weekend at the 69th annual Hillsborough Concours d'Elegance, the region's longest-running vintage car show and the world's oldest continually running classic car parade and contest. 'Every car has a tale to tell,' said Glen Egan, the world-famous car contest's chairman. 'That's a big part of what I love.' The event began with a kickoff party Friday, followed by a meet-and-greet with car owners Saturday, followed by a two-hour road rally through Bay Area back roads, and then a group lunch. The final event is Sunday's car show at the Crystal Springs Golf Course in Burlingame, highlighting about 200 vintage sports cars built before 1993. Organizers expect 3,000 to 3,500 people to attend, with proceeds from the event supporting several Bay Area nonprofits. Zagorski's story — and that of his BMW — is a saga that stretches back half a century to his first job, as a teenage apprentice at an auto mechanic on Long Island back in 1979. Then 16, Zagorski spent his afternoons and weekends at Little Cars LTD, learning from his old boss, Ivan Snyder. They worked on Volkswagen Beetles and Plymouth Valiants, and the occasional Volvo. He learned how to change oil, rebuild engines, and smooth out dents and dings with Bondo body filler, sanding the work smooth until it looked good as new. He loved taking an engine apart, trying to figure out what was wrong, and putting it back together. 'I was super curious,' he recalled. 'What's in front of me — and how do I get it back to how it should be?' Zagorski paused. No, he said. He wanted to be an engineer. He went to school, got a degree in mechanical engineering, and then spent his career as a sales engineer, working with industrial manufacturing firms. After his sons went to school, however, he began looking for a hobby and in 2013 spotted a BMW 2002 like the one his old boss had owned back when he was getting his hands dirty at that first job at Little Cars. All the wheels were flat. There was a ding on the passenger-side door where a Cadillac had driven into it, the paint was oxidizing badly, the engine block was sitting in the trunk, and the transmission was hanging on the car frame by a coat hanger. He fell in love anyway, and bought it on the spot. He began restoring the car slowly — but the process would ultimately send him to Los Angeles and San Diego, and working with businesses on the East Coast and as far as Germany as he sought to return the car to its former glory. During COVID, his employer grounded all its employees, and Zagorski and his son, Josef, redoubled their efforts. He learned to weld, rebuilding damaged sections of the frame bit by bit. He sent the transmission to specialists on the East Coast, and tinkered on the engine with a neighbor who worked at a nearby machine shop. He found a whole community online of other BMW enthusiasts who helped him source parts and track down experts who could help. During the pandemic, he drove to Los Angeles for business meetings — and picked up an original set of seats and door panels — then drove even farther, to San Diego, to have a specialty upholsterer work on them. Every so often, he called his old boss, talking about the project and asking for advice. He still uses the tools he bought while working for Snyder, a ratchet handle set he got when he was 17. Sometimes, Snyder said, Zagorski's questions were too complex, and he didn't have much to offer. But when Zagorski told him he needed some machining done, he told him not to show up at the auto shop empty-handed — he should take some iced tea with him. 'If you have something in hand, he'll have to stop and talk to you,' he said in a phone interview Friday. 'Because of that, they became good friends.' 'He was a great pair of hands, I wish I had 10 people like him,' Snyder continued. 'I hope his car gets a little recognition.' Zagorski sent the dashboard to a shop in Los Angeles, ordered a carpet kit from another in Texas, and ordered 'a bunch of stuff' from businesses in Germany. He swapped out the engine for a better one and had another auto shop modify the frame to allow for modern shock absorbers. The difference was 'night and day,' he said. Faster. Smoother. Quieter. At 70 mph and 3,000 rpm, the engine purred. 'I just love the way the car drives.' For Vince Chiaro, another concours attendee who was showing his Porsche, the story began as a college student 25 years ago, when he and his landlord bonded over their mutual love of cars. They attended car shows regularly together for more than a decade. A few years ago, the Burlingame resident, now 46, learned that before his landlord died, he'd told his relatives to offer Chiaro the option of buying his treasured 1960 Porsche 356 Roadster. Chiaro didn't hesitate. 'It's a time machine from a simpler era,' he said Saturday, standing in front of the bright red convertible as spectators trickled by. 'It's the intersection of cars, culture and technology,' Egan said. 'There's a level of care and attention these folks put into getting their car to concours level. … It's great to see that.' Saturday's event included nearly 100 classic and luxury vehicles from across the globe: vehicles from Ferrari, Porsche, Maserati, McClaren. There was a meticulous VW bus, lovingly restored, a vintage Ford Bronco. Spectators oohed and aahed as they gazed at the vehicles. 'I want that one!' cried 2½-year-old Elliot Schmidt, pointing at a Ferrari SP2 Monza from the arms of his 34-year-old dad, Chris Schmidt. 'It's the Batmobile!' The supercars sell for $1.8 million. A surprise star of the show was the Oscar Mayer Wienermobile, looming over the low-slung sports cars. Show organizers had requested the Wienermobile for 10 years, said 22-year-old Zoe 'Zoweenie' Smith, one of the vehicle's two drivers. 'We finally made it happen,' she said with a laugh. 'It's amazing to be here with all these amazing classic cars, and everyone is excited to see the Wienermobile.' Steve Turtzo, 42, drank in the cars with his 7-year-old son, Duke. The pair try to go to car shows on weekends, Turtzo said, because Duke loves cars so much. 'It's exciting to see all these cars in pristine condition in our town,' he said as Duke waved at the cars. Just after 10 a.m., the tour's organizers ordered drivers to their vehicles. They had a two-hour journey ahead of them before lunch. Zagorski walked back to his car with his wife, Stephanie D'Ornellas. He climbed in and turned the key. The engine growled to life, joining the hum of motors from dozens of others.