The 2019 BMW M2 Competition in Photos

Carved into the mountains of southern Spain, east of the historic city of Ronda, resides the fast and technical 3.4-mile Circuito Ascari. The racetrack flows smoothly yet is mentally demanding. Linking the chicanes and off-camber sections of its 26 corners requires a sniper's patience and precision. The straights aren't so straight and necessitate convincing the brain to go full send. Ascari is a driver's track, and a course this pure requires a vehicle equal in execution. It’s here that we first sampled the 2019 BMW M2 Competition, which supersedes the regular M2 and comes armed with more of everything.

BMW could have spent wads of cash revising the previous turbocharged N55 inline-six to meet tighter emissions standards. Instead, it snatched a powerplant already in the arsenal, the potent S55 twin-turbo inline-six from the M4.

In deference to the M hierarchy, boost is reduced in the M2's version, lowering the output from 425 horsepower to 405. Torque, however, is undiminished at 406 lb-ft.

Munich's updated coupe can't beat its predecessor's numbers, but we love it regardless.

Although the M2 Competition’s fascia is revised and the cooling system is derived from that of the M4 Competition, the smaller car doesn't flow as much air through its front end, and less airflow means less cooling.

Half of all M2 buyers row their own gears. And why wouldn't they? The seven-speed dual-clutch automatic has a confusing nub-shaped electronic shift lever, adds weight, and costs a whopping $2900, which can help nudge the little performance car's price past $60,000. Much of the M2's essence is distilled in more everyday-livable form in the M240i coupe and convertible, which have no-cost six-speed manuals that also feature automatic engine rev matching on downshifts. Even the four-cylinder 230i coupe can be so equipped (but not the convertible), although on every 2-series, choosing the manual eliminates the option for all-wheel drive. Seems like a fine arrangement to us.

The M2 Competition rockets down the straights, and the sweet inline-six barks through a new exhaust system, pulling strongly all the way to the redline.

At our test track in Michigan, though, the additional power did not produce much of a gain in straight-line acceleration. An M2 Competition with the optional DCT automatic transmission we tested couldn't improve on its predecessor's zero-to-60-mph time of 4.0 seconds flat and barely beat it in the quarter-mile, returning a 12.4-second pass at 116 mph, improvements of 0.1 second and 3 mph.

Thankfully, a six-speed manual remains the standard gearbox. The shifter travels through the gates with precision, even though it retains that characteristic BMW slight rubberiness in its motions.

There’s also a new steering wheel with two programmable buttons that can be set to toggle quickly among driving modes.

The cockpit is decked out with even more M2 logos, including on the doorsills and illuminated in the seatbacks of the new and more supportive M Sport buckets.

The clutch takeup is spot on, and the transmission automatically rev-matches for you on downshifts. Disabling the rev-matching system requires the complete commitment of also fully deactivating the stability control, but the pedals are spaced perfectly for heel-and-toe downshifts.

The other transmission choice, tested here, is BMW’s quick-shifting seven-speed dual-clutch automatic, a $2900 option.

Launch control is specific to the automatic, which also now incorporates BMW's three-mode Drivelogic, allowing adjustability of the transmission's shift programming at the push of a button.

Assisting with deployment of the newfound power is BMW's Active M rear differential. The electronically controlled limited-slip rear diff controls the locking effect to evenly distribute torque across the rear axle in all corners, no matter how wide or sharp.

The seatbelts are embroidered with tricolor M stripes, and there’s a red engine-start button.

Sticking to the purist theme, the list of available options is minimal.

A sunroof can be had for $1050, and the Executive package adds a heated steering wheel, full LED headlights with automatic high-beams, wireless device charging, and a Wi-Fi hotspot for an additional $1200.

The $2500 M Driver's package raises the top speed to 174 mph and buys a ticket to a course at BMW’s performance driving school.

Munich's updated coupe can't beat its predecessor's numbers, but we love it regardless.

Starting at $59,895 and on sale now, the 2019 M2 Competition represents a $4400 premium over the 2018 M2.

Our test car stickered at $64,545 with the Executive package, the automatic transmission, and the eye-catching extra-cost Sunset Orange Metallic color.

The staggered 245/35R-19 front and 265/35R-19 rear Michelin Pilot Super Sport tires also are carryovers from the outgoing M2, although more track-friendly M2-spec Michelin Pilot Sport Cup 2 rubber will be available from the accessories catalog or through aftermarket suppliers.

At the limit, lateral grip remains abundant at 0.99 g, and understeer is easily managed with the throttle.

Through the twists and turns of Puerto del Viento, a public road near the racetrack in Spain, the chassis feels more eager to turn in than was the previous M2, in part due to the new carbon-fiber front strut-tower brace, which is another item plucked from the M4.

Given all the hardware, equipment, and performance bundled into this refreshed bite-size coupe, the upcharge seems worth it, but the fact that the Competition model doesn’t perform measurably better than before is disappointing.

Still, if you look beyond the numbers, the M2 remains the most exciting vehicle from a driver-involvement standpoint within the BMW lineup, and that's worth celebrating.