BMW’s badge appears on everything from nimble two-seat convertibles to sprawling three-row SUVs, but the brand’s reputation for sheer driving pleasure really comes from its small, fun-to-drive coupes. Sure, the X3 crossover might top sales charts today, and the M3 often steals magazine covers, but for true enthusiasts, the cars that get hearts racing are the 2002, and its modern spiritual successors, the 1 Series and 2 Series. These are the vehicles that define the BMW driving experience: compact, agile, and full of character.
After a first drive of the 2026 BMW M2 CS, CarBuzz had the chance to sample a lineup of BMW’s classic small sport two-doors from North America’s collection. We jumped behind the wheel of a 1972 2002 tii, a 2011 1 Series M Coupe, a 2020 M2 CS, and the brand-new 2026 M2 CS. While each of these cars is distinct in its own right, they all share a common trait: they’re pure driving machines, offering thrills that never feel like a compromise, whether you’re on a twisty back road or just enjoying the engine note in a parking lot.
The 2002 Saves BMW
| Engine | 2.0-liter four-cylinder |
|---|---|
| Horsepower | 128 hp |
| Torque | 130 lb-ft |
| Production Numbers | 837,038 units (02 Series) |
| Original MSRP | $4,286 (2002 tii estimate) |
BMW’s rise to fame wasn’t always a given. Back in the 1950s, the company teetered on the edge of bankruptcy, thanks to slow sales of high-priced models like the 507 and a slump in motorcycle demand. The automaker’s salvation came in 1962 with the launch of the Neue Klasse sedan, which eventually gave rise to the two-door 02 Series — the 1600-02.
While the 1600-2 impressed American journalists, it struggled to meet new federal emissions regulations, prompting BMW to install a 2.0-liter engine and rename it the 2002 in 1971. We had the chance to drive a 1972 2002 tii, which used a Kugelfischer mechanical fuel injection system to deliver a respectable 128 hp and 130 lb-ft of torque — more than a brand-new Nissan Versa produces today.
It’s tricky to directly compare a car from the early ’70s to modern BMWs, but the 2002 clearly established the ethos that continues in the brand’s compact sports models. The manual steering takes a little effort at low speeds, but thanks to the car’s light weight — around 2,225 to 2,310 pounds — it becomes wonderfully nimble once underway. Like many ’70s vehicles, there’s plenty of slack in the center of the wheel, which BMW staff jokingly called “sneeze protection” for high-speed Autobahn runs.
Shifting through the four-speed manual is straightforward once you get the hang of it, though the gear spacing makes quick transitions a challenge. The 2002 keeps pace with modern traffic without much trouble, but long highway stretches aren’t exactly serene. Where it really shines is on winding back roads — the combination of manual steering and a feather-light body makes every corner a joy. Navigating a roundabout requires a mini strategy session: figure out your gear, position your hands on the wheel, brake decisively, and hope everything lines up — the kind of driving that turns a routine commute into a small adventure.
The Forbidden Turbo Chapter
| Engine | 2.0-liter turbo-four |
|---|---|
| Horsepower | 168 hp |
| Torque | 177 lb-ft |
| Production Numbers | 1,672 units (estimate) |
| Original MSRP | 18,729 German Marks ($7,069) |
While driving the 2002 tii gave us a solid sense of BMW’s small coupe roots, it’s not quite the place to start if you’re chasing the spirit of turbocharged M performance cars. For that, you have to rewind to the 1973 Frankfurt Motor Show, where BMW unveiled the 2002 Turbo (E20) — a game-changer in more ways than one.
This wasn’t just BMW’s first turbocharged production car; it was the first European production turbo car. The addition of forced induction pushed output to 168 hp and 177 lb-ft of torque, allowing the car to hit 60 mph in just seven seconds — not bad considering it was 14 years ahead of the E30 M3, which made only 197 hp. BMW produced the 2002 Turbo for a single model year, 1974, and only 1,672 units were made. It never officially crossed into the U.S., which is why it’s absent from BMW North America’s classic collection.
Even so, the legacy of the 2002 Turbo is undeniable. Its impact resonates today, inspiring BMW’s design and engineering choices. In fact, BMW recently paid homage to this icon with a special edition M2, complete with a matching livery and clever details — like the backwards turbo logos that appear correct in your rearview mirror. It’s a nod to history while celebrating modern performance, bridging nearly five decades of BMW engineering in one small, thrilling coupe.
Skipping From 2002 To 1
| Engine | 3.0-liter twin-turbo inline-six |
|---|---|
| Horsepower | 335 hp |
| Torque | 332 lb-ft (369 lb-ft w/ overboost) |
| Production Numbers | 6,309 units |
| Original MSRP | $47,010 |
After the 2002’s production wrapped in 1975, BMW shifted gears with the E21 3 Series, a slightly larger car that marked a turning point for the brand. Around the same time, Bob Lutz joined BMW, simplifying the confusing engine-based naming system into the structure we still use today — 3 Series, 5 Series, 7 Series, with other models added later.
While BMW continued producing specialty cars like the Z1 and Z3, the 3 Series remained the smallest of the core lineup until the 1 Series arrived in Europe in 2004 and later in the U.S. in 2008. Though decades apart and with a different starting number, the 1 Series is the true spiritual heir to the 2002. BMW teased the idea of a sportier variant with the 1 Series tii Concept in 2007, and by 2011, the 1 Series M Coupe finally arrived — a moment many enthusiasts considered almost spiritual.
To avoid confusion with the iconic M1, BMW stuck with the 1 Series designation. This M car broke the mold in more ways than one: it was the first proper M model not to use an S-code engine, instead relying on the twin-turbo N54 inline-six found in the Z4 and 335i. The 1 Series M Coupe was a curious mash-up: a modified entry-level coupe body, leftover components from the E9X M3, and a relatively “normal” engine. On paper, it could have been a recipe for disaster — but in reality, it worked brilliantly, delivering a punchy, engaging, and unforgettable driving experience.
Time Has Changed The 1 Series M
Back when it debuted, many reviewers actually preferred the 1 Series M over the contemporary M3. Its twin-turbo inline-six churned out more torque than the M3’s high-revving naturally aspirated V8, and it was notably cheaper — about $12,265 less than the equivalent two-door M3. Even today, 14 years later, the 1M still feels brisk off the line, hitting 0–60 mph in 4.7 seconds with the six-speed manual. Its 335 hp comes at 5,900 rpm, while 332 lb-ft of torque is available from just 1,500 to 4,500 rpm — a much more usable powerband than the M3’s, which peaks at 414 hp at 8,400 rpm and 295 lb-ft at 3,900–7,000 rpm.
What really stands out is the 1M’s simplicity and approachable nature. Our test car didn’t have iDrive — just analog gauges, a basic radio, and that glorious manual gearbox. Compare that to today’s M cars, which are packed with drive modes, adjustable suspension settings, and complicated tech. The 1M has only a single M button on the steering wheel to sharpen throttle response for sportier driving. That’s it. Drivers can tweak M Dynamic Mode to ease stability control or disable DSC entirely, but there’s no “drift mode,” no aggressive exhaust gimmicks, and no unnecessary complexity.
Its compact size and lighter two-cylinder layout made it feel closer in spirit to the beloved E46 M3, which explains the enthusiastic response from journalists and enthusiasts alike. BMW initially planned a tiny global production run of around 2,700 units, but due to overwhelming demand, it expanded to 6,309 cars, with only 740 allocated for the U.S.. Unsurprisingly, 1M values have skyrocketed, with used models now trading above the original MSRP. Even with that, if faced with a choice between spending $50k–$85k for a 1M versus $25k–$60k for a comparable E9X M3, many would still lean toward the M3 for daily usability and bang-for-your-buck thrills.
Driving A Survivor
This particular 1 Series M we got to drive is a bit of a celebrity in its own right. It carries VIN VP75908 and was actually built in 2010, making it a pre-production prototype rather than a standard 2011 model. BMW of North America received it in January 2011 along with three other Alpine White prototypes. Like most pre-series cars, it was originally destined for the crusher after completing marketing duties.
However, VP75908 had other plans. To make it stand out at the Rolex 24 in Daytona, BMW quickly slapped on its now-iconic Valencia Orange paint. The job was rushed, so remnants of the original white peek out under the hood and trunk — a little “oops” hidden under the flashy exterior.
The car’s early life was hectic. BMW drove it straight from their New Jersey HQ to Daytona, paint barely cured, then rushed it to a NASCAR event to serve as a Grand-Am pace car, earning a dent on the roof from a temporarily mounted light bar. Its star power didn’t stop there. VP75908 appeared on the May 2011 cover of Car and Driver and starred in three short films for BMW USA and BMW Canada’s YouTube channels.
Today, it enjoys a much calmer life, preserved in the BMW USA Classic Collection, safe from the crusher and retired from the fast-paced debut it once led. It’s a tangible piece of BMW history, bridging the gap between prototype excitement and collectible legend.
1 Becomes 2 Again
| Engine | 3.0-liter twin-turbo inline-six |
|---|---|
| Horsepower | 444 hp |
| Torque | 406 lb-ft |
| Production Numbers | 2,381 units |
| Original MSRP | $83,600 |
By 2014, BMW decided to give its two-door and four-door models their own identities. That’s when the 4 Series was spun off from the 3 Series, and the 2 Series made a comeback as a two-door sibling to the 1 Series—finally giving fans a compact, performance-focused coupe again. The first BMW M2 arrived in 2016, powered by the single-turbo N55 engine, a descendant of the N54 used in the 1 Series M. Fast forward to 2018, and BMW introduced the M2 Competition, now packing the twin-turbo S55 engine borrowed from the contemporary M3 and M4, delivering more punch and sharper performance.
For the F87 generation M2’s grand finale in 2020, BMW unveiled the M2 CS (Competition Sport). While the 1 Series M was all about playful, street-car fun, the CS was serious business—a compact track weapon. Power jumped to 444 hp, up 39 hp from the M2 Competition, with a 0–60 mph time of 3.8 seconds when paired with the optional seven-speed dual-clutch. Purists could still opt for a six-speed manual, and that’s exactly what our test car had.
Inside, the CS represents the last of BMW’s “simple” performance interiors. Digital gauges mimic traditional analog dials, there’s a sensible-size infotainment screen with Apple CarPlay, and enough physical buttons to feel tactile without overwhelming. Three dedicated buttons let drivers adjust engine, suspension, and steering settings with Comfort, Sport, and Sport Plus modes. It strikes a balance between the spartan 1 Series M interior and the gadget-heavy G87 M2 CS, giving drivers a refined yet engaging cockpit that never feels like a rolling spaceship.
The M Car Sleeper
The 1 Series M often gets the crown as the ultimate modern compact M, but after spending a day in these cars, we’d argue the F87 M2 CS takes the prize. BMW’s CS treatment really sharpens the M2: weight-saving carbon fiber touches appear everywhere—hood, engine strut brace, front splitter, rear diffuser, spoiler, mirrors, transmission tunnel, and interior trim. Individually, they might seem small, but together they make the car feel astonishingly light and responsive. It’s the kind of engineering that nudges the experience closer to BMW perfection: the “Ultimate Driving Machine” in every sense.
The S55 twin-turbo engine is a thrill to drive, even in the manual version. It rockets to 60 mph in just four seconds, and a DCT-equipped car would only lag a tenth of a second behind. While the S55 hasn’t always been our favorite BMW motor, in the M2 CS it sings. The combination of raw torque, six-speed manual feedback, and massive optional M carbon ceramic brakes makes it feel alive and rewarding on every back road.
Everything else fits the M car formula flawlessly. The steering is sharp and intuitive no matter the drive mode, and the suspension balances comfort and performance surprisingly well. On winding South Carolina roads, the Comfort mode never unsettled the car, while Sport Plus offered edge-of-your-seat engagement without punishing the occupants. Interestingly, the F87 M2 CS can now be found for roughly the same price as a 1 Series M—around $80,000—despite being far rarer, making it a standout choice for enthusiasts seeking excitement and exclusivity in equal measure.
The M2 CS Version 2.0
| Engine | 3.0-liter twin-turbo inline-six |
|---|---|
| Horsepower | 523 hp |
| Torque | 479 lb-ft |
| Production Numbers | TBD |
| MSRP | $98,600 |
Our journey wraps up with BMW’s latest take on the small coupe formula: the 2026 (G87) M2 CS. In many ways, it builds on everything we loved about the original F87 M2 CS—hot twin-turbo inline-six power, rear-wheel drive, and a healthy dose of carbon fiber. But like some movie sequels, it makes a few puzzling choices that might make fans of the first model scratch their heads.
The manual transmission and DCT are gone, replaced by a single eight-speed torque converter automatic. Despite shedding 100 pounds compared to the standard M2, the new CS actually weighs 3,770 pounds, over 200 pounds heavier than the F87 with the DCT. Its S58 engine cranks out 523 hp—a 79 hp increase—but the 0–60 mph sprint only improves marginally to 3.7 seconds, just a tenth faster than its predecessor.
Looking at aesthetics, the G87 is undoubtedly a sharp-looking coupe, though many will argue the F87 remains the more traditionally attractive design. Inside, BMW has gone almost fully digital, with nearly everything controlled via the touchscreen, including drive settings that used to be easy to tweak on the fly. Some changes make sense, like removing the carbon front splitter (which F87 owners often scrapped), but others feel odd: the carbon fiber hood is gone, replaced by a trunk lid, and to save weight, the cupholder disappears while heavy power seats remain.
In short, the 2026 G87 M2 CS is a beast on paper, but it sacrifices some of the tactile simplicity and charm that made its predecessor so beloved. It’s a modern marvel, yes, but one that may divide the purists from the enthusiasts.
Put Up Or Shut Up
Now that we’ve aired the gripes, let’s flip the coin and dive into why the 2026 G87 M2 CS is arguably the sharpest track-focused car in BMW’s modern lineup. This isn’t just a fast coupe—it’s a serious performance machine. The new M2 CS set a Nürburgring lap record for production compact cars, clocking in at 7:25.534. That’s 13 seconds faster than a standard M2 and a massive 17 seconds quicker than the outgoing F87 M2 CS. And yes, while 0–60 mph times are fun for bragging rights, they don’t tell the whole story. The G87 even managed a quicker lap than its bigger xDrive sibling, the M3 CS, which posted 7:28.760.
Sure, it’s heavier than before and far more complicated under the skin, but it’s also sharper, edgier, and unapologetically track-focused. Turn-in is precise, the automatic transmission snaps through shifts like a predator, and the suspension is laser-focused on keeping the car glued to the tarmac. Even the seats are a nod to seriousness: carbon fiber-backed and molded with a center bulge to keep you locked perfectly in line with the pedals. Comfortable? Not really. But hey, you traded a cupholder for a carbon-fiber track-ready interior—welcome to the club.
The heart of the matter is speed and purity. While other CS models rely on xDrive all-wheel drive, adding weight to handle all-weather conditions, the M2 CS keeps it simple and raw: rear-wheel drive, no compromises, and a car that begs to be driven hard. Whereas the outgoing M2 CS felt like a refined street-and-track compromise, this new G87 arrives ready to dominate the track from day one—BMW’s most hardcore small coupe yet.
FAQ: BMW Small Sports Coupes
1. Which BMW small sports coupe is the fastest?
The BMW M2 Competition is widely regarded as the fastest small sports coupe in BMW’s lineup. With a turbocharged inline-6 engine producing around 405 horsepower, it accelerates from 0-60 mph in just about 4 seconds, delivering thrilling performance on both road and track.
2. What is the most affordable BMW small sports coupe?
The BMW 230i coupe is the most budget-friendly option in BMW’s small sports coupe lineup. It offers strong performance, rear-wheel drive, and modern tech features at a lower starting price compared to the 2 Series M models or 4 Series coupes.
3. How do the handling and driving dynamics compare among BMW coupes?
BMW coupes are known for precise steering, balanced weight distribution, and responsive handling. The M2 offers the most aggressive, track-focused dynamics, while the 2 Series and 4 Series coupes are smoother and more comfortable for daily driving, yet still fun on twisty roads.
4. Which BMW coupe offers the best fuel efficiency?
The BMW 230i coupe with its 2.0L turbocharged 4-cylinder engine offers the best fuel economy among BMW small sports coupes, averaging around 25–28 mpg combined, depending on driving style and trim.
5. Are BMW small sports coupes suitable for daily driving?
Yes, most BMW small sports coupes balance sporty performance with everyday usability. While the M2 is more performance-focused, models like the 230i and 430i offer comfortable rides, good infotainment systems, and enough cargo space for daily errands.
6. What are the key differences between the BMW 2 Series and 4 Series coupes?
The 2 Series is smaller, lighter, and generally more affordable, emphasizing agility and nimble handling. The 4 Series is slightly larger, with more interior space, premium features, and higher trim options, making it more comfortable for long drives while still maintaining sporty performance.
7. Which BMW coupe has the best interior features?
The BMW 4 Series coupe offers the most luxurious interior in the small coupe lineup. It comes with high-quality materials, larger infotainment screens, advanced driver-assistance features, and optional premium packages for enhanced comfort and tech.
8. Are BMW small sports coupes reliable?
BMW small sports coupes are generally reliable if maintained properly. Routine servicing, timely oil changes, and adherence to BMW’s maintenance schedule are key. The M2, being performance-oriented, may have higher maintenance costs compared to standard 2 or 4 Series models.
9. How much does insurance typically cost for a BMW small sports coupe?
Insurance rates vary depending on location, driver age, and driving record. On average, expect to pay between $1,500–$2,500 annually for coverage on a 2 Series or 4 Series coupe, with M models like the M2 costing more due to higher performance and repair costs.
10. Do BMW small sports coupes hold their resale value well?
Yes, BMW small sports coupes, particularly the M models, tend to hold their value well due to strong demand and performance reputation. Proper maintenance and low mileage can significantly improve resale value.
11. Which BMW coupe is the most fun to drive on twisty roads?
The BMW M2 Competition is the standout for pure driving enjoyment. Its powerful turbocharged engine, rear-wheel-drive dynamics, and responsive steering make it the ideal choice for twisty mountain roads or spirited weekend drives.
12. What is the recommended trim for the best performance in BMW coupes?
For maximum performance, the M trims—like the M2 Competition or M4 in the 4 Series—are recommended. They feature upgraded engines, brakes, suspension, and sportier design elements. For a balance of performance and comfort, the 230i or 430i trims are excellent daily drivers.
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