Do You Really Need that M2 or is the M240i enough?

The M240i has been hitting dealer showrooms for the last couple month now and you might be wondering, “just what is different here? What about the M2 though?” Let’s start with the obvious changes over the outgoing M235i. For starters, there’s the name. Again, like all BMW’s of the last ten years, even though displacement isn’t changing (the names have not corresponded in 10 years anyways…), they do have to make it seem like the car is improving, which it has. If I hear both M240i and M235i, I’m going to automatically assume the bigger number is the better car.

M240i trunk badge So how exactly has it improved? It has a new engine, but it’s the same size, has the same number of cylinders, as well as use of a single, twin-scroll turbocharger. However, the block is different, being substantially stronger than the N55. The new B58, first debuted in the 340i earlier this year, has a ‘closed-deck’ design (block strength will be likened by tuners undoubtedly), and is of a modular architect to keep costs down for the bean counters in Munich. Simplified, the new 6 cylinders is the same engine as the 4-bangers, just with cylinders added on. But what a difference two cylinders make, giving a raucous bark to the exhaust note on startup and some nice cracks and pops on the overrun. And it’s what a dictionary refers you to when looking up the word smooth.

Torque is up significantly, now 369 instead of 330. That’s the same that the fabled M2 makes when on overboost.

And yes, as is obligated, it has more power now. 335 to be exact, where the M235i had ‘only’ 320. Torque is up significantly, now 369 instead of 330. That’s the same that the fabled M2 makes when on overboost. And it’s only 30 down in the power department, which got me thinking: where does it stack up against the M2 in an old-fashioned drag race? I immediately scoured Youtube and was both surprised and unsurprised at the result: it appears to be a damn near draw. Next was to get behind the wheel of the new ’40. Flipping down a couple ratios to second and, nailing it, I feel no difference as  my memory recalls the M2’s speed. Honestly, I can’t really tell. On paper, an M2 with a DCT will have the edge from it’s brutal launch control method, but through the gears, it feels every bit as quick as an M2. Maybe the top of the power band isn’t quite as strong, but how long are you really above 6500 RPM? I reckon BMW M will have an updated, faster M2 out in no time as a response, and likely with the new B58 engine as it still harnesses the ‘ancient’ N55.

So, you got fifty odd grand burning in your pocket for a proper BMW sports coupe, which should you pick? Well it becomes more difficult than it seems. If it were me, I’d have the M2 everyday. Having seen an M2 parked next to an M235/M240i, the M2 simply makes the latter look like a rental car. The wheel arches on the M2 look like the Hulk stretched and shrink-wrapped the metal around those lovely 19” wheels. It looks just bloody brilliant. The M2 also wins on sound, having a proper throaty snarl out of its four tailpipes. M2 has real track credentials too, sporting a fancy differential and better steering as well. The cabin comes standard with alcantara inserts swathed on the doors, lending a special aroma. Sounds like a win-win, right? Remember, I did say this was difficult.

Where the M240i fights back is in real-world usability. M2 is tuned for the track, which is great, when you’re on a track with it’s grizzly grip of the road and tenacious turn-in. On most roads in the wild, it is very stiffly sprung, with a jarring ride. I’m young, I can deal with that for another couple years, but for some it might be frankly too stiff. The M240i also has adaptive dampers, to switch between comfort and sport, something the M2 cannot do, having fixed damper rates. An M240i is also cheaper, before fitting options at least. If you can live without navigation, it will be a few grand cheaper. This is augmented all the more by the single biggest problem with the M2: availability. Most dealers have wait lists for the baby ‘M, and if you find one one on a showroom, they’ll likely be asking for $10,000 over MSRP. It makes the M240i at that point seem like a bargain, considering you get 99.9% daily performance and at least 90% of the track performance the M2 offers.

So, should you still want the M2 over the M240i? Sure! It’s all about desirability, after all. It must be said though, it really comes down to more of what you’re looking for and looking to spend, given dealer markups. For everyday driving, the M240i is probably the safer bet, as it’s more comfortable and has same straight-line speed. If you are a track junky, then I feel it’s a no-brainer to go for the M2. But really, I think it’s more or less what is available to you. If you’re considering one of the two, see what your dealer has. And if they only have M240i’s, give it a test drive and you’ll probably drive it home; you will not be disappointed. However, if you’ve driven an M2 already…

One Text or Call Could Wreck It All

Unfortunately, distracted driving is not a passing fad. It has become a trend with deadly, real consequences.

For anyone who thinks they can talk on their phone, text, apply make-up, or do any other distracting activity while driving, it’s time for a crash course in reality from the National Highway Traffic Safety Administration (NHTSA):

  • In 2014, 3,179 people were killed and approximately 431,000 were injured in motor vehicle crashes involving a distracted driver. (NHTSA)
  • Drivers who use hand-held devices are four times as likely to be involved in a serious crash. (Insurance Institute for Highway Safety)
  • The percentage of drivers text-messaging or visibly manipulating handheld devices increased from 1.7 percent in 2013 to 2.2 percent in 2014. Since 2007, young drivers (age 16 to 24) have been observed manipulating electronic devices at higher rates than older drivers. (NHTSA)
  • Ten percent of all drivers 15 to 19 years old involved in fatal crashes were reported as distracted at the time of the crashes. This age group has the largest proportion of driv­ers who were distracted at the time of the crashes. (NHTSA).

While those numbers may sound like just statistics, they’re anything but.  They could be parents, children, neighbors and friends from right here on BF.c.  There are too many sad tales of deaths and injuries that could have been prevented had drivers been paying attention to the road instead of someone or something else.

So, why do so many people participate in this dangerous behavior?  With more technology now than ever, driver distractions have risen to unprecedented levels.  We live in a world where people expect instant, real-time information 24 hours a day, and those expectations don’t stop just because someone gets behind the wheel.  Drivers still do not realize – or choose to ignore – the danger they create when they take their eyes off the road, their hands off the wheel, and their focus off driving.

People often say, “I can do two things at once.  I’ve memorized where the numbers are on my phone, so I don’t have to look.” Or, “Sending or reading one text is pretty quick – that should be okay.”  They couldn’t be more wrong.

For those who think they can do two things at once, think about this: According to a 2014 special article in the New England Journal of Medicine, the risk of a crash or near-crash among novice drivers increased with the performance of many secondary tasks, including texting and dialing cell phones. Driving is an activity that requires your full attention and focus in order to keep yourself and others safe.

Yes, this is a national problem, but it also affects us right here on BF.c.  No one is immune from the dangers of distracted driving. So please remember: One text or call could wreck it all.

www.distraction.gov – The Official U.S. Government Site for Distracted Driving

Cooper Tire RS3-G1 installed on an E46 ZHP

As you might recall, after spending a couple days in Florida trying out Cooper’s new tire, the Cooper Tire RS3-G1 (Doesn’t roll off the tongue the best still, I would’ve preferred it being called the G-nado), I was quite impressed. So when my E46 ZHP, manual of course, wore down its old shoes to the wear bars, I was in need of some new stick. Lo and behold, my ZHP, aptly named Nigel, is now wearing Cooper Tire’s latest around its curb rashed 18″ alloys.

The Performance Package code names ZHP in the US was available for sedans from model years 2003 to 2005, and available for coupes and convertibles from 2004 to 2006. It included various aesthetic changes over the regular 3 series, as well as functional and mechanical enhancements. The ZHP was equipped with sportier cam shafts and more aggressive engine tuning to increase power from 225 hp to 235 hp. Suspension was modified over the standard suspension with firmer springs and dampers, larger anti-roll bars, stronger front control arm ball joints, a lower ride height, and slightly more negative camber.

What are they like day to day now after a few weeks? Terrific! The first drive home with them fitted I was in complete shock. For months now I have been thinking either an alignment or a suspension overhaul was needed to cure Nigel’s wayward tendencies over road imperfections. I never quite understood tramlining until I bought Nigel the ZHP. I feel a first-time driver would have crashed poor Nigel within the first week. Me though, I always thought it made the car more, er, entertaining and involving. It is widely understood that the basic ZHP suspension geometry and wheel sizes do tramline more than other models, but it seemed a little excessive.

However, first drive home with the new RS3-G1s and…it’s a revelation. Sure, it still does follow the asphalt more than a new 3 does by a fair bit, but it’s such an improvement. The end result being increased driver comfort since I no longer have to work the wheel as much. Ride quality seems slightly less harsh on impacts, though it is still ZHP firm. I have not had time for a real spirited drive yet, but so far grip seems impressive. This being evidenced by screaming through an intersection on a left turn arrow that had  just turned yellow on approach. Being in a BMW, of course I’m not stopping for it.

So, so far so good. As the miles roll along, updates will as well. Stay tuned for more.

The Ultimate BMW Forum