A glowing review? Sure, you can call it that. We published it on April 2, 2023. The second-generation BMW M2 is “The M car to get, and the one that tracks most closely to enthusiasts’ image of the brand,” we wrote. The M2 “remains the pure driving enthusiast’s choice in BMW’s lineup.”

So what can the 2025 BMW M2 do for an encore? An extra 20 horsepower, for one thing, upping the muscle from 453 horses to 473. Which lowers the 0-to-60 mph time to 4.1 seconds, a tenth of a second quicker with the manual transmission, and quicker still with the M Steptronic automatic transmission at 3.9 seconds.

Called in the business a “mid-cycle refresh”—which happens when a manufacturer updates a current vehicle to keep it interesting until the arrival of the next-generation model— BMW has tweaked that second-gen M2, introduced in 2023. The worldwide launch of the ’25 model happens this August. It will continue to be built in BMW’s plant at San Luis Potosí in Mexico, alongside a similarly-refreshed 2 Series Coupe.

As far as increased performance goes, that added horsepower can come with more torque, too, but at an experiential price. Torque remains a healthy 406 lb-ft in the manual, but opt for the M Steptronic plus the no-extra-cost Drivelogic feature that enhances the Steptronic’s shifts, and the torque jumps to 443 lb-ft. BMW also says that “advances have been made with the accelerator mapping and response in all the drive modes selectable via the M Setup menu,” resulting in a quicker response when you hit the accelerator, regardless of which transmission you have.

Aside from that, the powertrain is untouched—it remains a twin-turbo 3.0-liter inline six-cylinder engine, connected (thankfully) to a standard six-speed manual transmission, or the eight-speed M Steptronic.
Other updates for the ’25 model include new design accents for the exterior and interior, four new exterior colors, and the introduction of BMW Operating System 8.5 to support the latest generation of BMW iDrive. We’ll be interested to see how OS 8.5 works; in our review of the 2023 model, we reported that the “iDrive 8 interface is reasonably intuitive,” but that leaves some room for improvement.

More digital controls have been added, including for the seat and steering wheel heat and the climate control system itself, thus reducing the number of buttons and switches. The instrument panel has also been redesigned, and there’s a new flat-bottomed steering wheel. Apple CarPlay and Android Auto remain as standard equipment.

Wheels are double-spoke alloys in Jet Black or a bicolor finish, or—and this is new—a bright silver finish. The M quad tailpipes will be finished in black, and the model designation badges, located on the trunk lid and grille, are also now black, bordered in silver.

And those four new colors we mentioned: Java Green metallic, Voodoo Blue, Grigio Telesto Pearl Effect metallic and Twilight Purple Pearl Effect metallic. If you can guess exactly what those colors look like from their names, congratulations.

In all, probably not enough enhancements here for 2025 to make you trade in your 2023 or 2024 BMW M2, unless 20 more horsepower means that much to you. As expected, the price goes up, but not by a whole lot: The 2025 M2 starts at $64,900, plus $1175 destination and handling. The second-gen model was introduced for 2023 at a base price of $62,200, plus $995 destination and handling.

When it comes to four-wheel transportation that just makes you smile, the BMW M2 has been doing that since it was introduced as a 2016 model. We see no reason why that won’t continue.

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Spy photographers have captured a camo-clad BMW sports car cruising around Europe, a prototype believed to be a new, hotter variant of the BMW M2 denoted CS.

In BMW parlance, those letters stand for Competition Sport and typically denote the most hardcore versions of the company’s performance sedans and coupes. We’ve seen CS versions of the M3, M4, M5, and the previous-generation M2, but not yet for the newest M2, which is only available as a base version for 2023.

Compared to the M2 currently on the market, this coupe boasts wider wheels shod in more serious-looking rubber—Pirelli P Zero tires, to be specific. (The base car wears Michelin’s Pilot Sport 4 S.) We can see six-piston front brake calipers and single-piston rears—no change there—squeezing performance brake rotors that are now slotted as well as drilled. We’ll have to wait and see if those rotors are carbon ceramic—a fancy material often used for ultra-high-performance applications like an especially athletic M2—or just heavily ventilated iron.

The current M2 does not offer carbon ceramic brakes, but other CS models within the BMW lineup, such as the M5 CS, do offer such tech—it could be one of the key additions to this top-shelf 2 Series to justify what will inevitably be a hefty price increase over the $65,000-ish that you’ll pay for a normal 2023 M2.

There’s not much else to set this M2 CS apart from a normal M2 visually, although the ducktail spoiler at the rear does appear to be more pronounced than it is on the standard car.

Given that the CS cars prioritize performance changes over aesthetic ones, we’re not all that bothered by the muted looks. Expect BMW’s engineers to rummage under the hood and find a few more ponies for the S58 twin-turbocharged inline-six, possibly pushing output into the 475-hp range, a notable gain from the 453 hp on offer in the regular M2.

Selfishly, we’re holding out hope that the six-speed manual transmission that comes standard on normal M2s will also make its way onto the M2 CS. Realistically, expect a tuned version of the eight-speed torque-converter automatic to be the standard gearbox here—every modern BMW CS car employs an automatic currently—and maybe, if we’re lucky, they’ll offer the six-speed as an option.

We’re nearing the end of exclusively internal-combustion-powered BMW M cars, and the current M2 is already one of the sweetest on offer. If an even gnarlier version is indeed on its way, and if that winds up being a sort of final salute to gas-powered BMW M cars, or even just smaller, driver-focused BMW M cars, it ought to be a mighty special machine. Expect to see the M2 CS revealed in full sometime next year, possibly as a 2025 model-year vehicle.

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Yes, we know, putting together a list of the most important vehicles introduced this past year is a very subjective thing. But this has been a big year for new debuts, including sports cars, trucks, luxury EVs, and more. If we got it wrong, there’s a comments section down at the bottom where you can set us straight. So without further delay, here are 12 vehicles we think moved the needle in 2022, or will soon in 2023. Oh, and they’re organized alphabetically, rather than ranked in any particular order.

BMW i4 M50

With the i4 M50, BMW is just showing off. With the enormous grille that is there for looks (what happened to the modest bow tie grilles on BMWs?), the electric i4 M50 has dual-motor all-wheel-drive, totaling 536 horsepower, with a 0 to 60 mph time of 3.7 seconds. Weight is over 5000 pounds, but it feels lighter on its feet than you’d expect. It’s a solid vehicle with in-your-face styling, starting at $68,295. Click here to read Ronan Glon’s BMW i4 M50 review.

BMW M2

Yes, it’s surrounded on this list by a lot of electric cars, but the BMW M2 is a pocket rocket reminds you of why internal combustion and manual transmissions still matter. The turbocharged 3.0-liter six-cylinder engine has 453 horsepower and the six-speed manual promises smooth shifting, especially after the car is broken in and you get used to that familiar, rubbery gear engagement. It’s pricier than, say, the Toyota GR Corolla, but this car is as exciting and, in its own way, sophisticated as it gets for $63,195. Money well spent, we’d say. And no M4 grille!

Cadillac Lyriq

Go to Cadillac.com and click on “Lyriq.” The first thing you see: “Orders for the 2023 Lyriq are full. Pre-order your 2024 model today.” That speaks to the general appeal of the elegant electric Lyriq. Cadillac estimates the price of the 2024 all-wheel-drive, two-motor, 500-horsepower Lyriq at $64,000; they might sell out in ’24 too – a problem Cadillac hasn’t had with a mass-market model in a long time. Click here to read Aaron Robinson’s 2023 Cadillac Lyriq 450E review.

Ford F-150 Lightning

The F-150 Lightning has become the default representative of the electric truck. It’s quick, entirely capable as a pickup, handsome, and despite a rash of price increases that now comes in at a base of just under $60,000, still affordable if you opt for the Pro or Lariat model (though the Platinum extended range model is dangerously close to $100,000). Rivian’s swanky R1T is a looker, but the Lightning boasts well-conceived and expertly executed package—with the backing of the Blue Oval. Click here to read Sajeev Mehta’s Ford F-150 Lightning review.

Ford Mustang

Yes, we know, we haven’t driven the seventh-generation Mustang, but it is an important car, even if the new generation isn’t that far removed from the sixth. But all signs point to the possibility that this may be the last true new pony car with an internal combustion engine, and that wonderful sound from the (soon to be) 480-horsepower 5.0-liter V-8, much less the track-ready, 500-horsepower Dark Horse model. The looks aren’t to everyone’s taste, but the performance can’t be denied.

Genesis GV60

The electric Genesis GV60 tries to be many things to many buyers, and it essentially succeeds. The premium cockpit and very smooth, quiet ride point up the level of precision that went into this SUV; there are luxury models that are more fun to drive, such as the Volvo XC40 Recharge, but as daily runabout transportation the Genesis GV60 delivers everything you’d want in a modern EV. Starting price is just over $60,000. Look for Nate Petroelje’s first drive review of the GV60 in the coming weeks.

Lordstown Endurance

While the Endurances we drove earlier this year were certainly capable and well screwed together, this fleet truck scores points mainly because it exists, turning an abandoned GM plant in Ohio into a working factory again. Kudos, and good luck getting the Endurance off the ground. Click here to read my Lordstown Endurance review.

Jeep Grand Wagoneer L

The L is representative of all the big new Jeep Wagoneer models, but there’s something about the L that just seems appropriately stately. After seeing a white one at a gas station towing a big aluminum-skinned Avion trailer, we had to admit it just looked right. And the new 510-horsepower “Hurricane” inline six-cylinder engine is just right, too. Of course, starting at $88,640, the Grand Wagoneer L better be good. Click here to Nate Petroelje’s Jeep Grand Wagoneer L 4×4 Obsidian review.

Kia EV6/Hyundai Ioniq 5

These two South Koreans are essentially twins, so choose your styling and your dealer and go for it. You’ll be getting one of the most critically acclaimed electric SUVs on the market. Handling is startlingly good, masking the weight of the battery (and let’s face it, electric vehicles are way too heavy). Power is adequate at 320 horsepower, and far more than adequate in the sports-minded 576-horsepower EV6 GT model. The single-motor Ioniq 5 SE is probably the best bargain, with rear-wheel-drive and 320 horses, but a range of over 300 miles for under $47,000. Click here to read Sajeev Mehta’s Hyundai Ioniq 5 design story.

Nissan Z

No, it isn’t as fast as some customers might want it to be, but 400 horsepower seems like plenty for this Japanese sports car. Handling is very good, ergonomics above average, and the styling, reminiscent of the 1990 Nissan 300 ZX but not derivative, is spot on. Eventually the pipeline will be full enough so dealers can’t so easily tack on $20,000 to what is a tantalizingly low base price of $39,990 (before destination). If you’re looking for attention, this may well be the most appealing pure sports car you can get for the money. Click here to read Eddy Eckart’s Nissan Z review.

Toyota GR Corolla

The only question we have about the GR Corolla is, what took Toyota so long to build a wild thing like this? It’s a blast to drive, but even with its 300-horsepower turbo three-cylinder it’s docile enough to serve as practical daily transportation. The manual transmission is way fun, and handling is truly kart-like. The all-wheel drive system and limited-slip differentials front/rear make it a uniquely rally-bred prospect, now that the Subaru WRX STI is dead in the water. The GR Corolla starts at $35,990 (before shipping), but good luck finding one for that.

Toyota Prius

We suspect a lot of consumers who have never thought about buying a Prius will now add it to the “consider” list. It’s finally pretty, and with the base hybrid’s 193-horse powertrain, it should be reasonably capable of merging onto the highway. Add in great mileage and Toyota reliability and resale value, and we think the new Prius will be a big hit.

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Mercedes-AMG S-Class goes hybrid, makes 802 hp

Intake: The most powerful S-Class ever has been unveiled with a combination of a twin-turbo V-8 up front and an electric motor at the rear delivering a deranged 0–62 mph time of just 3.3 seconds and a top speed limited to 180 mph. On its own the four-liter motor in the Mercedes-AMG S63 E Performance produces 612 hp, but the S63 always has electricity in its arsenal as well. The 190-hp permanently excited synchronous motor drives the rear axle through its own two-speed transmission and electronic differential. In this so-called P3 hybrid system, the electric motor can bypass the nine-speed automatic transmission that delivers drive from the ICE to all four wheels, or simply add its amps to the combustion power. In electric-only mode the S63 can travel roughly 20 miles on a full charge of its 13.1 kWh battery pack, and has four regeneration modes to recoup energy under braking. That’s on top of the seven—yes, seven—different driving modes available to the driver at any time, which manage different combinations of electric and ICE power to suit the driver’s demands and the road and weather conditions. As if that wasn’t complex enough, there are also three settings for the ESP system, a three-stage AMG parameter steering linked to the driving modes, rear-wheel steering, AMG Ride Control + suspension with adaptive damping, and anti-roll stabilization as well. There are driver aids aplenty, from systems to keep you in your lane, to  systems that help keep you awake and even actively steer around obstacles in an emergency. A Level 3 autonomous driving system known as Drive Pilot will be available in regions that allow it in the near future.

Exhaust: The S-Class has always been Mercedes’ boundary-pushing flagship and this might be just about as far as it can go before the company drops internal combustion completely. It would certainly be an impressive way to bow out. — Nik Berg

U.S. Forestry Service begins testing F-150 Lightning

Intake: The United States Forestry Service (USFS) is going electric. To comply with Executive Order 14057—Catalyzing America’s Clean Energy Economy Through Federal Sustainability—which stipulates that any light duty vehicle acquired by a federal agency must be zero-emission beginning in 2027, the USFS has begun testing three Ford F-150 Lightnings in major national forest around the country, according to a report from Outside. The USFS is field testing Ford’s electric pickup in Pennsylvania’s Allegheny National Forest, Michigan’s Huron-Manistee National Forest, and the White Mountain National Forest along the New Hampshire-Maine border. The USFS currently operates 8775 light trucks nationwide, all of which the agency hopes to replace with EVs as they reach the end of their service life.

Exhaust: “[This] research will determine the feasibility of electric vehicles in field-work settings, helping the agency determine the right tool for the job when it comes to electric fleet vehicles,” USFS spokesperson Jason Kirchner told Outside. USFS vehicles occasionally must operate in very remote environments for sustained periods of time, which may make charging difficult. But these are fringe cases; Most of the trucks are operated in settings where they’re parked each night at a fixed location, so in theory, adding charges to where the agency parks the trucks overnight would be an easy solution that could help them significantly cut down on carbon emission, thereby saving the forests they tend to. — Nathan Petroelje

Hyundai teases N version of Ioniq 5 EV

Intake: Buried at the end of a promotional video for Hyundai’s N performance brand is the closest look we’ve seen yet of the high performance Ioniq 5 EV. Scroll to 7:46 on the video below for your first glance of things to come. The only visible difference on the heavily-camouflaged prototype is a unique bumper, which presumably forgoes the aerodynamic benefits of a more solid bumper for cooling vents in the center and at each corner. The twin horizontal slots in the bumper’s lower valence resemble those of the current Ioniq 5, which has retractable cooling doors in this location for improved aerodynamics at highway speeds. It’s likely that such a machine will share its driveline components with the likes of the 576-hp Kia EV6 GT, which on paper looks like quite the proposition. If Hyundai’s electric hatch can supplement its mid-mod styling with an extra shot of crazy, what’s not to like?

Exhaust: Any high performance machine—be it gasoline or EV powered—cannot offer the same level of economy as a regular model, so the Ioniq 5 N’s external design will differ significantly from the one aimed at non-enthusiasts seeking maximum range with minimal drag. While Hyundai’s N sub-brand has proven itself, let’s hope the EV arm of Hyundai Motor doesn’t include the cheesy N-line model with “Race-inspired design” and less range. Then again, Hyundai already makes a Tucson N-line crossover, and you just know the extra margins are worth the effort to the bottom line. — Sajeev Mehta

McLaren offloads portion of heritage collection to fund Artura rollout

Intake: Following multiple delays for its plug-in hybrid supercar, the Artura, McLaren has had to relinquish pieces of its history to keep the money flowing. According to Bloomberg, the cash-strapped British supercar maker was forced to seek an injection of funds, and Bahrain’s sovereign wealth fund Mumtalakat Holding Co. answered the call, agreeing to support McLaren with an additional $123M. To sweeten the deal for Mumtalakat, McLaren agreed to hand over some of the cars from its heritage collection, but company officials didn’t elaborate on which legendary machines were involved in the transaction. McLaren’s heritage collection includes a few dozen high-performance production cars from various points in its history, as well as several race cars. Despite the infusion from Mumtalakat, more cash is apparently needed; the company reported a $247M loss through September of this year, and its liquidity dropped to as little as $107M through the third quarter.

Exhaust: With so few Arturas reaching customer’s hands and several issues plaguing the car’s development and rollout, it’s DEFCON 1 in Woking right now. We don’t like seeing the company struggle, and hope that it can right the ship in the coming months—without having to give up much more of its storied heritage collection. — Nathan Petroelje

M Performance Parts add visual and aural drama to the BMW M2

Intake: If the new M2 comes across as a little too quiet for you, BMW has the solution with an M Performance Parts package that adds an eyeful of aero parts, and an earful of extra noise. Unpainted carbon fiber is the order of the day, providing a glossy technical look to a new front end, side skirts, mirror caps, side spats, rear diffuser, and rear spoiler—all claimed to enhance the car’s aerodynamic performance. A titanium silencer sheds almost 18 pounds of weight, while “more intensively” bringing out the sound of the M2’s 46o-hp turbocharged straight-six through its four, centrally-mounted tailpipes. Adjustable coilovers lower the car as much as an inch, although the M Division recommends a more conservative 0.4-inch drop. 20 and 21-inch alloy wheels in Frozen Goldbronze or black are available to complete the look. Carbon fiber and Alcantara are used to trim the cabin, and there are new M Performance knee pads that you can brace against when exploring the M2’s cornering capability. Prices will be revealed in time for ordering in April 2023.

Exhaust: Despite shaving off a few pounds and ramping up the aerodynamics, BMW isn’t claiming any actual performance benefits for these M Performance parts at this time. That said, you won’t fail to see or hear it coming. — Nik Berg

Two-thirds of Ford’s U.S. dealers agree to play ball for electric future

Intake: About two-thirds of Ford’s U.S. dealer network has signed up for the automaker’s electric-vehicle certification program, CEO Jim Farley said Monday at the Automotive News Congress in Detroit. Farley said 1,920 retailers have agreed to follow “rigorous new sales standards and invest heavily in EV chargers and training,” Automotive News reported. Of those, Farley said, 1,659 chose the “Certified Elite track,” which requires investing as much as $1.2 million. He said 261 dealers chose the “Certified” status, which requires up to a $500,000 investment but caps EV sales at 25 per year. “Ford has about 3,000 dealerships in the U.S. The company said those that didn’t sign up by last week’s deadline will not be allowed to sell EVs beyond 2023 but will have another opportunity to do so in 2025,” the story said.

Exhaust: That sounds like a healthy take rate, but dealers in New York and Illinois filed protests or lawsuits challenging the program, saying it may violate state franchise laws. Like it or not, electric is the future and dealers will have to invest to give customers what they want. – Steven Cole Smith

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BMW’s second-generation M2 is all set to arrive in a cloud of tire smoke in April 2023. The compact, two-door coupe will come with a 453-hp, turbocharged, inline-six engine and a ten-position traction-control system complete with a drift-analyzer function.

The new M2 is 4.1 inches longer than its predecessor and 1.3 inches wider, but, at 180.3 inches in overall length, it’s still significantly more compact than an M4. Lessons have clearly been learned from the bigger coupe, however, as the M2 wears a much more palatable twin-kidney grille. The headlights are said to be inspired by the 2002, although you’ll have to look closely to see the circular lenses inside the narrow housing. The biggest distraction (or attraction) of the front end is down to the massive cooling and aero ducting which really dominates.

Move along the profile and you’ll see the flared arches housing a choice of 19- or 20-inch alloys, and the bold sill extensions you’d expect from an M2, while at the rear a diffuser “with racing authenticity” and quad tailpipes can’t be missed. The roof, incidentally, can be specified in CSL-style carbon fiber to shave a few pounds.

Dialing up the driver involvement is a rear-wheel-drive-only configuration and a standard-issue, six-speed manual transmission. For stick-shift drivers who haven’t quite mastered the art of heel-and-toe, there’s a Gear Shift Assistant to rev-match downshifts, while two-pedalers will be pleased to hear that an eight-ratio M Steptronic shift will also be available. The auto is marginally more rapid, helping the car reaching 60 mph from rest in 3.9 seconds, 0.2 seconds quicker than a manual-equipped M2. Top speed is 155 mph as standard, but an M Driver’s Package removes the limiter so the M2 can hit an autobahn-busting 177 mph.

That’s thanks to the three-liter S58 engine which delivers 453 hp at 6250 rpm and redlines at 7200 rpm. Peak torque of 406 lb-ft comes in as low as 2650 rpm, making this an extremely tractable motor that’s equally keen to hit the high revs. Internally there’s a very rigid crankcase, friction-optimized cylinder bores, a high torsional-rigidity crankshaft drive, and a forged crankshaft. Plus you get those BMW trademarks of Valvetronic variable valve timing and double-VANOS variable camshaft timing.

Stopping is the job of M Compound brakes with six-piston fixed calipers and 15-inch discs at the front and floating caliper, single-piston 14.6-inch discs at the rear. Drivers can choose from two different pedal-feel settings to suit their driving style, one being comfort-biased and the other more direct.

Other chassis and drivetrain highlights include an Active M differential which can provide up to 100 percent lockup and is networked with the Dynamic Stability Control System to maximize traction, plus a variety of braces to increase torsional stiffness. Suspension is by double-joint spring struts at the front and a five-link system at the rear, with adaptive dampers all ’round. The M Servotronic steering has Comfort and Sport settings letting drivers choose the heft and directness of the system. All these features and more can be configured in the M Setup menu, but there’s also a single-switch M Mode which basically turns everything up to 11. This is the mode you’ll want if you want to rack up points on the built-in drift analyzer or monitor your laps on the built-in timer.

As you punish the tires through the bends, you’ll be glad of the newly designed M Sport seats or, better still, the optional M Carbon buckets, which save 24 pounds and provide even more lateral support. As standard the cabin features high-gloss black accents, but textured aluminum panels and a full carbon scheme are also offered. A curved display, by now familiar from the new 7 Series and refreshed 3, is made up of a 12.3-inch information panel and a 14.9-inch control panel and is angled toward the driver for better clarity. A head-up display that keeps your eyes on the road ahead is optional.

The new M2 will be built at BMW’s San Luis Potosi plant in Mexico, ensuring a plentiful supply for U.S. customers across the border, with prices from $62,200.

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