That lack of an ‘L’ in the name: it means the M2 CS weighs the same as the M2 Competition, at 1550kg – or 1575kg with the optional seven-speed dual-clutch gearbox, which is what we have here.
Elsewhere, the CS is similarly recognisable from the Competition. The 3.0-litre twin-turbo straight six remains, with its beautiful bowed carbonfibre strut brace, as does BMW’s Active M rear differential.
The rigidly mounted lightweight rear subframe is also carried over, along with the ball-jointed suspension. Both cars then use the same MacPherson strut and multi-link designs for the front and rear axles respectively, and there’s no difference in track widths or the ratio of the electromechanical steering. However, the CS does sit marginally closer to the road than the Competition and, at its widest point, adds 17mm in girth.
The devil, as ever, is in the detail (and, we’ll admit, also in the unmissable new bodykit, more on which shortly). The CS marks the first time an M2 has been furnished with M’s multi-mode adaptive suspension, the hardware for which has been lifted directly from the M4, albeit with bespoke tuning.
Because of the higher forces involved, especially on track, where owners will be able to put the car’s optional Michelin Pilot Sport Cup 2 tyres to work, the characteristics of the fast-acting and widely variable multiplate rear differential have also been altered. The same is true of BMW’s famed M Dynamic mode, although it still allows for generous yaw without disabling the DSC entirely.