Should I have gotten the manual instead?
In these times of lockdowns and stay-at-home orders, most of my driving is done for leisure. Therefore, the slog of sitting in traffic is not a common event these days. With the only advantage of an automatic gearbox negated - not having to use the clutch a thousand times in traffic - I’m having second thoughts about the wisdom of paying nearly $3,000 more for the optional dual-clutch gearbox in my M2 Competition.
I had a choice! Did I make the wrong one?
A few years ago, when buying the 911 GT3, the decision was made for me: it only came with an automatic PDK. Model year 2018 had an optional six-speed manual, but a 2015 was as new a GT3 as I could afford. The PDK gearbox is as advertised: immensely responsive, with super quick shifts. That transmission is matched so well with the 3.8-liter flat-six engine that I didn’t bemoan the lack of a clutch pedal. If automatics come as good as the PDK, I’ll be quite okay with never buying a stick-shift car again.
It’s with that ethos that I chose to buy an M2 Competition with the optional 7-speed DCT, instead of the manual. The transition from the Porsche to the BMW should be seamless.
After a couple months of driving, I can say the dual-clutch gearbox in the M2 is equally as good as the vaunted PDK. In the “Sport Plus” setting, shifts are immediate and snappy, no matter which direction. In my opinion, the true test of how good an automatic transmission is how quick it is on downshifts; the BMW DCT answers my commands without hesitation or fuss. It’s smooth, too: you can risk a gear change mid corner without upsetting the chassis.
Obviously, when moving from a stop the dual-clutch gearbox isn’t going have the innate smoothness of a traditional torque-converter. The M2 will jerk ever slightly as the clutch and flywheel does its mating dance. There’s also a delay when reversing the car: often times the gearbox will hesitate a moment to react after I had selected ‘R’ and prodded the throttle.
All are minor shortcomings that absolutely do not detract from the brilliance of BMW’s DCT. It’s really strange that the M2 will be the last car to utilize that gearbox. New fast BMWs have all switched to the ZF 8-speed traditional automatic, no doubt for cost effective reasons. The next generation M2 is sure to follow suit.
With that in mind, I should be happy with my transmission choice in the M2. It’s fantastic, and the very last of the breed. Indeed, most of the time I am quite satisfied. However, the grass-is-greener syndrome is strong, and there are times I wonder if the M2 would be ever more fun with the stick. BMW manual gearboxes don’t have the sterling reputation of, say, Honda, but from all accounts it’s definitely serviceable. I certainly haven’t read of owners regretting getting the standard manual in their M2s.
Perhaps I’m simply yearning for a manual car to play with. Nevertheless, I’m sure this bit of pining will abate soon as the pandemic is over, and traffic levels are back to normal. I still wouldn’t want to be stuck in traffic with a stick and a clutch pedal.
In my haste in acquiring the car, I hadn’t realized the M2 comes with this many luxurious features. It’s a BMW after all, but as a car enthusiast I was more focused on the 406-horsepower engine and drive to the rear wheels. Coming from relatively barebones interiors of a 911 GT3 and an MX-5 Miata, a feature-packed cabin space is not something I was focused on. They are nice-to-have, though something I wouldn’t have paid for, if I had to pay for it.
Last month, I wrote how awesome it was to have heated seats and heated steering wheel as we head into the cold of winter. This month it finally started to rain in earnest, and that’s when I discovered another premium feature: automatic sensing wipers. Toggle the stalk into the “auto” position, and the computers will take care of the rest. Even though I’m perfectly capable of turning on and off the windshield wipers and making adjustments, since the auto sensing feature is there, I’m going to use that instead.
During a drive at night, I also noticed the M2 comes with automatic dimming mirrors. Rear-view mirror with this feature is quite common, even in non-luxury cars; I was surprised to find the M2’s side mirrors dim automatically as well! How nice it is to not be blinded by the multitude of high-riding SUVs strafing up the back of me.
Fully power adjusting seats with memory is another welcomed feature. Not only can I set my driving position easily should another person drive the M2, but the memory function also aids in ingress and egress. Whenever I park the car, I slide the seat backwards so I can get out through the door aperture easier. Upon returning to the car, I simply press the memory button and the seat will return to its ideal position. It’s pretty magical, I have to say. Surely it saves a bit of wear on the seat side bolsters as well.
With the San Francisco Bay Area back in lockdown conditions, I resisted taking the M2 out for drives unless it was absolutely necessary. However, the car is so much fun that anytime I’ve taken it out, I always make sure to go the longer route. Taking circuitous detours on purpose is how I managed to rack up over 500 miles this month, even though I’ve only done “essential travel”.
As I’ve said, the M2 Competition is more fun to drive than the 911 GT3 (the latter is more special). Unlike the flashy Porsche, I can blend it perfectly with background traffic, too. So long as loud exhaust mode isn’t activated.
Earlier in December, the M2 was due for its initial break-in service. Triggered after 1,200 miles, the service entails an engine oil change and a standard checklist of items. This is the first new car I’ve owned that calls for such an early return to the dealership. Apparently, this initial 1,200-mile service is innate to all BMWs, not just the super special M products. It’s kind of weird: if I remember correctly, even the highly technical 911 GT3 didn’t ask for this sort of initial break-in check.
I guess BMW likes to get the crud from a brand-new engine out of the system before owners seriously romp on their cars. Until this 1,200-mile service is done, the owner’s manual warns to not go beyond 5,000 RPM, and never go wide open throttle.
I may or may not have followed those guidelines.
The initial service was of course free. Partly why I bought a brand-new BMW is because all new BMWs come with free maintenance for the first three years, or 36,000 miles, whichever arrives first. After paying through the nose for the “Porsche tax” in servicing the GT3, not having to pay for maintenance for the next three years was a very attractive proposition. Obviously, the purchase price of the car notwithstanding. It all evens out at the end, but psychologically it’s nice to not have to think about servicing costs for the immediate future.
I took the M2 back to my purchasing dealer – BMW of San Francisco – for the service. It’s a good test of the servicing department. I have to say they did a superb job. Just like my previous Porsche dealership, my service advisor at BMW of SF asked whether or not I’d like the car to be washed. It’s a sign of attention to detail when the customer doesn’t have to prompt for such things. The advisor then took a walk-around video of my M2, to document the current condition of the car for any potential posterities.
Being a luxury brand, I was of course provided with a service loaner. I was expecting a poverty-spec 1 Series, but instead I was surprisingly given a brand-new M340i sedan with less than 50 miles on the clock. 380-horsepower turbocharged inline-six engine, ZF 8-speed automatic gearbox, and rear-wheel drive: sounds like a lot of fun. Indeed, the M340i is a smooth and capable operator, effortlessly fast. Sadly, it was a workday, so I didn’t get a chance to take it on an extended drive.
I’ll say this: the ZF 8-speed is wonderful, but I’m glad the 7-speed DCT is fitted to my M2. The ZF is missing just that last bit of crispness. It’ll be interesting to see how it does duty in the forthcoming M3/M4.
With the turn to a new year comes renewed possibilities. Armed with the vaccine, I sincerely hope the world returns to normal as soon as possible. Until such a time, the M2 Competition will remain largely static, parked. Let’s see how many miles I can manage during January. See you then.
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Date acquired: October 2019
Total mileage: 1,867
Mileage this month: 525
Costs this month: $290.02
MPG this month: 20.88