2019 BMW M2 Competition Doesn't Cost Much More Than The Regular M2

Talk about a performance bargain.

Set to go on sale this July in the US, the new 2019 BMW M2 Competition is everything we love about the “standard” M2 and more. Often times that ‘more’ part comes at a premium price. As BMW Blog has uncovered, that’s not the case here. The 2019 M2 Competition will carry a base price of $58,900, exactly $4,400 more than the M2. That’s an incredible bargain and here’s why: instead of the M2’s twin-scroll 3.0-liter inline-six with 365 hp and 343 lb-ft of torque, you’ll get a modified version of the S55 engine that also powers the M3 and M4.

It’s also a 3.0-liter inline-six, though it’s a twin-turbo engine that makes 405 hp and 406 lb-ft. Yes, hp is down compared to the M3/M4, but it makes an equal amount of torque. As is the case with the M2, a six-speed manual is standard while the seven-speed dual-clutch is optional. Of course, power is sent to the rear wheels only. There’s also the M3’s electronically-controlled limited-slip diff that splits up power between the rear wheels, though it too has been modified for M2 Competition duty. BMW claims a 0-60 mph time of just 4 seconds while top speed will, once again, be limited to 155 mph. That figure increases to 174 mph with the M Driver’s Package.

Other M3/M4 carry-overs include carbon high-precision struts, and a recalibrated electromechanical power steering unit specifically tuned for high performance driving. BMW gave the M2 Competition a few minor exterior modifications, such as larger twin kidney grilles for improved airflow, a new front splitter, and two new exterior color choices. Inside you’ll find standard M Sport bucket seats that incorporate an illuminated M2 logo. This is also the first M2 to have selector switches in the center console, allowing drivers to alter engine and steering settings. It also sounds incredible, and for a mere $4,400 extra over the standard M2’s $54,500 base price, it can all be yours.

Why Doesn't BMW's Dual-Clutch Gearbox Have A Park Position?

A manual doesn't have one either.

For those of you who aren’t familiar with BMW’s highly regarded dual-clutch transmission, there’s something you need to know: it doesn’t offer a park position. That could certainly make things a bit difficult when parking the car and shutting off the ignition; wouldn’t the car roll away? No way. Come on, these are German engineers we’re talking about here, so of course that won’t happen. This latest video from BMW M explains fairly simply how the DCT works and why there’s no park position.

But before you watch, think about this: a manual transmission, often favored by BMW fans (especially in the US), doesn’t have a park position either, unlike conventional automatic transmissions. BMW wanted to replicate, if you will, the manual’s characteristics with its DCT.

This gearbox, according to BMW, “combines the best of two worlds: auto-switching and manual switching.” Another interesting thing is that also like a manual, the DCT does not have a torque converter. When you go to release the brake, the car won’t role. Drivers also simply accelerate like they would with a manual and just gently apply pressure to the gas pedal. One tap is sufficient enough to activate Low Speed Assistant. But what happens when you actually go to park and exit the vehicle? If there’s no park position, what gear do you leave it in? The answer is: it doesn’t matter. The moment the vehicle is turned off it’ll automatically go into park. Told you those Germans were a clever bunch.

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Audi’s Temporary CEO Doesn’t Want To Give His Job To A BMW Guy

Who will be the next permanent CEO of Audi? BMW may ultimately decide.

At the moment, Audi’s soon to be former CEO Rupert Stadler is still sitting in jail and doesn’t appear to be getting out any time soon. So it makes complete sense for his employer, VW Group, to seek his permanent replacement. Not long after Stadler was sent to prison for his alleged role in Dieselgate, Audi appointed Bram Schot as its temporary CEO. Schot previously served as Audi sales chief prior to his current appointment.

But now, according to Reuters, Schot wants the job permanently. The only problem is, Audi has already recruited soon to be former BMW executive Markus Duesmann for the role.

And therein lies the problem; Duesmann is contractually banned from working for a competitor for at least one year after his existing BMW contract expires. When does it expire? September 2019. While negotiations are supposedly taking place for Duesmann’s early release (not from jail) between the two automakers, Schot has gone on record to state he wants to stick around. "I would be available as Audi chief in the long run and would like that very much," Schot was quoted as saying in an interview with German business monthly Manager Magazin.

What’s more, Schot added that Audi’s supervisory board is giving him a free hand, so to speak, to make short, medium, and long-term decisions for the brand. "They don't give me the feeling that I am seen as an interim solution.” So, what happens now?

Well, there’s a decent enough chance BMW won’t allow one of its top executives to be poached (Duesmann currently serves as an engine development and purchasing expert for BMW). This is not a particularly unusual situation for the industry, but Audi quickly needs to figure out whether Duesmann is worth the hassle and whether Schot is the right man for the job if need be.

Why Doesn't BMW's Dual-Clutch Gearbox Have A Park Position?

A manual doesn't have one either.

For those of you who aren’t familiar with BMW’s highly regarded dual-clutch transmission, there’s something you need to know: it doesn’t offer a park position. That could certainly make things a bit difficult when parking the car and shutting off the ignition; wouldn’t the car roll away? No way. Come on, these are German engineers we’re talking about here, so of course that won’t happen. This latest video from BMW M explains fairly simply how the DCT works and why there’s no park position.

But before you watch, think about this: a manual transmission, often favored by BMW fans (especially in the US), doesn’t have a park position either, unlike conventional automatic transmissions. BMW wanted to replicate, if you will, the manual’s characteristics with its DCT.

This gearbox, according to BMW, “combines the best of two worlds: auto-switching and manual switching.” Another interesting thing is that also like a manual, the DCT does not have a torque converter. When you go to release the brake, the car won’t role. Drivers also simply accelerate like they would with a manual and just gently apply pressure to the gas pedal. One tap is sufficient enough to activate Low Speed Assistant. But what happens when you actually go to park and exit the vehicle? If there’s no park position, what gear do you leave it in? The answer is: it doesn’t matter. The moment the vehicle is turned off it’ll automatically go into park. Told you those Germans were a clever bunch.