BMW has a lot to prove with its latest, G42-generation 2022 2 Series. Being the smallest vehicle in the Bavarian brand’s lineup, it has to channel that quintessential entry-level Bimmer playfulness that enthusiasts have enjoyed for the better part of forty years. It also has to possess enough tech and luxury for the price to ensnare buyers’ loyalty, and make them want to upgrade to a 3 or 4 Series, or any number of SUVs in its lineup.

As I wrote about in my review of the latest 2022 BMW 230i Coupe, it has pretty much pulled these off, although it comes up short by not offering a manual transmission option for dedicated enthusiasts.

However, there’s an additional step in this series: provide a solid follow-up to the F22-generation M-lite cars, the M235i and M240i, which packed a lot of performance and dynamic value for the price (at least in the U.S. market, where we stopped getting the 1 Series after 2013). The latest 2022 BMW M240i xDrive Coupe is here to fill in the blank.

Like the 230i, the 2022 M240i doesn’t have the option of three pedals and a stick. Though, what it lacks in this form of drivetrain engagement, it makes up for in a different form of drivetrain engagement: immense cornering grip. The 2022 sports car also has a lot more power, various suspension and brake upgrades, and a slightly more enthusiast-centric look to seal the deal. But is it worth the premium over the 230i, and does it do the previous F22-generation cars proud?

To hop in, select Sport Plus mode, and let 382 horsepower rearrange your internal organs during a hard launch, the 2022 BMW M240i xDrive Coupe starts at $48,550. This Thundernight Metallic tester tacks on a hearty $11,095 in add-ons, which includes Black Leather with blue stitching ($1,450), the color itself ($550), the Driving Assistance Package ($1,450), Shadowline Package ($400), Premium Package ($2,750), Cooling and HP Tire Package ($2,400), Harman Kardon surround sound ($875), Driver lumbar support ($175), Aluminum Tetragon trim ($150), and a $995 destination charge, bringing the grand total to $59,645.

Turbocharged Inline-6 Hijinks

One of the most key differences between the 230 and 240 is what’s bolted up under their hoods. The 230i possesses a scrappy little turbocharged B48 2.0-liter Inline-4, which is quite revvy and pushes out a lot of torque for its size. On the other hand, the 240 has the turbocharged B58 3.0-liter Inline-6 (also found in the Toyota GR Supra 3.0), which produces 382 horsepower and 369 pound-feet of torque. Curb weight is a bit on the portlier side at 3,871 pounds, which makes sense with its various interior niceties, all-wheel drive system, bigger wheels, and bigger brakes. That’s 277 pounds more than a previous-gen BMW M4 Competition, yet with 72 fewer horsepower to both push and pull it along. At first, this doesn’t sound terribly ideal.

But if there’s one thing that 2022 has taught us in regard to power versus weight, it’s that figures don’t always tell the whole story: the M240i xDrive is a monster under acceleration. It hits 60 MPH from a standstill in a blistering 3.6 seconds, less than a second off of a McLaren 620R, and 0.10 seconds faster than the old M4 Competition. How this little purple beast feels as it does so is pupil dilating as well, on dry or wet pavement.

Before these forced induction figures make their way to every wheel, they’re sent through a ZF 8-speed automatic transmission. Like this unit is in the latest M cars and 230i, it’s so silky smooth and quick. Its changes are seamless, and its rapid, short gearing, really helps drive home that 3.6-second 0-60 time.

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Brutally Playful

Between cold start theatrics, low-end grunt, and ripping through gears to cover ground as quickly as possible, the mighty B58 is so entertaining. Where the playfulness of the 230i’s engine equates in Kingdom Animalia to a small n’ scrappy river otter, this 240i’s bigger six is more like a tiger that might accidentally tear its trainer’s flesh off if it gets a little too worked up. Like past BMW power plants I’ve tested, it makes a glorious, nicely balanced rumble, and doesn’t take a whole lot of prodding with your right foot to wake up. Once the tach needle passes 4,000 RPMs or so, the decibels shoot up to a roar that’s endlessly addictive, and gives the mighty 2er a lot of personality. It’s not as raw and race car-like as the 2021 BMW M3's and 2022 BWM M4’s S58, but it’s nearly there.

Launching the 2er is endlessly fun as well. It claws its way off the line in a whirlwind of noise, grip, and no drama to speak of, and could put a few points on your license faster than you can say BMW Group Planta San Luis Potosí (the latest 2 Series’s final production facility). It’s not very often I get to test vehicles in the rain in Southern California, but even with traction and stability control turned off in sopping wet conditions, the mighty 2er just hooks up and goes.

This thrilling experience mirrors what it’s like in the corners, too, though is possibly even more impressive. The only other moments I’ve uttered so many expletives in such surprise were behind the wheel of the 2021 Lotus Evora GT and 2021 McLaren 620R. The 240i has so much cornering grip.

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An Undramatic Flurry Of Grip

The M240i xDrive sticks to winding mountain road tarmac like an industrial-grade two-part epoxy. It just holds and holds, and is incredibly reassuring and confident. On some of my favorite roads in Southern California’s Angeles National Forest, I found myself lightly lifting for certain corners instead of braking, which was quite bizarre at first. Kind of like the first time you take a spin on Willow Springs International Raceway’s Big Willow circuit: you realize that some corners require just a slight lift of the throttle before turning in, instead of having to mash the brake pedal.

The combination of the M240i’s xDrive all-wheel drive and Michelin Pilot Sport 4 tires, which measure in at 245/35/19 up front and 255/35/19 out back, are to blame here. They’re certainly worth the upgrade with the Cooling & HP Tire Package, especially if regular twisty road driving or even track days are on the docket. It’s one thing to brake hard and rocket out corners in something with a bit more horsepower and more focused for such a task, like a 2020 Lamborghini Huracan RWD. But this lowly, M-lite sports coupe’s ability to accelerate and maintain speed in not just the straights but the corners as well does wonders for holding momentum, and giving much more expensive hardware a solid run for its money.

Though, what does all this all-wheel drive grip mean for slides? Thankfully, it’s still possible to get the M240i sideways with traction and stability control turned off. It takes a bit of effort, but is possible, and just enough oversteer can be achieved on the street to paint a small-yet-firm smile across your face. I imagine it’d be much easier on-track traveling at track-only speeds, but on public roadways, when the coast is plenty clear, the M240i will swing its back-end out momentarily before the front wheels catch on and pull you out of it.

This intervention by the front tires doesn’t feel like it’s the work of hidden traction control nannies hidden in the ECU, but rather the work of mechanical grip stepping in. It’s a slight bummer, but you appreciate that the source of rain for this parade is the physics of grip, and not a line of code typed in by some killjoy engineer. Though, if it is, touché.

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Dynamic Damping And Less Than Ideal Steering, Though Solid Brakes

One of the key aspects of the M240i’s positive twisty-road tendencies is its adaptive dampers. In Sport Plus, they keep a firm grip on body roll while cornering, offering a solid ride that bolsters the added cornering grip from the all-wheel drive system. I was very impressed by these units when set to full-stiff in Sport Plus in non-fun scenarios, too, as they still ironed out the harshest bumps and generally didn’t feel too rough. This is a testament to the 2er’s chassis for sure, as it’s one cohesive package of 50:50 weight distribution, a 12-percent increase in chassis rigidity, and hydraulic strut mounts. For once in a performance vehicle, setting the dampers to Comfort doesn’t throw the handling in the complete opposite end of the damping spectrum, either, as the ride and handling still feel capable and solid, but indeed, many more degrees of bumps and other shitty road surfaces are nicely absorbed.

As universally good as the M240i’s ride is, its steering doesn’t quite match. By now, it’s pretty well known that modern BMWs’ steering feel isn’t anything to write home about, and a far cry from what it was 10 years ago (as an E82 BMW 128i owner I can attest to this). Despite the M240i’s overall smaller size compared to its larger cousin the 4 Series, and narrower tires, feel is still lacking. While a tiny bit of communication makes its way from the contact patch to your hands, there isn’t enough to impress.

Steering sharpness isn’t great, either. Mainly, here’s a noticeable dead spot within a few inches of on-center. Though, while turning in for either a tight-and-slow, or winding-and-committed corner, there’s good weight for improved confidence. By contrast, the steering has a light and quick action for daily street duty, too. There’s a very good reason for the M240i’s steering to be a bit lackluster: BMW might be saving the best for the upcoming new M2.

Still, the M240i’s other input helps make up for its less than ideal steering: the brake pedal. Pedal feel is quite good, and travel is very solid and sturdy. There’s no grabbiness to speak of, either. It feels as if BMW filled the M240i with a quality, track-centric brake fluid from the factory, like Castrol SRF or something similar, as pedal engagement is not only strong when cold, but after 20 miles of twisty roads strung together with hard braking zones, I never experienced any noticeable fade or squishiness. The M240i xDrive comes with M Sport Brakes as standard, which include four-piston front and two-piston rear calipers, and look quite good behind its 19-inch wheels.

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Pleasing Looks And A Well-Appointed Interior

On the outside, the M240i xDrive takes performance-inspired looks one step further over the 230i by offering wider and bigger wheels, some mild aesthetic accents, and a better selection of wild colors, like this gorgeous Thundernight Metallic. I dig its overall look and profile, and while the rear-end has been something to get used to, I think it’s a step in the right direction for modern Bimmer styling.

Inside, a lot of the same equipment mirrors the 230i, except with various M Sport accessories to convey a more engaging and sporty experience. The steering wheel looks excellent and has an excellent grip to it. The M Sport bucket seats have excellent bolstering for twisty roads, though the bases are a bit too open, so bracing one’s legs on the door and center console is still required. I thought that the sportier, slightly lower seats would solve the tall-dude issues I experienced in the 230i, but unfortunately it was still a bit tight. Though, anyone shorter than six-foot-three, who doesn’t have an awkwardly long torso like yours truly, would probably have no issue at all.

Still, the M240i offers an excellent driving position with excellent overall visibility. Then, with BMW’s genius, easy-to-use-and-navigate iDrive 7 system and quality switchgear at one’s fingertips, it’s an overall great place to be, and nicely insulated from the outside world. This all definitely makes the case for the M240i as being a solid, performance-centric all-rounder.

A Solid Sneak Peek

The 2022 BMW M240i xDrive Coupe is a good overall performance luxury value. For less than $60,000 out the door, it packs a lot of performance and capability, yet offers a solid mix of everyday luxury and convenience. While I call it a near-M car, or M-lite car, I only mean that in a positive sense.

Plus, If driven in a relaxed manner, it’ll even return 23 MPG city and 32 MPG highway… though that’ll be awfully hard to achieve. Especially considering how stable and confident it is at very frowned-upon highway speeds.

The 2022 M240i’s most important takeaways are that BMW still makes a fun, enthusiastic 2 Series, this one’s worth the upcharge over a base 230i (but again, the 230i is still a great option), and it’s a solid sneak peek at how freaking good the next M2 will be. If the next M2 takes everything good about the M240i, improves its steering, and boosts every performance figure, it’s going to be a real monster. Oh, and hopefully… fingers-crossed… there’s an optional manual transmission as well.