Qué ilustrativo, se aprecia muy gráficamente abajo la superioridad del pequeño entre las curvas 3 y 8 y 9 a 14 ,y como se despega el M4 donde se puede hacer valer la caballería...
Respecto al tema del circuito, las diferencias son mínimas, hay veces que uno pasa por curva más rápido que el otro, uno frena más tarde, el otro sale de la curva más rápido y mantiene un par de coches delante... Lo que sí me llama la atención es lo que comenta de que el conductor aplastapedales/muñones/ medio sería más rápido con el 2. Entiendo que es por la entrada más suave de potencia y que se llega a menor velocidad a las curvas por lo que controlas mejor¿?
El tema de la avalancha de potencia del M4 y la necesidad de sumar más "pies" a las manos siempre necesarias, imagino...
Este tipo de comentarios me da que pensar 1- nunca han dado cursos a gente Ámauter aficionada 2- ellos se piensan muy buenos Y es que joer partimos de la base que dicen sería más rápido ...con lo que cuentan con que el "muñones" se mete en circuito ( no hablamos de mi madre que la dice. Ala toma el m4 ) partiendo de esa base a ese muñones le quitas casi 80cv y señores si hablamos de muñones no va a meter ni el m2 ni el m4 por el sitio y encima cuando salga de la curva se le irá una hemorragia de tiempo del copon ! A veces meten demasiado miedo sobre los coches , ni que fuese un coche hecho por 4 fitis totalmente locos Ayyysssss Na hombre vamos a un karting y como eres muñones serás más rápido con el de alquiler y yo que controló me pillo el 2T veras .... Luego pruebas el 2T y te mides con el de alquiler:meh:
Ayer leía en una revista que la compra maestra es M2. Se han transplantado los ejes del M4 directamente, por eso tiene esos anchos de vías. Y que es como un M4 en pequeño pero con menos personalizacion
FIJO...que 95... Otra cosa es que con 98...en ese motor, se note algo...o que el fabricante diga que las especificaciones se consiguen con 98. Pero pedirán que el mínimo sea 95...como todos a día de hoy.
El caso es ese, en caso de perder prestaciones le echaré 98 sin duda. Ahora bien, si no es necesario porque el rendimiento va a ser igual pues 95
yo tengo gasolinera y como se utiliza poco la 98 le echo de ésta , para que tenga mas rotación. no obstante cuando salgo de viaje me da igual , por ejemplo en italia hay pocos sitios con 98 y siempre he tirado de 95 allí si hay 98 echo 98 y sino pues 95, pero vamos que da igual
no sabia q te habias comprado un M2 @grinch Felicidades! me alegro de que las cosas vayan bien ;-) Cuando lo presentes, etiquetame ejje
A veces las marcas son sorprendentes con sus argumentos de marketing. A eso de ''Mantener la pureza del M2'', yo lo llamo ''no nos sale rentable la operación'' ¿o acaso la pureza del M4 y M6 no importan al hacer versiones cabriolet?
La prueba de EVO BMW M2 review - is the baby M-car as good on European roads as it is on track? EVO STAFF 15 APR 2016 Image 1 of39 VERDICT: We have now spent more time in the M2 on the road and can deliver a more comprehensive verdict EVO RATING: PRICE: £44,070 FOR Predictable chassis balance, manual gearbox AGAINST MDM mode can be restrictive, not very progressive brakes FACEBOOK TWITTER GOOGLE+ EMAIL The BMW M2 is the new entry level car from the M Division. Boasting all the markings of a hero car, it is lighter and more affordable than the M4, fitted as standard with a six-speed manual ‘box and with all sorts of trick suspension and brake components borrowed from its big brother, the M2 could be the purest drivers’ car offered by BMW. What is it? The M2 is dripping with potential. It uses the 3-litre TwinPower (a single twin-scroll turbocharger) straight-six we already know from the M235i but uprated with M3/4’s pistons and forged crank, plus a re-engineered cooling system and oil sump. Power is 365bhp at 6500rpm and 343lb ft at 1450-4750rpm. There’s also a torque overboost, that provides 369lb ft from 1,450 to 4,750rpm. BMW claim the 1495kg M2 covers 0-60mph in 4.3-seconds with the optional 7-speed M DCT or 4.5-seconds with the standard fit 6-speed manual. Go for the optional M Drivers Package and the electronic limiter is raised from 155mph to 168mph. >Read our BMW M4 review While these are impressive numbers the really exciting thing about the M2 is that’s it’s small, agile and aggressive and promises to build on the legacy of the slightly mad 1M that introduced the world to the idea of a turbocharged M car… The M2 costs from £44,070. Image 6 of39 Technical highlights A huge amount of work has gone into creating the M2. Compared to the M235i it’s got a 58mm wider front track and 45mm wider rear track with evocatively swollen bodywork to match, it features the aluminium suspension architecture at the front and rear (the rear axle is solidly mounted) from the M3/4 and also that cars big ‘M Compound’ brakes: Four-pots at the front with 380mm discs and two-piston calipers at the rear with 370mm discs. Bespoke 245-section and 265-section Michelin Pilot Super Sport tyres are fitted to 19-inch rims. It also has, of course, the very latest Active M Differential, which can go from fully open to 100-percent locked in 150-milliseconds. Stick with the six-speed manual and you’ll benefit from perfect throttle-blips on downshifts in Sport and Sport+ modes, but they're off when the DSC is turned off. The M DCT also features Comfort, Sport and Sport+ settings in both automatic and manual modes. The M2 also has an MDM mode for its DSC stability control system that promises ‘controlled drifts’. Although we suspect the driver might have something to do with just how controlled they are… What’s it like to drive? The M2’s initial launch was held at the fabulous Laguna Seca circuit, a great test of the car’s ultimate balance and performance. We’ve found the M3/4 to be excellent on circuit but less happy on bumpy roads but we can’t conclusively say the M2 has solved that problem due to the driving conditions. On a warm, dry circuit the M2 is a riot. There’s a lovely balance to the car with strong front end grip and then easy, progressive oversteer that belies its short wheelbase. The brakes are also fantastic – admittedly they were running optional, track orientated pads, but even so they stood up to 8-lap stints of Laguna Seca (which is a tough place on brakes) with real endurance. Image 18 of39 >Read our Audi RS3 review The M DCT ‘box is similarly impressive, offering fast, positive shifts and always nailing the perfect downshift. The MDM mode is also very well configured and allows the M2 to really run free into mild oversteer except in the very slowest corners, where it can feel a little too restrictive. Turn off the driver aids and the M2’s strong traction remains but you can turn the slip from mild to wild whenever you choose. The tail comes around quickly initially due to its stumpy proportions but once you’re used to that initial exaggerated action it’s very easy to hold it sideways on the throttle. On the track the engine feels initially very impressive with clean, crisp response and masses of performance everywhere. It’s not quite the full crazed M3/4 experience but that’s a good thing as it gives the chassis a chance to use all the power effectively. It does run out of puff a bit towards the 7000rpm cut-out and isn’t as scintillating as those great old normally aspirated engines, but it’s still outstanding compared to something like an A45 AMG and the new 718 Cayman will do well if its four-cylinder turbocharged engine feels as good as this. On the road, the engine is better still. You’re less likely to be wringing every last rev so you can enjoy the precise response and creamy torque more readily. The engine’s lack of ferocity, by comparison to the M3/4’s motor, is still noticeable though. This does help give the M2 a greater sense of control than it’s bigger brothers, the top end might not be so rabid but the M2 feels less spiky and it’s easier to adjust the car with the throttle. The M2 isn’t just more approachable than the M3 and 4, it is really accessible, full stop. It’s such an easy car to develop a flow down in; the chassis is so readable and the steering and throttle give you infinite control. The suspension is firm, but the M2’s stiffer body is more than up to the task of providing a solid base for it to work. The baby M-car feels solid and taught, and over rough surfaces the ride isn’t particularly comfortable it never transmits nasty shocks through the shell. The body feels very well supported and controlled at all times. It feels resolutely tied down but never unnaturally so, even though there’s very little body roll – especially at the rear. The front tyres create a huge amount of grip and combined with the lack of roll, it eagerly darts into corners. Judge your speed well, brake late into a corner and you can feel the car want to rotate on turn-in. It doesn’t break traction, or transition into oversteer, but you get a sense of how nimble and agile the M2 is. Just as you’ve felt that yaw movement, get on the throttle and you can use the acceleration to help you round the rest of the corner. With the rear tyres seemingly on the edge of grip anyway, the turbo’d six’s abundance of torque means it’s easy to overwhelm them with any revs. Once the tyres have let go, the engines response and linear delivery means the rear is easy to control; regain grip with a small lift, maintain a nice neat slide around the corner with a fairly constant throttle, or add more throttle for a bigger slide. The minimal amount of roll means that weight transfer is also small, and so recovering from a slide is neat and satisfying. What’s more, thanks to such a transparent chassis, you can keep the M2 near its limits corner after corner. The engine’s tractability also makes it easy to adjust your line, induce oversteer even with a slower corner entry, or quell any understeer should you experience some. Barrel into a corner too quickly, ask more of the brakes that you initially thought you needed and there’s a moment of panic as nothing more happens. It’s milliseconds, a miniscule amount of time but just enough for your heart to skip a beat. Push the pedal harder, and you do get the power from the brakes you need. There is certainly enough braking force on the road, but there’s an unnatural amount of bite at the top of the pedal. This feels great when you’re just using the top portion of the travel, but the relationship from the pedal to the brakes is not progressive or linear. Below the initial 20% of travel you need increasingly more travel to get the braking power you need, and this is difficult to attune yourself to. The tyres didn't seem to get the same purchace on the tarmac of the twisty, Spanish mountain roads, on which we tested the M2 on, than you'd expect from some rougher UK roads. This meant the limits of grip were lower and the M2 even more accessible. But when the roads were wet, and even slippier, the M2 was still dependable and controllable. No matter what the conditions, the BMW remained agile and fun. Not the wild, scary, snappy nightmare you’d expect from a short wheelbased, turbocharged, rear wheel drive car. The six-speed manual is a really nice gearbox on the road, where the extra engagement is far more important than the speed of any gearshifts. It suits the engine as it’s torquey enough to not need any more ratios. Image 11 of39 How does it compare? It’s about fifty times more exciting than the effective but rather dull A45 AMGand more enjoyable and interactive than an Audi RS3. If you don’t need rear seats then it’s not quite so fluid and special to drive as a Cayman, nor is the engine such an event. Of course the 718 is coming with its own turbocharged engine so perhaps that particular point might be overturned. Anything else I need to know? There are a range of M Performance options available for the M2 from interior upgrades to a lighter exhaust system (with flaps controlled by Bluetooth) and fully bump and rebound adjustable coilovers that lower the ride height between 5-20mm. Engine 2979cc, in line six cylinder, 24v, turbocharged Power365bhp @ 6500rpm Torque369lb ft @ 1450-4750rpm 0-62mph4.5-seconds/4.3-seconds with M DCT ‘box (claimed) Top Speed155mph (limited) CO2199g/km or 185g/km (M DCT) On saleNow
En el supertest de Sport Auto ha marcado mejor tiempo (1.12.2) que en la prueba con el CLA 45, parece que es el BMW de serie mas rapido en Hockenheim
Aquí todos los tiempos de hockenheim short. Parece que el pequeño lo hace muy bien http://fastestlaps.com/tracks/hockenheim-short
Lo hay manual y automatico, no se porqué va tan pegado Christian Gebhardt, y sin casco ni ná... pero se ha marcado un tiempazo
