Though some people lament the lack of a sixth forward gear, I’ve never found myself missing it. The linear throttle response (before the days when a “sport mode” was required on a sports car) allows for consistent and effortless throttle. Clutch feel is good, a bit light but progressive enough that you always know what’s going on. The E36 M3 certainly doesn’t claim the title of “best manual BMW” by virtue of its anemic S52, but by its rewarding driving dynamics and delightful ZF five-speed manual. Even better, it’s only a few modifications away from making even more power than the V8 in the contemporary M3. Its low-end torque means the car can step out at almost any moment, requiring an attentive steward. The E9X certainly has a better engine but the N54 has endearing qualities of its own. Since everything underneath the sheet metal is carried over from the contemporary E9X M3, it’s fully to the credit of the car’s size and incredible maneuverability that it lands on this list. Fortunately for us, they were quite right. It was only borne into existence at all thanks to a handful of rogue engineers that decided bolting on M3 parts and oversized wheels to a standard 1 Series might be a fun project. The E82 1M Coupe was a one-year only (in North America, anyway) run of a skunkworks project by BMW M’s division. Either guise – CS or Competition – is one of the best driving BMW’s that money can buy. Optional Cup 2 tires turn the M2 CS into a track-devouring weapon, dispatching any duality of the original M2. The lightweight options add up to save an optimistic 100 pounds but make all the difference in presence and feel. It’s the best possible version of the M2 – gaining bespoke components like a carbon fiber roof, carbon fiber hood, and lightweight center console, as well as optional carbon-ceramic brakes lifted straight from the F80 M3.
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