The electromechanical power steering system has also been in receipt of re-specifying and retuning attention, having been made more direct (to a ratio of 15.0:1, down from 15.9 in other X2s). If that sounds like plenty of torque for a car of this size, you can believe that BMW’s M division engineers thought so, too – which is why the X2 M35i gets a clutch-based four-wheel drive system, a specially adapted rear axle compared with other all-paw X2s and a limited-slip differential in the front axle to help it put its power down. The 302bhp it makes comes shortly after 332lb ft of torque, which is on tap from as little as 1750rpm. ![]() We’ll also be assessing whether this is a car worthy of BMW’s still fairly new, lower-stratum M Performance billing – never mind a price every bit as likely to raise an eyebrow as any visually rowdy exterior styling makeover that BMW could come up with. Rather, we’ll be interrogating how it performs and handles, and what it might be like to drive and to live with on a daily basis on UK roads, as the Autocar road test always sets out to do. Not that we’ll be dwelling over the next couple of thousand words on the way you might instinctively feel about this car, or what the new X2 M35i might say about the person driving it. By the time that styling volume is turned up to M Performance decibels, it ought to be capable of producing a reaction from almost anyone. The X2 is a car intended to be either loved or hated, then to trade in the usual crossover design cues at bolder and more eye-catching visual volume than most cars of its type, even in entry-level form and to make a statement about the individualism of its youthful, boundlessly freethinking owner (apparently).
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