2020 Audi A3 vs BMW 2 Series

What's the difference?

When the Audi A3 Sedan made its world entrance in 2013 it showed how a small car could be elegant, sporty and not a hatchback. The 40 TFSI S line plus looks almost like a last hurrah for the car before the next-gen A3 comes in 2020. You may want to wait for that if you’re concerned you’ll be driving a new car with the old look, or buy this one now and get good value for money. 

Comment call to action: Would you buy the current Audi A3 Sedan knowing that a new-gen one is just around the corner? Tell us what you think in the comments below.

Small four-door cars aren’t exactly flavour-of-the-month in the current Australian new car market, but this newcomer offers solid value, and good dynamic balance in a premium compact package. It’s aimed at a niche within a niche, but for seekers of sleek, inner-city-sized four-door luxury, the 2 Series Gran Coupe has a lot to offer. 

Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.

The A3 sedan has barely changed its look since it arrived in 2013 but it has aged superbly with the help of a few updates over the years. I’m a fan of its proportions with the long bonnet, short boot deck and high waistline.

This special edition accentuates the sporty look more with larger 18-inch alloy wheels in a five twin-spoke design in contrasting grey, an S Line body kit including badged metal scuff plates and sports suspension which lowers the ride height by 15mm.

The A3 sedan's cabin has barely changed since its 2013 arrival. The only indication it's been around for so long is the small media screen which slides itself in and out of the dash, the rest of the interior is still modern and stylish. More than making up for that small screen is the 12.3-inch virtual instrument cluster that this special edition brings as standard.  

Leather upholstery is also standard and our car's was 'Rock Grey' in colour - a safer bet than white unless you plan on never eating or even just sitting in the car. 

The dimensions show the A3 Sedan to be 4458mm end-to-end, 1416mm tall and 1960mm wide (with the wing mirrors folded out).

Beware, this A3 could be the ‘old one’ soon. The new-generation A3 will make its debut in 2020 and will have a different look.

The whole BMW Gran Coupe ‘thing’ kicked off in 2012 with a lower, longer, extra-doored version of the 6 Series coupe.

Following in its fashionable wheel tracks were the 4 Series Gran Coupe in 2014, an 8 Series model in 2019, and now this diminutive 2 Series.

The formula is broadly similar in each case. Take the two-door coupe, stretch it length-wise, add a couple of doors and remove the frames from all of them, then let the wind tunnel smooth out the overall form.

In line with that design approach, at just over 4.5m long the Gran Coupe is 94mm longer than the 2 Series two-door, as well as fractionally wider (+26mm), and a little taller (+7.0mm).

But the surprise is a shorter wheelbase (2670mm) for this front-wheel drive model (based on the 1 Series platform), compared to the rear-wheel drive two-door (2690mm).

A big grille is a key part of BMW’s current design language, and the 2 Series Gran Coupe obliges with a suitably large version of the brand’s signature ‘kidney’ grille with a single surround unifying it graphically. 

Angry, angular LED headlights combine with large air vents either side of the front clip to conjure up a confident, assertive face.

The car’s profile conforms to the BMW Gran Coupe template with the roofline tapering markedly towards the rear and strategically placed character lines along the car’s flanks adding visual interest and enhancing the its lengthy look.

BMW devotees will recognise the term ‘Hofmeister Kink’, a characteristic up-turn of the trailing edge of a BMW’s side window glass, This time around BMW refers to the element as an ‘upright’ Hofmeister Kink, which is a misnomer, because it’s so upright it no longer conforms to the vision of Wilhelm Hofmeister (the Bavarian maker’s head of design in the early 1960s).

Slim, long, distinctly horizontal LED tail-lights define the rear view, with other lateral lines and trim elements enhancing the car’s wide, planted stance.

The interior will be instantly familiar to any current model BMW owner with the neatly arranged dash featuring the ‘Cockpit Professional’ set-up including a 10.25-inch configurable instrument display, and another same-size multimedia screen annexed to the main binnacle.

All instrumentation and key controls are angled towards the driver and attention to detail in terms of quality is high.

It’s now an accepted truth that lights and screens are the new chrome in terms of automotive design, and the 2 Series Gran Coupe compliments its sleek screens with an interior ambient lighting package, as well as brushed metal elements and BMW’s usual array of logically arranged, legible and user-friendly switchgear.

The answer is no, not very practical. Not for somebody my height with my life. I’m not being mean, it’s the truth. I’m 191cm tall and I can barely sit behind my driving position because legroom and headroom is that tight.

I have a four-year-old and it was hard enough fitting a top-tether car seat in there with the low ceiling let alone trying to strap him in which saw me kneeling in the gutter.

Room up front is better and while I don’t have a headroom issue it’s still a snug fit for me with my wingspan.

Cabin storage isn’t great with just two cupholders on board (in the front), while door pockets are small and so is the centre console storage bin.

The special edition does bring more in the way of utilities such as a wireless charging pad, and you’ll also find two 12-volt outlets (one up front and another in the back) and two USB ports (up front).

The A3 sedan’s boot is pretty decent in cargo capacity at 425 litres which is 85 litres more than the Sportback, but that hatch is more practical due to a larger boot opening and the load space offered with the rear seats folded.

No matter how hard you shut your eyes and spit out a Harry Potter-style incantation, you can’t magic-up a big interior in a small car.

BMW’s packaging boffins will have sweated bullets to eke out every extra millimetre, but the hard fact is this 2 Series Gran Coupe is diminutive.

Cozy is the best way to describe the front section, and the front seats are snug, be they the cloth-trimmed sports seats in the 218i, or even racier leather-trimmed chairs in the 235i xDrive.

Access to the rear requires mild gymnastic prowess because the door aperture is modest, and once you’re in there it’s tight. Sitting behind the driver’s seat set for my 183cm position, my shiny pate made firm contact with the headliner, and my knees were striking up a close relationship with the front seatback.

Forget three grown-ups abreast in there. I’d describe the 2 Series Gran Coupe’s seating arrangement as a ‘2+2+1’.

Storage is provided in all the right places, but scaled down to suit the available space. There’s a lidded storage box between the front seats, two cupholders and a wireless charging bay in the front centre console, decent door bins with room for bottles, and a glove box (able to accommodate several pairs of gloves).

Backseaters have access to small door bins and a fold-down centre armrest with two cupholders in it. The primo M235i xDrive features adjustable rear air vents, while the entry-level 218i misses out.

The boot chips in with 430 litres of load space, which is okay rather than cavernous, and it’s worth remembering the opening is narrow relative to a similarly-sized hatch. But a 40/20/40 split-folding rear seat increases flexibility, and liberates more space.

Don’t bother looking for a spare of any description as a repair/inflator kit is your only option.

Towing is possible in the 218i, but sadly the dual-axle caravan is off the agenda. Maximum capacity for a braked trailer is 1300kg (with a 75kg towball download), and 710kg unbraked. The M235i xDrive is a no-tow zone.

The two-model 2 Series Gran Coupe line-up kicks off with the 218i at $47,490, before on-road costs, and BMW’s aiming up at Merc’s CLA 200 ($60,700) with this car, at a more than $13K differential.

Aside from the standard active and passive safety tech (covered in the Safety section) that cost-of-entry includes: 18-inch alloy rims, a leather-trimmed sports steering wheel, sports front seats, head-up display, the 'Live Cockpit Professional’ pack (10.25-inch instrument cluster, 10.25-inch operating system 7.0 media display and ‘Intelligent Personal Assistant’), Apple CarPlay (Android Auto is coming later in 2020), cruise control, keyless entry and start, ambient interior lighting, LED headlights, tail-lights, and fog lights, ‘Parking Assistant’ (front and rear sensors, reversing camera, ‘Auto Parking Assistant’ and ‘Reversing Assistant’) and a six-speaker (100-watt) audio system.

Yes, the Merc features an AMG bodykit and rims, as well as active cruise, and it has a bit more oomph, but that’s a pretty handy batch of standard features for a lot less money. 

In similar fashion, at $69,990, before on-road costs, the M235i xDrive lines up price-wise against Merc’s CLA 250 4Matic ($70,200), but knocks it for six in terms of performance. In fact, BMW wants a piece of the Merc-AMG CLA 35 ($85,500) with this mini-muscle coupe.

Over and above the 218i’s equipment list the top-spec car features: 19-inch alloys, M-Sport brakes (four-piston front calipers, up from single piston), M steering calibration, M rear spoiler, M Sport front seats, leather upholstery, electric front seat adjustment (including memory on the driver’s side), adaptive LED headlights (including ‘High-beam Assistant), and harman/kardon 16-speaker (464-watt) audio. Not bad at all.

The A3 40 TFSI S line plus is a special edition but the engine hasn’t been given any extra grunt. Under that bonnet is a 2.0-litre turbo-petrol four-cylinder making 140kW/320Nm, shifting gears is a seven-speed dual-clutch automatic.

The 218i Gran Coupe is powered by a version of BMW’s B38 in-line three-cylinder turbo-petrol engine, used in various BMW and Mini models. The all-alloy unit features direct-injection, ‘Valvetronic’ variable valve timing and ‘Double-VANOS variable cam timing to produce 103kW from 4600-6500rpm, and 220Nm from 1480-4200rpm. It sends drive to the front wheels via a seven-speed dual-clutch automatic transmission.

The M235i Gran Coupe is powered by a version of BMW’s B48 in-line four-cylinder turbo-petrol engine, also used in various BMW and Mini models, including the Mini John Cooper Works GP.

Another all-alloy design, it also uses a twin-scroll turbo set-up, direct-injection, ‘Valvetronic’ variable valve timing and ‘Double-VANOS variable cam timing to produce no less than 225kW from 5000-6250rpm, and a whopping 450Nm from 1750-4500rpm.

It sends power to all four wheels through an eight-speed (conventional torque-converter) automatic transmission and a dedicated transfer gearbox, guided by multiple sensors and processors, to send drive to the wheels that can make best use of it. 

According to Audi the A3 40 TFSI S line plus’s fuel economy is 5.8L/100km and that’s over a combination of urban and open roads driving.

My own testing saw a higher mileage. So, after 192km of motorways and daily commutes into the city I put in 18.8 litres of premium unleaded, which works out as 9.8L/100km.

Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 5.9L/100km, the 218i, emitting 135g/km of CO2 in the process.

Not surprisingly, the high-performance M235i xDrive is thirstier, the combined cycle figure rising to 7.6L/100km, and emissions sitting at 173g/km of CO2.  During a post-launch week of city, suburban and freeway running in this version, we recorded a real-world number of 10.2L/100km.

Stop-start is standard, minimum fuel requirement is 95 RON premium unleaded in the 215i, and 98 RON premium in the M235i, and you’ll need 50 litres to brim the tank on both. 

Leave any doubts that the A3 40 TFSI S line plus isn’t a real Audi at the door, please. This might be a bargain from a prestige point of view but the dynamic ability and driving experience are exceptional.

Yes, the steering is a bit light and numb, and sure the ride on those 225/40 R18 Dunlop SP Sport Maxx tyres with sports suspension frankly isn’t all that comfortable, but those of you looking for an engaging drive with pretty good acceleration (0-100km/h in 6.8 seconds) will be happy.

The Audi A3 40TFSI S line plus has comfortable supportive seats, good visibility and dimensions which make it the perfect little prestige limo for city parking and navigating through narrow lane ways.

For most driving circumstances the 218i offers enough performance to get the job done, with 0-100km/h acceleration for the 1375kg four-door claimed at 8.7sec.

With more than twice the power and torque the M235i is able to blast it’s heavier (1570kg) frame to the same mark in just 4.9sec, and anything under five seconds is properly fast.

The three-cylinder car is smooth, surprisingly quiet, and responsive, the little turbo providing a satisfyingly linear response, with maximum torque available from just 1480rpm all the way to 4200rpm. The seven-speed auto is most un-dual-clutch like in that it’s unobtrusive, but very dual-clutch-like in that it shifts rapidly and precisely.

Step into the M235i and you’re entering an altogether more serious world of performance. The in-line four is crisp and lights up with only a modest flexing of the right ankle. The four-cylinder’s raspy engine induction noise is smile-inducing, and in Sport mode the exhaust adds furious blurts and bangs to full-throttle up-shifts, and entertaining crackles and pops on the way back down the ratios.

The eight-speed auto doesn’t give anything away to the 218i’s dual-clutch, especially in manual mode, where a flick of either wheel mounted paddle results in almost instant changes. And the xDrive system keeps the car planted, the transfer gearbox on the back of the main transmission seamlessly distributing torque to all four wheels on a needs basis.

Pushing along some B-road bends on the BMW launch drive program, the M235i remained planted and felt eager, picking up the throttle quickly out of tight corners, the bigger brakes keeping the car stable as load transfers to the front axle.

But no matter which version of the 2 Series Gran Coupe you’re in, the ride/handling balance is impressive. Suspension is strut front, multi-link rear in both, and the car’s ability to blend great cornering with a comfy ride is the mark of a company that knows its way around engineering dynamics. The 218i comes with an M Sport suspension tune, although the standard set-up is a no-cost option., 

Steering is accurate, feelsome, and nicely weighted in both models, the M235i upping the ante with meatier variable rate settings. And the sports seats in each car are grippy, although, despite adjustability of the side bolsters, the M235i runs the risk of sacrificing long-distance comfort for firm location. 

All the expected active safety tech is on-board, including ABS, EBD, BA and stability and traction controls. Then the 218i adds ‘Driving Assistant’ (including lane departure warning, lane change warning, ‘Approach control Warning’ with city-braking intervention, ‘Rear Cross Traffic Warning’, ‘Rear Collision Prevention’ and ‘Speed Limit Information’. As well as, Parking Assistant’ (front and rear sensors, reversing camera, ‘Auto Parking Assistant’ and ‘Reversing Assistant’). As well as, a dry braking function, fading compensation, ‘Start-Off Assistant’, ‘Electronic Differential Lock Control’, and trailer stability control.

All that, but no AEB. At urban speeds, the 'City Brake' system will detect a potential forward collision and slow the car if necessary, but not bring it to a complete stop. For that you'll need to option in adaptive cruise control at $654 for the 218i and $850 for the M235i.

If an impact is unavoidable there are head and side airbags for the driver and front passenger, as well as curtain airbags covering both rows.

There are also three top tether points for baby capsules/child seats across the rear seat, which ISOFIX anchors on the two outer positions.

The BMW 2 Series Gran Coupe hadn’t been assessed by ANCAP or Euro NCAP at the time of writing.

The A3 40 TFSI S line plus is covered by Audi’s three-year/unlimited kilometre warranty.

Servicing is recommended every 15,000km or 12 months which is the same coverage as rivals BMW and Benz but falling behind the duration of the mainstream industry.

A service plan is available – it’s a three-year/45,000km program and costs $1680.

The low score here is down to that short coverage. Come on Audi, make it five years.

BMW offers a three year/unlimited km warranty, which is off the pace with the majority of mainstream brands stepping up to five-year cover, with some at seven. And the pressure is on with Mercedes-Benz announcing its shift to five years/unlimited km.

That said, the BMW's body is warranted against rust (perforation) for 12 years/unlimited km, and roadside assistance is provided free-of-charge for three years/unlimited km.

Maintenance is 'condition based' with sensors and on-board algorithms (mileage, time since last service, fuel consumption, driving style) determining whether an annual vehicle inspection or oil service is required.

The 'BMW Service Inclusive' package, offering a single, one-off advance payment to cover selected service and maintenance costs, is available in two levels - 'Basic' or 'Plus.'