BMW 2 Series vs Audi S3

What's the difference?

It may be expensive for a small coupe. And EVs have reframed performance standards to the detriment of most internal combustion engine sports cars like this – at least for acceleration times. But the M240i xDrive Coupe is far more than just about numbers, imbuing the soul and spirit of what makes this brand’s vehicles so enjoyable and memorable to drive.

A unique and most-welcome survivor today, the MY25 makeover takes all that, and improves the interior, to be at the heart of what BMW has traditionally done best (styling aside). We found parting with it at the end of our term very difficult.

The updated Audi S3 Sportback is a fun-sized dynamo with impressive outputs and athletic road manners. It’s missing a few premium features, but its compact size paired with a gutsy engine makes it a compelling option for drivers who don’t want to compromise on performance (just space).

BMW has iconic form when it comes to coupe, err, form.

Consider the timeless E9 Coupe of 1968, its elegant E24 6 Series successor of 1976 and the chiselled E31 8 Series of 1990.

Even the sinewy E82 1 Series Coupe of 2007 still resonates.

But, despite boasting long-nose/short-tail proportions, today’s G42 looks awkward from some angles, like a Lego version of the preceding F22 of 2014, complete with cartoonishly aggressive detailing that don’t sit happily on the car.

Not Munich’s finest moment. Still, as one of the last surviving small coupes, we’re still very glad it exists. And, in a rare case of more being more, this M240i’s body kit disguises some of the heavy-handedness.

So, what’s new here? Barely earning the facelift tag outside, the MY25 2 Series Coupe gains extra colours, restyled alloys and revised exterior trim, with more body paint in the lower parts and rear apron, as well as high-gloss black for the M240i’s mirror caps.

Inside, the modifications are more profound, updating to BMW’s 'Operating System 8.5', offering improved functionality and all housed within a fetching, single-piece rectangular display screen that also takes in the instrumentation.

Along with a flat-bottomed steering wheel, redesigned air vent knobs, fewer buttons, revised trim and different ambient lighting, they refresh what was a dated-looking cabin.

The S3 Sportback may be a small car, but its S design features, like the stylised blackout grille, matrix LED headlights, and 19-inch alloys with red brake calipers, give it a distinctly athletic and fun-loving vibe. It’s compact, but definitely not diminutive and carries serious road presence. It’s hot hatch meets fun-size.

Inside, the S3 looks fabulous. Integrated ambient lighting, a sharp dashboard treatment and a driver-focused cockpit all lend it a premium feel.

The front seats look properly sporty with their integrated headrests, and the quilted Nappa leather upholstery feels great, especially with the eye-catching red contrast stitching.

As for technology, it’s as high-end as you’d expect with a 10.1-inch touchscreen multimedia display and 12.3-inch digital instrument cluster taking centre stage.

The only drawback? No sunroof. Combined with the black headliner and compact cabin, it can feel a little gloomy at times. Still, it’s a cabin you’ll enjoy spending time in.

You could be forgiven for thinking you’ve stepped into a mid-sized rather than small coupe, with today’s G42 being larger in every area except wheelbase than an E46 3 Series Coupe of about 25 years ago.

Length, width, height and wheelbase dimensions are 4548mm, 1838mm, 1404mm and 2741mm, respectively, which make for a surprisingly easy-to-access and spacious cabin – at least for adults up front.

In fact, if nobody is sat behind, even a 200cm-plus individual can stretch out. German cars are great at accommodating the 99-percentile people. And head room’s not bad either, even with the standard sunroof.

BMW’s are about driving, so no shocks to learn that the M240i’s driving position is first class. Sat low and snug, this is a suitably sporty yet incredibly comfortable and high-quality environment, aided by nicely bolstered M Sport seats, a lovely steering wheel and a beautifully presented dashboard. Everything fits like a glove.

If the notion of reducing the number of buttons in the newly-extended electronic interface raises red flags (how many times have we moaned about this in most software-based Chinese vehicles?), rest assured: the M240i’s ergonomics are spot-on.

There are still plenty of switches alongside the iDrive controller and gearshifter for all major vehicle functions, Porsche-style, as well as big old physical buttons for the (soaring) audio, to back up the screen shortcuts for more-detailed functions. It only takes a few moments to learn how easy and intuitive the whole set-up is. BMW leads the way here.

Crisp, clear and colourful digital graphics almost make up for the fact that the gorgeous old analogue dials of old are extinct. Instead, the company serves up unremarkable angular instrument displays and electronic readouts. Very comprehensive and informative, they do the job, but are utterly bereft of character or style. It’s as if Munich’s designers have forgotten how to make things look pretty nowadays. Hang on, do we see a pattern emerging here?

More solid Teutonic sensibility – this time far-more artfully served up – can be found in the excellent ventilation system, ample console-sited storage and pleasingly deep door pockets, highlighting how easy the M240i is to live with.

Crash regulations demand central posts, so no pillarless sides unfortunately in this modern coupe, but frameless door glass is nice (and assists in entry/egress when retracted), enhancing that sporty sensation.

The flipside is poor side and rear vision for the driver, but – frankly – it is otherwise difficult to fault the M240i’s interior layout and presentation.

Even the back-seat area tries hard.

The seats whirr forward and back (slowly) to increase/decrease the narrow aperture as required (using a shoulder-height lever within easy reach), though you’ll need to be pretty flexible accessing the two-person buckets that await. Once ensconced there, there’s sufficient space, padding and support for most folk of up to about 180cm to travel in reasonable comfort, as long as the front-seat occupants aren’t in maximum chaise longue mode and journeys aren’t too long. The quite-upright backrest angle can’t be adjusted.

Just ensure the climate control is on. Things can become pretty stuffy, quickly. And be thankful for the air vents, extended glass area, middle armrest with cupholders and reading lights.

Further back, there is a large-ish, 390-litre boot with a low, wide and flat floor, that can be extended by tugging on a handle to drop the 40/20/40 split/fold backrests as required.

The usual tie-down hooks, lighting and power outlets are present, but you’ll search in vain for a space-saver wheel. Just the dreaded 'tyre mobility kit' that – once deployed – will likely ruin your tyre and cost hundreds to replace. No thanks.

A gashed tyre. No phone coverage. What a way to ruin a great drive day out on your favourite rural roads and in such an immensely enjoyable car. Australia demands a spare tyre.

Like most hatches, the front row enjoys the most space. While it’s cosy, it never feels cramped. The seats are firm yet comfortable, thanks to their adjustability and expandable under-thigh supports. Access is fairly easy with wide door apertures, though the low seating position might earn a few grunts, especially from taller folks.

Storage up front is well sorted, with a glove box, a small centre console, a dedicated phone cradle and a couple of cup and bottle holders. It’s about what you'd expect for a car this size, but it's enough to keep things tidy.

There are plenty of charging options, with two USB-C ports in each row and a wireless charging pad up front.

The multimedia system is intuitive and easy to use. The touchscreen is responsive, and wireless Apple CarPlay connected without fuss and stayed connected all week. Wireless Android Auto is available, too.

Built-in sat nav is clear, and I love the way directions pull through to the digital instrument panel. The Sonos sound system? Pretty darn good. My son and I had more than one mini-concert on the school run.

As for the rear row, it definitely reminds you this is a small car. At 168cm, I found it on the cramped side of cosy and my husband just laughed when I asked him to try it! The wheel arch also cuts into the door aperture, making access a little awkward. Best to think of it as occasional adult seating. But given the size, that’s no surprise.

Amenities in the back are decent with a couple of map pockets, cup and bottle holders, as well as a fold-down armrest, those USB ports and rear temperature control (but curiously, no fan control). The seats are comfortable enough, but space is limited. Realistically, it’s best suited for two passengers, not three.

Boot space is quite practical. The wide opening and manageable load lip height make it easy to slide items in and out. It offers 325L of space, less than its key rivals, but expands to 1145L with the rear seats folded flat. The handy 40/20/40 split also adds versatility. Under the boot floor, you’ll find a tyre repair kit.

The A3 Sportback comes in three trim levels, with the S3 technically sitting in the middle, just below the performance-focused RS 3. It's priced from $78,800, before on-road costs, and it shares the same platform and underpinnings as the Volkswagen Golf R. Surprisingly, our test vehicle isn’t significantly more expensive than its Golf R rival which comes in at $70,990 MSRP.

That makes it a more affordable option when compared to premium rivals like the BMW M135 xDrive which starts at $83,600 MSRP and the Mercedes-AMG A35 which comes in at $89,700 MSRP.

The update sees engine outputs improve with it gaining 17kW and 20Nm of torque, resulting in a total of 245kW and 420Nm.

Feature highlights include 19-inch alloy wheels, red brake calipers, electrically-adjustable and heated front seats (with expandable under-thigh support), rear privacy glass, quilted Nappa leather upholstery and 'S Sport' suspension with damper control which lowers the ride height lowered by 15mm.

The updated technology is well-rounded and now comes with wireless Apple CarPlay and Android Auto. There's also three-zone climate control, a 10.1-inch touchscreen multimedia display, a 12.3-inch digital instrument cluster, digital radio, four USB-C ports, a wireless charging pad, built-in satellite navigation and a 15-speaker Sonos 3D sound system.

Still, despite its premium hot hatch status, this grade skips a few luxury touches. Ventilated front seats, a heated steering wheel, heated rear outboard seats and a sunroof are all missing. The BMW M135 xDrive, notably, includes all of these as standard.

Even the powered tailgate with kick-functionality is an optional extra here, adding $660 to the price. At this level that should be standard.

As before, the M240i employs a 3.0-litre direct-injection turbo-charged in-line six-cylinder petrol engine, making a heady 285kW of power at 6500rpm and 500Nm of torque between 1900rpm and 5000rpm.

A ZF-supplied eight-speed torque-converter automatic transmission is fitted (and, sadly, no manual is available), driving all four wheels via an AWD system with an M Sport-tuned differential.

The S3 Sportback wears the quattro badge proudly, meaning it’s all-wheel drive and it pairs a tweaked seven-speed automatic transmission with a 2.0-litre turbocharged, four-cylinder petrol engine.

This update brings a bump in performance over the previous model, including the addition of a rear torque splitter. Power is now up to a gutsy 245kW and 420Nm of torque, launching the S3 from 0 - 100km/h in just 4.7 seconds. That’s proper hot hatch territory.

Rated as a Euro 6d-compliant vehicle, the M240i’s average combined fuel consumption figure is 8.0 litres per 100km, for a carbon dioxide emissions average of 185 grams/km.

With a 52-litre tank brimmed with premium unleaded petrol (98 RON minimum is recommended), that should result in about 650km between refills on average.

Over a mix of urban and highway driving, we managed 8.9L/100km, which is better than the pre-facelift version’s 9.6L/100km. That’s impressive stuff for a performance-orientated sports coupe.

The S3 Sportback has an official combined fuel consumption figure of 7.9L/100km and a 55-litre fuel tank, giving it a theoretical driving range of up to 696km.

Its key rivals hover around similar numbers, so it's right on the mark for the segment. After a mix of long-distance drives and my usual urban errands, my real-world figure came in at 8.0L/100km - very close to the claim, which I’m pretty happy with.

The M240i xDrive’s specification reads like it’s straight out of BMW fan fiction.

Nestled within a shrunken 3 Series-derived 'CLAR' platform brandishing near-50:50 weight distribution, stuffed between beefed-up struts up front, is a strident in-line six, driving the rear or all four wheels via an M Sport differential and held up by a multi-link rear axle.

The promise here is an athletic driving machine on one hand and a cosseting grand tourer on the other, but whether the M240i can walk that fickle red line as effortlessly four years on… well, that’s what we’re here to find out. As we said earlier, sub-3.5s Teslas and the like have really messed with the bang-for-your-buck playbook since 2021.

Luckily, the reality only reiterates the 2 Series Coupe’s place in the sun. Rather than the anodyne (or artificial) whine of an electric motor, here instead is one of the greatest modern engines in the world, mated to arguably the best auto transmission ever in existence.

That’s a terrific start. And, once the button is pressed, the M240i’s performance bandwidth is deeply moving and immensely satisfying.

With a kerb weight of 1690kg, the M240i’s power to weight ratio is an impressive 168.6kW/tonne, helping it to scoot from standstill to 100km/h in 4.3 seconds, on the way to an electronically-limited top speed of 250km/h. Note that the M2 flagship is just 0.3s quicker to 100.

Pottering about town in its most benign ('Eco Pro') setting, the B58-hearted Bimmer slinks about gingerly, purring like a content tabby while skimming along over all sorts of urban roads like a luxury car costing a lot more should, taking everything in its stride. Given this is what driving is like for most people most of the time, the BMW nails it.

More throttle unleashes a surging snarl as the BMW’s speed steps up, with varying degrees of urgency according to the driver’s will and desire. Racing up through the gears, the German straight six feels like it has barely stirred; like things are just warming up.

In conjunction with Sport mode, here is where the M240i really starts to take off, leaping into action, engine roaring as speeds soar as if every road is a stretch of derestricted autobahn. The pace of this coupe is quite remarkable. Planted yet precise, the steering firms up as the chassis hunkers down, and you’re left in awe of how calm and composed the car constantly feels. Even in pouring rain.

As the roads start to snake and twist, the BMW glides through the chosen line with startling grip and confidence, without ever feeling nervous or twitchy in standard traction settings, regardless of surface or weather conditions. That’s the AWD doing its thing.

The M240i is all about nuance and control, whether you’re talking steering, handling, roadholding, braking or electronic intervention. It is refreshing to feel so connected to the driving experience so intimately.

As we said back in 2022, plonking for Sport Plus mode, with the stability and traction nannies neutered, is an easy street to big old oversteer spills and thrills, if so desired.

And then, you’re back in Eco Pro, crawling along in cocooned comfort and relying on the ADAS tech to waft you along, before being back in 'Individual' mode as the road ahead clears, with powertrain in 'Sport' but the suspension in 'Comfort'; just right for times when you just want to streak ahead of slower traffic without pummelling your spine. It’s all there for you. The M240i can do it all.

Inevitably, in Sport mode the ride’s firmness can be fatiguing on bad urban roads. Likewise, the tyre noise over coarse bitumen is tiring over longer drives. And it is all too easy to exceed the speed limit.

Earlier, we said we prefer this over the extroverted, track-focused M2, despite the latter’s astounding speed, thunderous soundtrack and tremendous dynamic capabilities, and that’s because of the M240i’s ability to deliver pleasure with everyday user-friendliness. Plus, the performance flagship is only 0.3s quicker to 100.

Maybe the latest base manual M2 might change our minds.

As it stands, on the move, the M240i is BMW in full flight, staying true to brand values but without frying your nerves or depleting your bank account too much. We love it and you should too.

The S3 Sportback sounds as mean as it looks, and it delivers on that promise with effortless grunt. Acceleration is immediate, with plenty of power on tap when you need it. It’s just fun all around.

The lowered sports suspension and wide tyres do bring some extra noise into the cabin, even at lower speeds. You might find yourself repeating things to rear passengers now and then, but it never feels overwhelming.

Steering and suspension are on the firmer side, so yes, you’ll feel the bumps but the payoff is sharp, responsive handling. Quick lane changes and winding coastal roads are where this car shines.

Visibility is about what you’d expect from a low-slung hot hatch. The pillars don’t obstruct the view, but sitting beside a towering SUV at the lights can make you feel a bit... compact.

Cornering is a strong suit, thanks to the car’s wide stance and AWD system. It feels confidently planted in most conditions. That said, I noticed the occasional wobble through the rear frame on rough sections in heavy rain.

Its compact size makes parking a breeze, especially with the help of multiple sensors. The reversing camera is crisp, but at this price point, the lack of a 360-degree camera view feels like a missed opportunity.

The S3 isn’t covered by its 2WD sibling's maximum five-star ANCAP safety rating but it is well-equipped with safety features all the same.

Safety equipment includes blind-spot monitoring, side exit assist, rear cross-traffic alert, lane departure alert, lane keeping aid, park assist, reversing camera, front/rear parking sensors, forward collision warning, autonomous emergency braking and adaptive cruise control with stop and go function. 

It also has six airbags but misses out on a front centre airbag. None of the driver assist systems are intrusive to daily driving, which I always like.

The rear row has ISOFIX child seat mounts and three top-tether anchor points but only two child seats will fit.

BMW offers a five-year/unlimited kilometre warranty, matching all of its German rivals, as well as three years of roadside assistance.

As always, servicing frequency is condition-based, depending on how they’re driven, amongst other factors, with an indicator on the instrument panel to alert the driver/owner. That said, our advice is to always visit your BMW dealer annually or at every 10,000km, just to be certain.

Capped-price servicing is not offered.

However, the ‘BMW Service Inclusive Basic package’ is available at extra cost, covering scheduled servicing for five years/80,000km, as long as the scheme is subscribed to before the end of the first 12 months of first registration. A 2 Series should cost from $2380.

Audi backs the S3 Sportback with a five-year/unlimited kilometre warranty, which is on par with its European rivals. A five-year pre-paid servicing plan is available for $2890 which is cheaper than pay-as-you-go and reasonable for the class.

For those looking to go the extra mile, the 'Audi Advantage' package lets you extend the warranty and capped-price servicing by an additional two years, which represents solid value overall.

Servicing intervals are every 12 months or 15,000km, whichever comes first.