BMW 2 Series vs Hyundai I30

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 Hyundai i30 N Line doesn’t look like or perform like a base model.

You really do get bang for your buck here with its features. It’s a good-looking hatch that’s fun to drive in the city or open road and while the multimedia system is basic and occupants will be squished in the rear row, everything else is a big plus.

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 design memo seems to be to make the i30 N Line look sportier and more purposeful.

They've nailed the design. The i30 is a good-looking hatch that looks like it has European styling.

The reshaped grille features new air intake vents, and stylish V-shaped daytime running lights. The rest of the body looks sharply dressed with new side skirts, reshaped bumper, black side mirrors, dual exhausts and 18-inch alloy wheels.

The cabin has been refreshed with a black headliner, upgraded leather and suede upholstery with contrasting red stitching and an N Line steering wheel and leather gear shifter.

The dashboard features new materials and additional soft touchpoints that make the interior feel like it's not a base model at all.

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 of the i30 benefits the most when it comes to leg- and headroom. Taller passengers will be most comfortable up front as the rear row doesn't offer all that much legroom. It's squishy behind my driving position and I'm only 168cm tall!

Access however is decent for both rows because of the wide door apertures, but it's a low car to get in and out of because of the 140mm ground clearance. Expect a couple of grunts after a gym session.

The seats in both rows are fairly well-padded and offer the most comfort on shorter journeys. Even with the new powered lumbar support on the drivers seat, fatigue can set in quickly on a longer trip.

Individual storage is excellent throughout the car with a large glovebox that can hold a thick manual, middle console, phone tray, four cupholders, a drink bottle holder in each door, two net map pockets and even a sunglasses holder!

Other than the Kia Cerato, the i30 has one of the largest boots compared to its rivals, at 395L, and it’s enough for road trips and a decent grocery haul. The taller boot lip means you can stack items too but you don’t get a spare wheel in this model, just a tyre mobility kit. The base model also doesn’t get a powered tailgate, but the lid is not heavy at all to operate.

The new digital instrument cluster looks great but the multimedia system is basic and there’s no satellite navigation, so you're reliant on the phone mirroring apps but these maintain a strong connection. The radio is a hit or miss but that’s typical for the grade level.

Charging options are great for a base model with a single USB-A port, three USB-C ports and 12-volt sockets, and a wireless charging pad to choose from.

There are two models for the 'regular' i30 and we’re testing the base model, the N Line. Its new price point of $36,000, plus on-road costs, means it's $8940 more expensive than the most affordable rival, the Kia Cerato hatch.

The Mazda 3 Pure hatch is the next at $30,470 and then comes the Toyota Corolla Ascent Sport at $32,110.

However, the base models differ greatly in terms of standard features and the updated i30 N Line delivers upgraded leather and suede upholstery as opposed to the standard cloth. There are now two-USB-C ports in the rear, and a 10.25-inch digital instrument cluster that comes standard.

The driver also gets extendable under-thigh and powered lumbar supports to increase comfort.

Key features include wired/wireless Apple CarPlay and Android Auto, keyless entry and start, rain-sensing wipers and dusk-sensing LED headlights. Anyone familiar with base models might know that a lot of those items are not standard features and it’s nice that you don’t have to go up a grade level or two to get them in the new i30 N Line, although you are paying more in the first place.

Other standard features include an 8.0-inch touchscreen multimedia system, dual-zone climate control, a USB-A port, three USB-C ports, three 12-volt sockets, a wireless charging pad, digital radio and a six-speaker sound system.

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 updated i30 N Line has a new mild-hybrid powertrain that features a 1.5-litre 7 four-cylinder turbo-petrol engine and combines to produce 117kW and 253Nm of torque. This new combo means it has higher outputs than its nearest rivals and you get three drive modes, including Sport which makes those outputs feel even more prevalent.

Like its rivals, the i30 N Line is a front-wheel-drive, but it has a seven-speed dual-clutch transmission which can sometimes feel like it's confused in stop/start traffic.

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 new engine coasts in neutral when you’re not accelerating to improve efficiency and it works for that purpose as my real-world usage of 6.3L/100km isn't too far off the official combined fuel cycle figure of 5.6L.

Based on the official combined fuel cycle and 50L fuel tank, you should see a theoretical driving range of up to 893km, which is downright respectable.

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 new powertrain is impressively punchy and you almost feel like you’re driving a hot hatch when you hit the open road because it’s effortless to keep up and overtake when necessary. 

The steering is firmer than what you’d expect and that makes the car feel heavier than what it is. Cornering is great – barely any roll – but the suspension is not finely tuned, especially for regional roads. But the overall feel is sporty, so it’s forgivable. 

At lower speeds, the cabin is delightfully quiet and although the exhausts are thrumming with noise, you don’t really hear it! It’s only once you get on the open road that the road noise creeps up but you can hold a convo without raising your voice, so that’s still good.

The i30 is pretty low to the ground and that makes it easy to scrape the bottom of it, especially when you have a full car load, so take ramps and bumps at a slight angle.

Hatches are always the best for parking because you can park ‘em anywhere! The i30 N Line has front and rear parking sensors and a decent reversing camera, so it’s extra easy.

The i30 has a maximum five-star ANCAP safety rating from testing done in 2017 and features seven airbags but, like its rivals, it doesn’t have a front centre airbag yet. 

Safety features includes items which are often at cost extras for a base model, like blind-spot monitoring and rear cross-traffic alert.

Other standard items include driver attention warning, safe exit warning, rear occupant alert, tyre pressure monitoring, DRLs, lane departure alert, lane-keeping aid, traffic sign recognition, intelligent seatbelt warning, adaptive cruise control, a reversing camera system as well as front and rear sensors.

The lane keeping aid and traffic sign recognition tech are a bit intrusive for daily driving but easy enough to adjust if need be.

The i30 model has two ISOFIX child seat mounts and three top tethers but two seats will fit best.

AEB with forward collision warning is standard but ANCAP does not stipulate it's operational km/h range.

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.

Hyundai offers the i30 with a five-year/unlimited km warranty, which is a normal term for the class and you can pre-purchase three-, four- or five-years worth for servicing and the five-year option cost $1795, which is competitive. 

Servicing intervals are okay at every 12 months or 10,000km, whichever occurs first.