BMW 2 Series vs Toyota GR Yaris

What's the difference?

The sleek 2 Series Gran Coupe has injected some life into the sedan segment and adds another dimension to BMW’s line-up.

After spending a week with the 118i hatch and another week with the 218i Gran Coupe, I would pick the hatch because it suits my needs better and has a more understated design, at least from the A-pillar back.

But there is little to fault in the 218i, aside from the obviously higher price compared with a mainstream sedan like a Mazda3. But, as with the hatch, if you want something a little more premium and a little more special, then this funky sedan is well worth considering.

Put simply, this is a car we love made better, and if track driving is in your future, this is the GR Yaris you want. 

Whether the changes make it harder to live with is yet to be seen, but if it's fun you're after, the Rallye delivers it by the high-octane bucket load.

From the front, the 2 Series Gran Coupe carries the same face as the handsome 1 Series hatchback. But from the A-pillar back, it’s a completely different look. 

BMW’s ‘Gran Coupe’ series of models - 2, 4 and 8 Series - are not just regular sedans. They are sleeker, with a coupe-like sloping roofline and a more squat stance. It’s BMW’s way of making sedans sexy. And it has worked on each of those models.

The 218i’s boot sits up high and the rear treatment with the wide slimline tail-lights and integrated boot lip spoiler make the car visually appealing. I prefer the look of the 1 Series hatch, but appreciate the sleek sedan.

As with the hatch, the 218i’s interior is a modern take on the unmistakable BMW cabin, and for the most part it’s a successful design.

It looks almost exactly like the regular GR Yaris, with a couple of minuscule changes that the eagle-eyed will spot. 

For one, there's two new vent openings in the front grille to aid brake cooling, and there's a numbered plaque in the cabin so you know which Rallye you've got (though Toyota concedes this is more of a vanity project than any indication of the numbers actually being limited).

Most noticeable, though, is the bespoke paint colour - a shimmery pearlescent white called Frosted White, which makes the bright-red brake calipers pop. 

Elsewhere, though, its the same swollen, angry-looking hot hatch we've come to know and love.

The main key difference between the 1 and 2 Series is the boot capacity. But in terms of interior appointments, not much separates the two.

Our 218i test car was optioned with black ‘Dakota’ leather trim, which does not look or feel particularly premium. The blue pattern trim in the 118i hatch was much more visually appealing, helping to break up the dark greys of the cabin. But in the 218i, it just makes everything look rather dark and gloomy.

As with the 118i, the BMW 'iDrive' controller and multimedia touchscreen are top notch, all controls come to hand easily, and the dash is angled to the driver. For more details on the interior, check out my 118i review.

The bigger differences are in the second row. The Gran Coupe has less headroom compared with the hatch, due to the sloping roofline and the optional sunroof.

Both body styles share the same 2670mm wheelbase, which should mean legroom is the same. For some reason the 218i feels ever so slightly tighter in the rear, but we are splitting hairs here.

Rear-seat occupants have access to two USB-C ports, map pockets and, unlike the hatchback, the Gran Coupe has a central fold-down armrest with two cupholders. Tall bottles will fit in the door storage compartment. Sadly the 218i lacks any rear air vents.

The doors also have a smaller aperture, so it’s not as easy to get in and out of compared to the hatch.

The rear seats fold 60/40 via levers in boot. Speaking of which, the boot can swallow 430 litres of cargo, which easily exceeds the 380L capacity of the 118i hatch. It also matches the boot space in the Mercedes-Benz A180 sedan and is just five litres bigger than the Audi A3 35 TFSI sedan.

Next question, please. This is a three-door, manual-only performance hatch, so practicality is not really at the top of its to-do list.

In terms of the basics, you get four (two up front and two in the rear) seats, twin ISOFIX attachment points in the back, and a 141-litre luggage space that swells to 737 litres when the 60:40 rear seats are folded flat. 

While the backseat is fairly sparse, with no fold-down centre armrest or cupholders, you do some connectivity options in the vehicle, with a USB-A port and 12-V power outlet. 

The rear seats are fairly tight. My 175cm frame can fit into either easily enough, but you probably wouldn't want to spend too much time back there. 

Conversely, though, the front of the cabin feels spacious enough, and the seats are appropriately figure-hugging for when you're tearing through corners. 

Speaking of which, the steering wheel, gear shifter and pedals are all nicely positioned so that you feel a part of the vehicle, and while the manual gearbox offers rev-matching on the up and downshifts, true heel-and-toe driving is a very real option, too.

Prepare to have your idea of how much you'd pay for a three-door Toyota city car completely rearranged, because the GR Yaris Rallye is not cheap.

How much, you ask? Initially offered at $56,200 drive-away as part of a launch push, the Rallye has now settled at its regular MSRP of $54,500 plus on-roads. 

That's a sizeable step up from the $49,500 (before on-road costs) of the regular GR Yaris, but it's a price increase justified by the extra performance kit.

And a good thing, too, because it shares much of its other equipment with its GR sibling. 

There's a leather-wrapped steering wheel and manual shifter and aluminium pedals, for example. There's a 4.2-inch screen in the driver's binnacle, and there's a second 7.0-inch touchscreen in the centre of the cabin that gets Apple CarPlay and Android Auto, which pairs with an eight-speaker JBL stereo. You also get dual-zone climate control, and keyless entry.

Most important, though, you get more go-fast stuff, like those lightweight alloys, he two Torsen limited-slip differentials (one on each axle) and the retuned suspension.

Mirroring the 118i, the 218i uses BMW’s three-cylinder turbocharged petrol engine, with power and torque outputs of 103kW and 220Nm, respectively. This compares to 110kW/250Nm for the base Audi A3 and 100kW/200Nm for the Mercedes-Benz A-Class.

The 218i uses a seven-speed dual-clutch automatic transmission driving the front wheels only.

According to BMW, the 218i can complete the 0-100km/h dash in 8.7 seconds - 0.2sec slower than the hatch.

No change to the powertrain here, but that's no bad thing - I bloody love this engine. 

The turbocharged 1.6-litre, three-cylinder engine develops a whopping 200kW and 370Nm (in a vehicle that weighs just 1280kg, no less), which is fed through a six-speed manual gearbox with up-and-down rev matching, and then funnelled to all four wheel via the GR-FOUR all-wheel drive system.

How much power goes where is up to you, with Rallye equipped with Normal, Track and Sport drive modes that split the power between the front and rear axles to 60/40, 30/70 and 50/50 respectively. 

Toyota says all of that is enough to see the Rallye clip 100km/h in 5.2 seconds.

On the official combined fuel cycle, the 218i uses 5.9 litres of fuel per 100 kilometres - the same as the 118i hatch. After a week of mixed driving, I recorded a figure of 9.1L/100km, which is quite a bit more than that official figure.

In terms of CO2 the official emissions figure is 135g/km and the 218i requires 95 RON premium fuel for its 50-litre fuel tank.

Toyota says the GR Yaris Rallye sip a combined 7.6litres/100km, and emit 172 grams/km of C02.

The bad news? The Rallye demands premium fuel to fill its 50-litre tank. 

If you love the look of the 2 Series Gran Coupe but are after an extra dollop of performance, the all-wheel drive 225kW/450Nm M235i xDrive is the pick of the range.

But don’t think the 218i is a lazy performer - it’s far from it.

The 218i’s acceleration is responsive, even quick, and it offers more than enough straight-line performance to satisfy most drivers. 

On take-off there is some turbo lag, which isn’t helped by the fuel-saving idle-stop system, however that can be switched off, which we did every time we got behind the wheel.

Momentum was a little blunted by a steep hill, but other than that, no complaints about the sweet engine.

Steering is weighted on the heavier side but it is sharp.

As is expected of a BMW sedan, the 218i is engineered for engaging handling, and the balanced chassis and well-tuned suspension set-up encourage enthusiastic driving.  

Excellent road-holding and grip ensured it did not come unstuck on uneven roads and overall the 218i feels really solid. Those front-wheel drive naysayers have officially been put in their place!

'Sport' mode livens things up with a noticeable improvement to throttle response.

The ride seems more supple at speed, but can feel on the firmer side in urban driving. But nothing that would strike it from your shopping list.

Short answer? This Rallye takes everything we love about the GR Yaris and makes it better. 

If that sounds like we're waxing lyrical, it's because we are. While our testing was limited to a handful of laps of a race-like circuit, they were enough to feel the most important additions to the Rallye - those twin limited-slip diffs - doing their thing.

Designed to direct the torque to the wheel with the most grip, the system does its best work in cornering, where grunt it sent to the tyre with the most load for extra grip when exiting a bend.

This is a truly exciting hot hatch, full of froth and fizz, and one that you feel intimately connected to when behind wheel. Every moment of acceleration, loss of traction, or wiggle in the rear, is felt in the drivers seat, and it's the kind of vehicle you simply get better at the more time you spend in it.

The brakes are ace, too (356mm front, 297mm rear), and will it's not lightning-fast in a straight line, it's plenty quick through corners. 

How much harsher is the stiffer suspension on a normal road? Is it easy to live with as an everyday driver? Is it too track-focused for suburban life?

Honestly, we don't know. We are yet to drive it on regular Australian roads. But we will, and soon, and we'll update you as soon as that happens.

But in terms of sheer driver fun? The GR Yaris has it in spades.

It certainly hasn't been left behind on the safety front, the Rallye, with six airbags, blind-spot monitoring, a head-up display and a reversing camera.

The tech then steps up, with Toyota's Safety Sense system including AEB, intersection assistance, adaptive cruise control, lane trace assist and road-sign assist.

The 218i comes with BMW’s three-year/unlimited kilometre warranty - a term that is well behind the majority of its competitors that offer five-year/unlimited kilometre cover. 

Rather than an annual service schedule, BMW uses ‘condition-based servicing’, which essentially means that the vehicle’s computer will inform you when the car needs a service.

BMW’s 'Service Inclusive' pre-paid plan covers owners for five years or 80,000km for the 2 Series, and involves a $1700 up-front payment. It averages out to $340 per service, which is actually pretty reasonable for a high-end brand.

The GR Yaris Rallye is covered by Toyota's five-year, unlimited-kilometre warranty, with the engine and driveline covered for seven years.

Servicing is required every six months or 10,000kms, and will set you back $260 each for the first six visits.