BMW 2 Series vs Toyota HiLux

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.

Prior to sitting inside and driving the latest HiLux, expectations were low. The previous one had fallen far from grace and seemed to trade on its reputation and rorty performance more than anything else.

The 2026 updates go far deeper than the so-called 'Cyber-Sumo' nose and restyled interior suggest, with palpable dynamic, comfort and refinement improvements that largely address most of our issues.

Let’s not get carried away, though. The HiLux is still an ageing and slightly cramped package, with high prices, a poor warranty and annoying servicing schedules.

If none of the above matter, though, go for it – especially the quite charming Workmate and value-focused SR. There’s enough fight in HiLux to see it through to when the revolutionary Toyota utes (eventually) come.

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.

Toyota Australia executed the design in Melbourne for the latest HiLux, and that's quite a coup.

It has a completely fresh look compared to the previous one, and that's most noticeable in the slimline LED headlights (that are said to work better), body-coloured honeycomb/mesh grille effect and the chunky bumper restyle. The Rugged X gets its own bullbar and bash plate.

There are some sheetmetal changes, with up-spec models scoring wheel arch flares, but the actual middle body structure remains the same, and that includes the old doors, glass, roof and pillars.

Along with the alloy wheel choices, the tail-lights have been restyled with a more-contemporary look, as has the tailgate sheetmetal. 

A side step is integrated into the bumper on pick-up models a la Ranger.

Thus, proportionally, the 2026 HiLux is a carryover. For the record, pick-up dimensions are 5320mm (length), 1855-1885mm (width, depending on grade), 1848-1865mm height and 3085mm (wheelbase). The cab-chassis is 50mm longer and stands slightly taller at 1880mm.

Toyota did not provide tub dimensions at the time of publishing.

This also means there are no increases in interior space or volume, despite Toyota’s best efforts in redesigning the dash, upgrading the multimedia tech and improving the seats. Even the tunnel has been widened to “provide a sense of strength”.

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.

Are we growing or is the Toyota shrinking?

In a year that has brought big, broad newcomers like the Foton Tunland, Kia Tasman and LDV Terron 9, the HiLux seems skinny and tight inside. Cosy, rather than cramped, sums it up nicely.

However, everything you see, feel, touch and sit on is said to be new.

The dashboard is a modern interpretation of what actually-contemporary Toyotas are.

But, while fitting a large, 12.3-inch central display and wider, higher centre console helps with the refresh, they also highlight the cabin’s compactness. The dash comes off as looking like it’s been Xeroxed-down to 80 per cent.

Still, kudos for some clever design and packaging work, with an attractive two-tiered fascia that is interesting to the eye and easy to use. Without the temptation of resorting to a software-based touchscreen, buttons and switchgear prevail, and they’re designed around a handsome row of piano-key toggles that are also nice to the touch.

And, being a Toyota, the functionality is first class, from the excellent ventilation and plentiful storage (with cupholders at the dash ends and a second glove box – that’s chilled in up-spec grades – to go with the newly-lidded centre console box), to the ample vision.

The HiLux’s front seats that go from fair in Workmate to fine in the others (due to better side bolstering), whilst finding the right driving position is a cinch.

It’s worth noting the dashboard’s pleasing attention to detail, with interesting patterns, textures and textiles, giving the Toyota a classy appearance. Even the monochromatic Workmate, with its woollen-cloth-like seat fabrics, has an air of quality about it.

However, things stumble somewhat when clambering into the tight-ish back seat. No vast, sprawling spaces like you’ll find in a Shark 6, Tasman, Tunland, Terron 9/MG U9 or GWM Cannon Alpha.

Unfortunately, the bench is still not quite as comfortable as it could be in the back, either. The lack of girth is obvious – especially if a trio of burly passengers are squeezed in – but the uprightness of the backrest and flatness of the cushion come as major disappointment. The accommodation back there is purely perfunctory.

On the other hand, the up-spec models from SR5 onwards to at least offer air vents, USB ports and map pockets. There are bottle holders and multiple handles to grab on to, and the whole thing seems well made.

Note that, in 48-volt mild-hybrid models, rear-cabin storage is even more limited, since the electrification gubbins live under the larger portion of the 70/30 split backrest. While the smaller cushion lifts, it only reveals a tiny area for small items to be hidden away in.

Moving to the pick-up’s tub area, the HiLux finally scores a side step like the Ranger, as well as a damped tailgate, which makes it easier to use on a day to day basis.

Dimensionally, it's exactly the same as before, so no real extra capacity or cargo space compared to the previous HiLux, and it's beaten by quite a few other utes on the market.

But the tub is functional, tough and sturdy. This Rogue's sports bar looks fetching, while the sliding cleats and hooks and lighting and power outlets do facilitate this version as both as both a workhorse and a leisure vehicle.

Just in case you missed November’s biggest automotive news, there are fewer HiLux grades in this ninth-gen version than its predecessor.

Down from to 23 to 17 variants, there are no more petrol or small diesel choices, leaving the larger of the previous diesel options as the sole engine offering from here-on in.

Thus, to get into the cheapest HiLux, the venerable Workmate from $33,990 (all prices are before on-road costs), you need to spend over $6000 more than before, while there are jumps of between over $1000 and $5000 depending on the corresponding grade.

Additionally, the wide-track GR Sport is no more (for now), leaving the Rogue and returning, beefier-looking Rugged X (both from $71,990) as the flagship luxury and off-road-biased models, respectively.

On the other hand, Toyota says the 2026 model is significantly better, as the safest, strongest, most civilised and technologically-advanced HiLux ever.

And you still get a choice of Single Cab (two-door/two-seater), Extra Cab (four-door/four-seater) and Double Cab (four-door/five-seater) body styles, in cab-chassis and/or pick-up, and 4x2 rear-wheel drive or 4x4 part-time four-wheel drive drivetrains – though no permanent all-wheel drive (AWD) for fast highway cruising is available as yet.

Maybe that’s where the dual-motor battery electric vehicle (BEV) version due out by mid-2026 will shine.

Here’s another big change. The five-tiered range can be divided into the fleet/business-leaning workhorse Workmate and SR with their (albeit modified) carryover heavy-duty suspension, and lifestyle-orientated 4x4-only SR5, Rogue and Rugged X with new-to-HiLux comfort suspension tune.

Equipment levels are now broadly competitive with most rivals.

All models include LED headlights, a 12.3-inch central touchscreen with reversing camera and wireless Apple CarPlay/Android Auto, digital radio and sat-nav, along with electronic instrumentation, USB-C ports, connected services for emergency callouts and a bunch of Advanced Driver Assist Systems (ADAS) technologies, like automatic braking, rear cross-traffic alert and blind-spot monitoring. More on safety later on.

For goodies like keyless entry/start, better bolstered front seats, a surround-view monitor, voice command, smartphone charger, extra USB-C ports, a 300-watt inverter, better audio, side steps, a locking tailgate, tyre-pressure monitor and alloy wheels, you’ll need the SR, while for four-wheel disc brakes, a series-first electric park brake, heated seats, dual-zone climate control, 18-inch alloys and standard towbar, it’s SR5 and up.

For powered seats, leather trim and premium audio, you’ll need the SR5 Premium Pack, while the latter are included in the Rugged X and Rogue that also boast a towing trailer wiring harness, bedliner and sports bar. Rogue also brings an electric roller cover, tub illumination, deck rails with sliding cleats and central-locking for the tailgate.

Braked towing capacity is 2900kg on 4x2s and 3500kg on 4x4s.

Over 25 accessories are available, along with best-in-Australia dealer-network access – though, conversely, warranty and service intervals are amongst the worst in the segment.

Premium pricing plus inferior aftersales coverage – that’s the Toyota tax talking, and nobody knows that better than HiLux buyers.

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.

As with previous HiLuxes with this powertrain, the ninth-generation is one of the most powerful four-cylinder diesels out there.

The (1GD-FTV) 2.8-litre common-rail twin-cam unit pumps out 150kW of power, and either 420Nm of torque in the six-speed manual version or 500Nm in the six-speed auto. The SR5’s manual has rev-matching tech.

These outputs give the HiLux a commanding lead over the MY26.5 Ranger four-pot turbo-diesel equivalent’s 125kW and 405Nm, but remains shy of the big Ford 3.0-litre V6 diesel that’s now more-widely available down the range.

Most 4x4 auto grades from SR and above score Toyota’s 48-volt mild-hybrid assistance, courtesy of an 8.5kW/65Nm electric motor generator and small lithium-ion battery combo, for smoother and faster stop/start performance, while also helping to cut fuel consumption.

To that end, there’s also a switch to an electric power steering system with speed-variable assistance, that’s said to provide lighter and smoother manoeuvrability, while adopting broader ADAS capabilities, notably with lane-departure vibration to alert the driver.

Tuned in Australia, the HiLux’s two suspension set-ups differ in damper and spring applications, and work in conjunction with new engine and body mounts to cut noise and vibration pathways. The carryover body-on-frame chassis also gains extra spot welds to make the structure more rigid and additional sound-deadening.

As with most utes, a double wishbone suspension arrangement sits up front and the rear features leaf springs. The part-time on-demand 4x4 system with dual-range transfer case brings '2WD High', '4WD High' and '4WD Low' ranges, along with a locking differential and multi-terrain modes on all but Workmate 4x4.

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.

Compared to the previous HiLux 2.8-litre turbo-diesel applications, fuel economy actually improves, dropping between 0.1 and 0.2L/100km, with most models averaging between 7.1 and 7.6L/100km, depending on grade.

This translates to between 187 grams per kilometre and 201g/km of carbon dioxide emissions.

Now, out in the real world, our trip meters showed 8.3 to 8.7L/100km in the dual cab pick-up 4x4 autos as sampled over a couple of days.

Fitted with an 80-litre tank, expect at least 1050km of range between refills.

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.

Whatever you make of the styling changes inside and out, the biggest single advance in the HiLux is how it drives.

Toyota has achieved a minor miracle, given that it was working with the previous chassis.

The heavy-duty suspension in the workhorse models is now tolerably comfortable, with quite good bump absorption, and without the harsh jolting and endless pitching from before, even when unladen.

Meanwhile, the so-called comfort suspension from SR5 and up results in the most comfortable and dynamically sophisticated HiLux in living memory. It rides better, is more comfortable, calmer and quieter. Unwelcome noises, vibrations and harshness are no longer such a big issue, with the HiLux finally seeming better-suited to Australian roads if the NSW rural launch routes are anything to go by.

Speaking of progress, the Toyota has never been short on grunt in 2.8-litre turbo-diesel guise, and this is no exception. HiLux remains the powerful, zippy and agile machine it's always been, offering robust performance and sufficient muscle for effortless overtaking on the fly.

And a special shout out to the slick and sweet manual gearbox. Thank you, Toyota. The old six-speed auto’s fine, but this is where the fun lives in HiLux.

Another change for the better is the switch to an electric power steering set-up, which makes for light and easy manoeuvrability at slower speeds, coupled with uncharacteristically smooth handling at higher ones, aided by the chassis’ newfound comfort and control.

In fact, at one point, the HiLux’s smallness made it seem fast and agile compared to its larger competitive set.

Finally, Toyota has tuned the ADAS crash-avoidance tech not to behave in intrusive and/or annoying ways. No jarring unsolicited steering corrections, hysterical buzzes or infuriating chimes. Peace for your ears to match the pampering of your posterior.

What we’re saying is that this is finally a HiLux that can be recommended for people who demand comfort and enjoy driving. The previous one was drudgery, lacking refinement on anything but the smoothest of roads. This one’s not perfect, but it is now liveable.

Toyota has done just enough for this to now be in the upper-tier competitive set.

We cannot wait to drive it on familiar roads.

Toyota says it anticipates a maximum five-star ANCAP crash-test rating, though when that will be released is not known at the time of publishing.

Along with eight airbags including a front-centre item, the HiLux comes with a decent wedge of ADAS tech, including autonomous emergency braking (AEB) with pedestrian, motorcyclist, cyclist and oncoming vehicle detection, rear cross traffic alert, blind-spot monitor, lane-departure alert/keep with emergency steering assist, adaptive cruise control with full stop/go on autos, speed-sign recognition, auto high beams, and – on pick-ups only – rear parking support brake and front/rear parking sensors.

Additionally, there’s an emergency driving stop system that gently slows the ute to a full stop with hazards flashing if the driver becomes unresponsive. This is only available on SR5 auto and up.

No AEB performance parameter data has been released as yet.

Lastly, there are two outboard rear-seat ISOFIX child restraint points and two top tethers in the double-cab models.

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.

Here’s where the HiLux stumbles somewhat.

Toyota still persists with a five-year, unlimited kilometre warranty, which is way behind the best in class – meaning Nissan and Mitsubishi's 10-year (conditional) unlimited km warranty.

Plus, service intervals are at every six months or 10,000km, against annual visits from most other brands. Which can be an annoyance for many owners – but at least there are more Toyota dealers in Australia than any other brand, with around 300 outlets nationwide.

Capped-price servicing at $395 per service is available.

Toyota reckons minor inconveniences like regular dealer visits ensures industry-leading reliability, durability and resale values – which has been the HiLux’s calling card for decades now.