BMW 2 Series vs Toyota Tundra

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 Tundra Platinum is a good-looking and well-engineered RHD full-size US pickup which stands apart from local competitors with its unique hybrid drivetrain and unmatched power/torque outputs. However, it also comes with a conspicuously high purchase price, which given the quality of local Ram, Chevrolet and Ford competition could be a deal-breaker for some.

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.

This is a substantial vehicle with bold, bluff-fronted styling characterised by an enormous grille that has an imposing presence wherever it roams.

Toyota's TNGA-F ladder-frame chassis platform is shared with the LandCruiser 300 Series and Prado models, but the big American has a much longer 3700mm wheelbase, spans almost six metres in length (5955mm) and is more than two metres wide (2040mm). However, it’s less than two metres tall (1985mm), so it can access underground and multi-storey carparks. 

It rides on double-wishbone coil-spring front suspension and a multi-link coil-spring live rear axle, with electric power-assisted rack and pinion steering and big four-wheel disc brakes.

Off-road credentials include 216mm of ground clearance, 23 degrees approach and 21 degrees departure angles – which are ample for accessing rugged worksites – while the turning circle is an expansive 15 metres.

The interior, with its panoramic sunroof, has a spacious and airy ambience, enhanced by contrasting blue stitching on its leather-appointed upholstery.

Although the cabin has a high standard of fit and finish, as you’d expect from Toyota and WAG, it doesn't look and feel quite as lavish as the sumptuous interiors found in its top-shelf US rivals. The centre console lid in particular feels too light and plasticky for a vehicle in this price range.

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.

With its 2834kg kerb weight and 3536kg GVM, the Platinum has a 702kg payload limit which is modest compared to smaller 4x4 utes with genuine one-tonne-plus capabilities.

However, it’s rated to tow up to 4500kg of braked trailer on a 70mm ball and with its substantial 7980kg GCM (or how much weight it can legally carry and tow at the same time) that would require only a small drop in payload from 702kg to 646kg to avoid exceeding the GCM. So, that’s a practical set of numbers if you ever need to tow the maximum 4.5 tonnes.

The load tub is 1660mm long, 1491mm wide and 531mm deep, with 1237mm between its rear wheel-housings allowing either a standard Aussie or Euro pallet. It’s accessed through a power tailgate, which can be operated from the driver’s seat if required.

The tub’s internal surfaces are protected by a composite drop-in liner, with handy slots moulded into each side for vertically inserting planks of wood to serve as lateral load-dividers if required.

The Platinum's tub also has unique hooded LED lighting in each sidewall, plus there’s fixed load-anchorage points front and rear at mid-height (would be better if just above floor height) and rails with adjustable sliding anchorages along the top of the front and side walls for securing taller loads.

Cabin storage includes two 600mL bottle-holders and storage bins in each front door plus a decent-sized single glovebox, a 12V dash socket and an overhead glasses-holder.

The centre console offers open storage up front including a wireless phone-charging pad, plus a pair of small-bottle/cupholders in the centre and a large lidded box at the back containing USB ports.

The large rear doors, with pull-up privacy screens on their windows, provide wide entry to the rear bench seat. There’s enough shoulder room for three adults and even tall passengers enjoy ample legroom, although those seats in the centre must contend with a transmission hump, which is absent in its flat-floored rivals.

There’s two 600mL bottle-holders and a bin in each rear door, plus large pockets on each front seat backrest and two more bottle/cupholders at the rear of the centre console, which also has controls for rear seat heating/cooling, plus USB ports and adjustable air-vents.

If travelling with two, the centre seat backrest folds down to provide a comfortable armrest and two more bottle/cupholders (that's 14 in total), so drink storage is well catered for in this cabin.

The rear seat’s 60/40-split base cushions can also swing up and be stored vertically for more internal luggage space, but there’s no storage compartments underneath as this space is occupied by the hybrid drivetrain’s battery, with large vents on either side providing it with ample ventilation.

Our only criticism of the rear seating is limited headroom for tall people, caused by a deep contour in the roof-lining to accommodate the Platinum’s sunroof.

This contour sits very close to foreheads and limits head space. So, if you have tall passengers, they might get cranky on long drives, particularly those seated in the slightly higher centre position with (like me) the top of their head pressed firmly into the roof lining.

Our recently launched Platinum test vehicle is, like its Limited sibling, available only with Toyota’s ‘i-FORCE MAX’ hybrid powertrain, which combines a 3.5-litre twin-turbo V6 petrol engine, electric motor-generator, traction battery and 10-speed automatic transmission, for a list price of $172,990 plus on-road costs.

That pricing is $17,000 more than the Limited and considerably higher than Australian premium-grade RHD rivals including the Ford F-150 Lariat LWB ($140,945), Chevrolet Silverado 1500 ZR2 ($141,500) and Ram 1500 Limited ($159,950). Note the F-150 has temporarily been withdrawn from sale in Australia due to an ADR compliance issue.

The Tundra Platinum shares numerous standard features with the Limited, including 20-inch alloy wheels (although the Platinum’s wheel design is unique) with 265/60R20 tyres and a 245/75R18 ‘space saver’ spare (to optimise its underfloor-mounted ground clearance), LED lighting, heated door mirrors, an automatic ‘active’ front spoiler, side steps, a power tailgate, a tub liner, a 3500kg towing kit and front/rear parking sensors to name a few.

The cabin has smart entry/start, dual-zone climate, front seat heating/cooling, a leather-accented steering wheel and shifter, a 12.3-inch driver’s digital instrument cluster, a 12-speaker JBL audio system with a 14-inch multimedia touchscreen and multiple connectivity including Apple/Android devices, wireless phone charging, power sliding rear glass, five USB ports and more.

The Platinum adds not only its unique black-painted alloy wheels but also a bold mesh grille design with dark chrome surround, black body detailing, tailgate spoiler and rain-sensing wipers.

The cabin gets a full-length panoramic sunroof and leather-accented trim, with the front seats equipped with 10-way power adjustment including a massage function. There’s also heating/cooling for the outer rear seats, heated steering wheel with power tilt-reach adjustment and 10.9-inch colour head-up display.

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 Tundra’s powertrain consists of a 3.5-litre twin-turbocharged V6 petrol engine that produces 290kW of power at 5200rpm and 649Nm of torque between 2400-3600rpm.

This is paired with an electric motor mounted directly behind, which produces 36kW/250Nm and draws its electrons from a 6.5Ahr Ni-MH (nickel metal hydride) battery located beneath the rear seat.

Their combined output is 326kW and 790Nm, which is more power and torque than any of its local rivals and therefore appealing for those who need to haul and/or tow heavy loads.

Its refined 10-speed torque converter automatic offers the choice of sequential manual-shifting, a dedicated Tow/Haul setting and three drive modes comprising Normal (default), Sport and Eco.

The 4WD system is part-time, dual-range with 2H (2WD High Range), 4H (4WD High Range) and 4L (4WD Low Range). There’s also an automatic limited-slip rear differential, but unlike its competitors no full-time AWD mode is available.

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.

With the Tundra’s GVM rating exceeding 3.5 tonnes, Toyota is not required under current ADRs to publish fuel consumption figures. Even so, we covered a total distance of 298km, which comprised a mix of suburban, city and highway driving of which about one third was hauling a near-maximum payload.

When we stopped to refuel, the dash display was claiming average combined consumption of 14.1L/100km, but our own figure calculated from fuel bowser and tripmeter readings was 15.8, which is in the same ballpark as mid-teen figures we’ve achieved in its six and eight-cylinder rivals.

Therefore, based on our own figure, the Tundra Platinum has a real-world driving range nudging 800km from its big 122-litre tank, which according to Toyota requires minimum 95 RON petrol.

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 side steps are set close to the sills and, therefore, a bit narrow for size 12 boots, but big handles on the A and B pillars assist climbing aboard, where you’re rewarded with a spacious driving position with multiple adjustments.

The analogue-flavoured RHD dash module has numerous physical dials, buttons and switches, which thankfully leaves minimal reliance on distracting touchscreen prompts. Some items, like the left-hand-side indicator stalk and HVAC controls, are biased towards LHD, but you soon get used to these idiosyncrasies.

Its excellent steering feel, braking response, supple but responsive four-coil ride quality and effective noise insulation are what we’ve come to expect from WAG’s extensive remanufacturing process. In the Tundra’s case, it uses many original equipment components from existing Toyota 4WD vehicles and OEM suppliers.

The V6 engine produces a meaty V8-style soundtrack, with a melodic throb at idle and a guttural roar at full throttle. From standing starts, the abundant torque gets more than 2.8 tonnes of pickup to triple-digit speeds in about six seconds, which is comparable to Ford's sporty Ranger Raptor.

The hybrid drivetrain displays excellent refinement, as it continuously and seamlessly switches between petrol and electric power to optimise performance and economy. The Tundra is also an effortless highway cruiser, with negligible tyre and wind noise at 110km/h allowing conversations at loungeroom levels.

To test its load-hauling ability we strapped just over 500kg into the load tub, which with our two-man crew equalled a total payload of 675kg that was nudging its GVM limit. The coil-spring rear suspension only compressed 50mm, leaving ample bump-stop clearance and no risk of bottoming-out on our test route.

It made light work of hauling this payload in city and suburban driving and didn’t seem to notice it had anything in the load tub on our 13 per cent gradient, 2.0km set-climb at 60km/h.

Engine-braking on the way down, in a manually-selected second gear, wasn’t as robust as expected given the assistance of regenerative braking, but the large four-wheel disc brakes were more than capable of keeping speeds under 60km/h when called upon during the descent.

Like its local US competitors, the RHD Tundra does not have an ANCAP rating but comes with a suite of passive and active safety features. These include eight airbags, AEB with day cyclist detection and day/night pedestrian/oncoming vehicle detection, lane-keeping, trailer sway control, trailer back-up guide with straight path assist (makes reversing a trailer easy and safe), blind-spot monitoring, rear cross-traffic alert, front/rear parking sensors, panoramic view monitor and more. The rear seat has two ISOFIX and two top-tether child-seat anchorages.

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.

The Tundra comes with Toyota’s five-year/unlimited-kilometre warranty, which is class-leading.

Scheduled servicing is six months/10,000km whichever occurs first, with capped-pricing of $450 per service for the first five years/100,000km. So, that’s $900 annually, if serviced twice a year as scheduled.

Toyota currently has 275 dealers across its vast network located in metro, rural and regional areas. Toyota dealerships are also service centres.