BMW 2 Series vs Volvo Es90

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.

More stylish than ever before, as quiet and refined as you'd expect from a luxury car and yet the stand out feature might once again be safety. Despite seemingly every new car being loaded to the gills with safety features, Volvo has managed to demonstrate industry best-practice and leads the way again.

I would encourage engineers from every other car brand to drive the ES90 to learn how to better integrate the modern suite of active safety features like forward collision warning and lane departure warning.

But beyond that, is the ES90 a car worthy of consideration? Well, pretty much everything it does the EX90 does too, so if you prefer an SUV that’s definitely worth consideration. But if you don’t want an SUV, if you prefer a sedan or just love to be different, the ES90 is a very attractive proposition in more ways than one.

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.

Discussing Volvo design will draw different opinions depending on your age. As a millennial, I grew up at a time when Volvos were, to quote a famous movie line from the 1990s, ‘boxy, but good’.

But over the past two decades Volvo has smoothed off those boxy edges and become one of the most style-conscious car companies in the world. It has embraced its now-unique place as a Scandinavian carmaker and uses softer edges and more Nordic design themes (such as light coloured interior woods) to ensure the ES90 is simply a good-looking car.

What it isn’t, at least not technically-speaking, is a sedan. That’s because it has a liftback rear-end design, rather than a traditional ‘three-box’ sedan with a conventional boot. That shouldn’t be a deal-breaker for anyone and it means it’s a far more practical design.

It also sits taller than a conventional ‘sedan’, which is an increasingly common trait for modern European sedans as they try to woo would-be SUV buyers. It’s not a lot, you certainly wouldn’t call it a tall or high-riding car, but it is noticeable.

Ends up as an ‘in-between’ design, neither one thing or the other. The closest thing it reminds me of is the short-lived BMW 5-Series GT, which is damning with faint praise, but it speaks to the challenge of making something that simply isn’t an SUV appealing to the modern SUV-obsessed market.

The very stylish cabin features that previously mentioned light coloured wood (at least in our test car) and that unique Scandinavian look. It’s the closest you’ll get to sitting in a Swedish lounge room on wheels.

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.

In terms of space the ES90 is very generous, which it should be given it's a five-metre long car. There’s loads of room front and the back so you’ll seat four adults in absolute comfort, and can squeeze in a fifth if needed. Thanks to the relatively flat floor, as well as the panoramic roof that can either be opaque or clear, the cabin feels spacious and bright even in the rear.

As for luggage space, the boot measures 424 litres, and obviously it’s very easy to access via the power liftgate. But it’s still not as big as an SUV. The EX90 offers up 655 litres of space in its five-seat configuration. Which is at least a small part of the explanation why SUVs have become the more popular choice.

But what really stands out in the cabin isn’t the space, it’s the technology. The ES90 Ultra’s multimedia system is centred around a 14.5-inch touchscreen that runs all the car’s key functions; you also get a 9.0-inch driver’s display.

Notably, Volvo has opted to offer Google’s operating systems built-in, which means while you can still run Apple CarPlay or Android Auto, if you have a Google account you can sign-in and have your contacts, address book and other details integrated into the car.

It’s a really fast system, too, supported by the most powerful software Volvo has ever put inside one of its cars. Having a big tablet-style screen is great and feels very modern, but if it runs slowly, with lag between commands, it’s not as useful. This Volvo system, particularly the transitions between menus and even the voice assistant, reacts with lightning-fast speed.

Then there’s the sound system we mentioned earlier. It’s a 25-speaker Bowers & Wilkins set-up with 'Dolby Atmos' and an app called Abbey Road Studios. This app has been produced in conjunction with the iconic recording studio made famous by The Beatles. The speakers and the app were all developed together to provide a superior audio experience.

The speakers themselves are incredibly powerful while staying crystal clear, with the Abbey Road app providing the ability to change the sound between 'Modern' and 'Vintage' settings that make you feel like you’re inside a recording studio.

Put simply, it is as impressive a sound system as I’ve ever experienced in a car.

The ES90 range consists of two models at the time of publication both powered by a single, rear-mounted electric motor, with the twin-motor option available on the EX90 SUV currently not offered in Australia (emphasis on the word ‘currently’).

The range begins with the Pure from $88,880, before on-road costs, and is completed by the current range-topping Ultra variant, which we're testing, priced from $107,990, plus on-roads.

That means it’s cheaper than its direct rivals in the luxury electric sedan market. Audi’s e-tron GT starts at more than $200,000, the BMW i5 line-up is priced from $155,900 and the Mercedes-Benz EQE range begins at $134,900. So, even with this more expensive Ultra variant, Volvo has a clear head-start on the competition.

And Volvo hasn't managed that by skimping on standard equipment. The ES90 comes loaded with adaptive air suspension, 22-inch alloy wheels, a comprehensive safety package (as you’d expect from Volvo) as well as an electrochromic panoramic roof, a smart key you can add to your phone and 'Nordico' upholstery - Volvo’s sustainable synthetic leather.

There’s also a 25-speaker Bowers & Wilkins sound system, but more on that later…

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 the name suggests, the ES90 Single Motor is powered by a single, rear-mounted electric motor that drives the rear wheels via a single-speed transmission. The motor makes a healthy 245kW and 480Nm, so the 0-100km/h sprint time is 6.6 seconds - sprightly for such a big car.

As alluded to earlier, there is a Twin Motor, all-wheel drive ES90 variant available in overseas markets, with 500kW, but Volvo Australia is yet to confirm when, or even if that will arrive here.

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.

Built on Volvo’s 800-volt electrical architecture, the first Volvo to feature the technology, the ES90 is powered by a 92kWh battery that provides up to 554km of driving range on a single charge.

Volvo quotes an NEDC energy consumption of 18.5kWh/100km, with 300kW DC charging able to take the battery from 10 to 80 per cent in 22 minutes. A full, empty to 100 per cent charge using a 16A outlet will take 10 hours.

It should be noted that the EX90 SUV will be upgraded to the 800V architecture with the 2026 model year introduction.

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.

As you’d expect from a luxury, electric car the ES90 is a quiet and refined vehicle to drive. Being a Volvo, the company has used its experience where it matters, and there is excellent insulation from the outside world. Unlike some EVs that lose the engine and hope that just makes things quieter, the ES90 gives you a genuine feeling of insulation from the exterior hustle and bustle. 

Performance is adequate from the single motor but it’s by no means a sports sedan with only 250kW/480Nm and such a big vehicle. But it has the instant response that is an EV trademark so it has all the performance this type of car and the drivers it will attract would likely need. If buyers start banging on the door for more power, Volvo can oblige, but for now it does the job you expect of a luxury four-door.

While it has the sedan silhouette, the taller body and raised ride height on the air suspension are noticeable. You will find yourself looking up at SUV drivers, but not all of them. It’s roughly the same seat height as you’ll find in a modern small SUV, so a slight elevation rather than a big boost.

The ride is what you expect from this type of car. You can adjust the suspension and steering between ‘soft’ and ‘firm’ settings, but even with the latter selected there is a lot of compliance and the ride remains comfortable.

The steering is fine most of the time, but when you have to do parking maneuvers you certainly notice the ES90's steer-by-wire technology. The steering literally feels like an old computer game steering wheel set-up, with very little resistance as the wheel lightly spins from lock-to-lock. It’s not a bad feeling, but it is a bit odd and takes some getting used to.

The ultimate take-away from the driving experience is just how relaxed it is - quiet and effortless are the two words that probably best sum it up.

This is obviously the area that Volvo is famous for, but with seemingly every other brand forced to raise their own safety features over the years, does the Swedish brand still do anything special on this front?

Absolutely.

Put simply the Volvo suite of active safety systems is better developed and better integrated. Every rival car to the ES90 will have a similar list of features, including adaptive cruise control, forward collision warning, lane departure assist, road sign information and more. But Volvo has made it work so well that unlike rival models, you never even think of turning them off, they don’t beep and bong ad nauseum, they only work if you need them in an emergency - which should be the standard.

One thing to note is the ‘bump’ on the roof (you may see in the images) to house a Lidar system. However, Volvo split with its supplier and has decided to abandon this technology for the ES90. That means the 2026 model year examples will not have the roof bump, but still come loaded with five radars, seven cameras and 12 ultrasonic sensors for the excellent coverage of the surrounding environment.

The only thing that stops the ES90 being worthy of a 10/10 safety score is the lane keeping assist could do with some fine-tuning, as it has a tendency to move in the lane slightly too much.

There is no current ANCAP score for the ES90, but the EX90 SUV does, and given the organisation's previous sharing of scores between different models based on the same core underpinnings, there is no reason to believe the ‘sedan’ wouldn’t be just as safe.

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 ES90 is covered by Volvo’s five-year, unlimited kilometre warranty, which is competitive for the luxury market even if it’s shorter than the cover some mainstream brands offer.

Servicing costs are currently unclear, at the time of publication. Volvo Australia typically offers five-year servicing plans for its models but is yet to finalise the cost for its electric vehicles.

Despite its long history in Australia, Volvo still has a relatively small footprint in this country with only 28 dealers/service centres spread across the country. However, more are planned to expand that coverage in the coming years.