BMW 218i vs BMW 428i

What's the difference?

The badge might say one thing, but the 2 Series Gran Coupe sticks to the time-honoured template of being a compact yet comparatively practical three-box, four-door sedan, complete with a big boot.

More importantly, it drives and behaves like a BMW – which means sufficient-to-strident performance depending on grade, athletic dynamics and pleasing refinement on one hand, as well as a stiff price and a hard ride on the other.

A true BMW in name and nature, then..

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

The 4 Series line offers three distinct points of difference from the more traditional 3 Series, each with their own attraction. The sharpening of the sticker prices and the additional spec helps their cause as well, with the 430i Coupe probably our pick of the range. The 440i is the firecracker of the group, while the 420d is also worth a look, thanks to its value and prodigious torque output.

BMW is calling the F74 a new-generation 2 Series Gran Coupe, and there have been obvious and even profound changes throughout and underneath, including to some of the sheetmetal.

But this is not an all-new car by any stretch, with the glasshouse, doors and roof amongst many other body items carrying over from the F44.

That now remarkably Kia Cerato-esque nose ushers in new LED lighting motifs and an updated kidney grille, but whether they sit easily with the rest of the car is debatable. Redesigned tail-lights, different colours and new alloys make up the majority of the exterior changes.

Betraying the latest 2 Series Gran Coupe’s newness claims are near-identical dimensions, with that redesigned front end and bumpers contributing to a 20mm increase in the F74’s 4546mm length, while revised suspension and damper settings help account for the 25mm boost in height (to 1445mm). The BMW’s 1800mm width and 2670mm wheelbase remain the same.

There’s a higher level of newness to be found inside.

No external changes to the 4 Series' bodywork have been affected  for  this midlife refresh, but there have been plenty of tweaks to the standard equipment offerings right across the board.

During the media presentation at its launch, BMW described the 2 Series Gran Coupe as being almost as large as a 1990s E46 3 Series, and it is in all major dimensions except wheelbase.

Plus, being a front-drive-biased/transverse engine proposition instead of rear-wheel drive should make it roomier than the F74’s iconic ancestor.

The sense getting in is that this is certainly not too low or cramped as per a more-traditional coupe, with plenty of space for legs and shoulders, while even the optional sunroof fitted to our 218 left us with headroom to spare.

The redesigned dash is a visual and operational treat, with crisp, clear instruments, a logically presented and intuitive centre display screen offering fast and easy operation, excellent ventilation and ample storage. Full marks here.

Better still, attaining the perfect driving position is possible for most people, on brilliantly supportive front seats. This is the stuff BMW does right.

Improvement suggestions for the next update? Some people may complain about the somewhat less-than-premium feel of some of the lower-lying plastic trim; not everybody will love the swatches of colour stitching (we love it); why does the steering wheel have to be so wide-of-rim? Side and rear vision is restricted by fat pillars, rising shoulder lines and a shallow rear window; and there is quite a bit of road noise that enters the cabin at speed.

Still, even the back seat is sufficiently spacious for most users, with the sole exception of taller folk having to negotiate a sloping rear roofline. If you’re below 180cm, this should be fine. Most amenities minus overhead grab handles are also fitted.

Further back, the boot is surprisingly accommodating, with 430 litres of cargo capacity that’s enhanced by a 40:20:40 split-fold backrest, and the aperture should be big enough for bulkier loads, but the lack of a spare wheel will be bad news for many buyers. The supplied tyre-repair kit is just not good enough.

But, you know what is good enough? The engines BMW builds, that’s what.

Two-doors are never the most practical devices, but the 4 Series Coupe and Convertible duo make a decent fist of it for front-seat passengers. There are bottle holders in both doors and a pair of cupholders in the centre console, along with a large lockable glovebox.

The centre bin is, however, quite shallow, and houses the car's single USB port inside it. There is covered storage under the dash for smaller items, and a small rubber-lined tray that the current crop of phones has outgrown.

The rear seating in the Coupe is reduced to almost a formality, especially if the front seat passengers are tall and the front seats are set back, while the sloping roofline reduces head space quite considerably. A centre armrest contains a pair of cupholders, and there are small side pockets.

Rainy conditions precluded us from trying the Convertible's metal folding roof, but the rear seat space restrictions also apply here. Its 370 litres of boot space is roomy enough for a drop-top, while a clever lifting function raises the folding roof structure up by about 300mm to allow luggage to be stowed under the panels when the roof is down. Capacity drops, though, to just 230 litres.

The Gran Coupe, on the other hand, is the most practical car in the entire 3 and 4 Series line-up outside of the 3 Series Touring wagon. With a large, flat load area, and a hatch-like tailgate, the Gran Coupe can swallow 480 litres of gear with the seats up and an impressive 1300 litres with the seats lowered.

Face-level rear vents, more head and backseat legroom – not to mention the fact you don't have to squeeze into the rear past the front seat – makes the Gran Coupe a most useful device, and it's little wonder it's the most popular variant of the three.

Entry into the 4 Series world now stands at $68,900 plus on-roads for the petrol 420i Coupe and Gran Coupe, and tops out at almost $118,000 for the 440i Convertible.

Both the 420i and 420d have been boosted by the addition of adaptive M dampers, a heads-up display, powered folding rear-view mirrors, lane-change warning, driving assistant and BMW's surround view camera with top and side views.

BMW claims the extra kit is worth just over $8000. Leather seats, sat nav, BMW's ConnectedDrive Emergency call system, bi-Xenon headlights and reversing camera are also featured. An eight-speed automatic transmission is offered as stock, but a six-speed manual can be optioned at no cost.

The diesel version costs an additional $2200 over the petrol powerplant.

Stepping into the 430i, the M Sport Package is offered as standard, with the Luxury line, which includes a leather-trimmed dash, a no-cost option.

Additional standard equipment over the outgoing 428i includes 19-inch M rims, heads-up display, lane change warning, driving assistant and surround view camera. The 430i also gains electric lumbar support for driver and front passenger seats and a nine-speaker stereo system over the base 420i.

Finally, the range-topping 440i scores a heads-up display, lane change warning, driving assistant, surround view camera, adaptive LED headlights, leather dash, front seat heating, high beam assist, active cruise control with stop and go function and parking assistant over the outgoing 435i.

Over the 430i, the 440i also gets variable sport steering, a Harman/Kardon surround sound system with 16 speakers, a leather instrument panel (with M Sport Package), ConnectedDrive internet and concierge service, and air collar neck-warming ducts for the 440i Convertible.

Three F74 powertrain choices are available for Australia in 2025. And none even remotely reflect what their respective badges imply on the boot.

The 218, for instance, is not powered by a 1.8-litre engine, but BMW’s long-lived B38 1.5-litre three-cylinder turbo petrol unit. Making 115kW of power at 6500rpm and 230Nm of torque between 1500rpm and 4600rpm, drive is channelled to the front wheels via a seven-speed dual-clutch transmission (7DCT).

With a kerb weight of 1420kg, the 218 has a power-to-weight ratio of 81kW per tonne, helping it achieve the 0-100km/h sprint time of 8.6 seconds, on the way to a 230km/h top speed.

Not enough? The 220 features the ubiquitous B48 2.0-litre (not a 2.2-litre) four-cylinder turbo petrol engine/7DCT combo, pumping out 150kW at 6500rpm and 300Nm from 1450-4500rpm. Tipping the scales at 1525kg for 98.4kW/tonne, its 0-100km/h time is 7.3s and top speed is 250km/h.

Want more? Stretching to the M235 xDrive sadly doesn’t mean a 3.5-litre in-line six, but a modified B48 2.0L/7DCT duo, delivering 233kW at 6500rpm and 400Nm from 2000-4500rpm to all four wheels. Result? Weighing just 50kg more than the 220, it boasts a heady 148kW/tonne, for a 0-100km/h of just 4.9s and a 250km/h v-max.

As with all of the UKL2/FAAR transverse-engine front-to-AWD platform models from non-electric Minis through to sub-X3/3 Series BMWs, you’ll find MacPherson-style struts up front and a multi-link independent rear end out back.

If you’re reading this outside of Australia, you may notice that none of the current F74 models offer mild-hybrid tech, in contrast to their European counterparts. And don’t go expecting any manual gearboxes either, unfortunately.

There are two new petrol engines, two new badges and prices cuts of up to $10,000 right across the board for the line-up, along with additional standard equipment that improves the value equation even further.

The line kicks off with the 420, which can be had in either diesel or petrol guise. The 420i gains BMW's new B48 2.0-litre four-cylinder turbo petrol engine, which gains 5kW over the old motor to produce 135kW and 270Nm.

It also benefits from slightly improved fuel economy, with a drop of 0.3 litres per 100km for the Coupe and 0.5 for the Gran Coupe to 5.8L/100km, and a fall of 0.2L for the Convertible to 6.2L/100km.

The 420d retains its 140kW, 400Nm 2.0-litre four-cylinder turbo diesel engine, which returns 4.3L/100km in the fixed roof cars and 4.7L/100km for the Convertible.

The 430i – formerly known as the 428i – also receives the new 2.0-litre petrol engine, albeit in a 185kW/350Nm tune. Its fuel economy drops a healthy 0.6L for the Coupe and Gran Coupe and 0.4L for the Convertible, posting figures of 5.8 and 6.3L/100km respectively.

The top-spec 435i has been transformed into the 440i with the addition of BMW's new Twinpower 3.0-litre straight six petrol motor. Its output jumps 15kW to 240kW and by 50Nm to 450Nm, and its consumption falls by more than half a litre to 6.8 litres per 100km for the closed-roof pair and 7.2L/100km for the Convertible.

All cars come standard with a 'traditional' ZF eight-speed torque converter automatic transmission with steering wheel paddles as standard fitment, while a six-speed manual gearbox is a no-cost option across the line.

OK, so is the 2 Series Gran Coupe cheap to run?

BMW reckons the 218 and 220 will average 6.3 and 6.7 litres per 100km, which means combined average carbon dioxide emissions ratings of 143 and 152 grams/km respectively.

Filling the 49L fuel tank with 95 RON premium unleaded, that translates to around 775km in the 218, and 730km in the 220 between refills.

Predictably, the M235 xDrive uses more, at 7.7L/100km for a CO2 rating of 176g/km. That’s a distance of about 635km.

Over our launch run, which took us from Sydney’s Circular Quay to Wollongong, the 218’s trip meter was reading in the high 8s and about 10 for the M235.

Our brief test loop on a rainy, blustery Melbourne winter's day in all three model types (but no diesel) netted varying fuel consumption readings across the line; we recorded 8.4L/100km in a 420i sedan against a claimed figure of 5.8, 9.8L/100km for the 430i Gran Coupe against a claimed figure of 5.8L/100km, and 8.4L/100km against the 440i Gran Coupe's 6.8L/100km.

Earlier, we mentioned that the 2 Series Gran Coupe is way more expensive than fine alternative sedans like the Mazda3 and Toyota Corolla.

And while that still stands, there is a remarkable solidity and refinement difference between those and the BMW that helps justify the premium. And nowhere is this more evident than from behind the wheel.

Sat on body-hugging seats and clutching that (too chunky) steering wheel, there is a sense of sporty occasion, backed up by quality trim and an aroma of expensiveness.

For a turbo three-cylinder car weighing 1.5 tonnes, the 218 does a lot with a little, offering spirited off-the-line acceleration and pleasingly lag-free throttle responses at lower speeds. You’d never call it fast, but it is a quick point-to-point urban mover. Only the unavoidable three-pot thrum lets you know you’re in the lowest mechanical spec. And, also, the delay at freeway speeds in building momentum when overtaking.

Which is why, for less than five per cent extra, the 220 with the 2.0-litre four-cylinder turbo would probably make a better buy. Sadly, that isn’t on sale yet in Australia, so we missed out on driving it during the Sydney launch. But in the scores of other BMWs and Minis we’ve tested this in, it’s a cracking little powertrain.

Whether the big leap (nearly $25K worth) to the M235 is worth it depends on how fast you drive and how much you value/need AWD. This is a terrifically muscular machine, since it provides rapid performance via a tidal wave of power, even with the lightest flex of your right foot. On-point and on-brand, this fun and fiery flagship possesses the grand-touring spirit that the rakish design and tech-heavy engineering promise.

To that end, in both the 218 and M235, the steering makes the driver feel connected to the car, resulting in precise and controlled handling. The driver-assist safety tech is beautifully calibrated and nuanced in its intervention, and the brakes are second-to-none.

What is also on-topic for a BMW is the firm suspension, despite the adaptive dampers fitted as standard equipment.

It isn’t stiff or overly uncomfortable, but bumps are certainly always felt, and they’re accompanied by fairly constant road-noise drone over some surfaces.

As such, you’re constantly reminded that dynamic athleticism is the priority here, rather than sumptuous comfort. We’ve experienced much worse from BMW, but a magic-carpet ride isn’t what’s in store for the 2 Series Gran Coupe owner.

So, what’s our verdict then? The 218 is a rorty little tryer that never fails to involve the driver, while the M235 ushers in an elevated level of acceleration, grunt and grip. We suspect that the 220 will be the Goldilocks-zone happy medium.

For (largely) better as well as for (occasionally) worse, these drive and feel like a BMW should.

BMW introduced a raft of tweaks to the 3 Series platform late last year, which have translated over to the 4 Series. The key addition across the line is BMW's two-stage adaptive dampers that feature a Sport and a Comfort circuit, fitted as part of the M Sport pack that comes standard on the 430 and 440, and is a $2600 option on the 420.

Larger 19-inch rims are fitted to the 430i and 440i cars, while the 420 gets 18s out of the box. It's possible to fit 18s on the more expensive cars, as part of the no-cost Luxury option pack that supplants the standard M Sport pack.

While our test was brief and held in less than ideal road conditions, the large-wheeled 4 Series really didn't enamour themselves to this author. There's a distinct lack of communication from the tyres and chassis through the steering wheel and your backside, while the combination of firm Sport shocks and large 19-inch wheels with narrow-section tyres made for an uncomfortable ride over country roads.

Sampling a 420i with the Luxury 18-inch rims, however, improved things immensely, with much better feedback and comfort that didn't come at the expense of handling.

One of BMW's strong points should be its steering, given all the 3 and 4 Series cars are still rear-wheel-drive… but it's not, unfortunately. The electrically assisted set up is far from perfectly calibrated, feeling too dull and digital underhand, no matter what the setting.

The pick of the bunch performance wise is – logically – the six-cylinder 440i. The turbo powerplant is potent from right down the rev range, with a muted yet still pleasing engine note permeating the cabin. The self-shifting mode on the eight-speed auto does a good job of keeping up as well.

The updated 2.0-litre four is a sprightly performer, too.

 six airbags, lane departure warning, pre-collision safety pack, parking sensors, active cruise control with collision warning, AEB and pedestrian warning, along with reversing camera and surround-view cameras across the line.

Here, however, is where BMW can do a bit better.

While the five-year/unlimited-kilometre warranty is where most premium brands are, it falls short of several Asian alternatives. Roadside assistance is for just three years and there is no capped-price servicing.

Service scheduling is also condition-based, meaning the vehicle will alert the driver when a service is imminent. This may not suit everybody, and we always recommend at least every 12 months or 10,000km, just to be on the safe side.

BMW does offer pre-paid service packs that take in basic maintenance for the first five years at $2369 or $3782, including brake-pad replacement, which works out to be about $475 and nearly $760 annually respectively. There is also a cap on mileage during that time frame: 80,000km.

BMW offers a Service Inclusive program at the time of purchase, which for $1340 covers everything – including items like spark plugs, brake fluids and other fluids - for five years or 80,000 km scheduled. The cars are also covered by a three-year free roadside servicing program, in addition to BMW's two year, unlimited kilometre warranty.