BMW 218i vs BMW IX2

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 second-generation BMW X2 is leagues better than the car it replaces. It now sits nicely in BMW's line-up and offers genuinely tempting electric variants.

This isn't an affordable car by any means but next to rivals from Mercedes-Benz and Volvo, the well-equipped iX2 xDrive30 feels a complete package.

Similarly, the entry-level xDrive20i petrol is a very compelling choice with a comfortable ride and sporty drive.

We'd skip the contrived M35i unless your heart is set on going quickly in a straight line. With the thinking cap on, it's also hard to make a case for the X2 over the objectively better (and more affordable) X1. Then there's the more spacious, powerful, efficient and cheaper Tesla Model Y.

That's not really the point of this car, though. It'll never sell in as many numbers as the X1. Those who love its fastback styling will be pleasantly surprised by the new X2. It does what it says on the tin, marrying the BMW badge with a sporty drive and daring style.

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

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.

The entire point of the BMW X2 is to grab attention and promote conversation. The X2's new-found success comes mainly from bigger proportions - it's grown 194mm over its predecessor and 54mm longer than X1.

It's 64mm taller and sits on tracks that have been pumped by 21mm. All the changes are built into the latest iteration of BMW/Mini's transverse UKL2 platform.

The result is presence and swagger on the road for the X2. Even the base car grabs attention, while electric iX2 variants get unique closed-off grilles and a different front bumper treatment.

It's the M35i thats most eye-catching, though. A jutting lower spoiler and butch stance highlighted by horizontal kidney grille slats and quad exhaust tips. Our test car was finished with massive (and optional) 21-inch alloy wheels.

As successful as the whole package is, there are fussy elements: the boxy rear end, awkward spoiler and peculiar tail-lights. From some very specific angles there's even a hint of SsangYong Actyon to the proportions.

The iX2 and X2 aren't made to appease everyone, though, so you don't have to love it.

Inside is a different story with elegant simplicity the X2's remit. It's much like an X1 in layout with crisply integrated curved screens running the latest iDrive 'OS9'.

Apple CarPlay was faultless (wireless Android Auto is also included) yet connected navigation makes it easy to rely on BMW's in-house features.

You get 90 days free use of BMW Digital Premium, which includes the ability to download games and apps as well as more advanced connected navigation. After the trial, you'll need to pay monthly ($9.99) or annually ($109) for the services.

The X2's door pulls and handles are particularly nice to interact with, blending visual lightness with reassuring sturdiness.

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.

Despite the X2 living dangerously in the style department, it hasn't sacrificed cabin practicality – at least in the front seat.

A vertical wireless charging pad holds a phone in like a kid on a rollercoaster (important, as you'll read later, because the X2 range has some serious back-road talent) with nearby USB-C plugs for additional charge.

The door bins easily fit a one-litre camping bottle, there's good storage for small bags beneath the floating armrest (which has a very small cubby for keys or mints) and a sizeable glove box.

As you'd expect from a German-built BMW (all X2s hail from Regensburg) build quality is excellent... save for the flimsy indicator stalks. The latest oblong engage with a limp click that's a far cry from the damped thump of older BMWs, such as the E90 3 Series.

The cabin materials are pleasing to touch with quality stitching and soft padding on heavy touch areas. Geometrically patterned trim inserts add some cabin flare and look sturdy as well. 

The X2 and iX2's back seat is not as good as the BMW X1's – none of the proverbial thanks, Sherlock.

Under the sloping roof headroom will be acceptable for 175cm adults and knee room is passable. Despite sharing underpinnings between electric and combustion variants there's minimal spatial compromise.

There are ISOFIX ports and top tether anchors for all seating positions. Vents are mounted in the centre console and there is a fold-out armrest with cup holders. Doors open relatively wide for a 'coupe' as well. 

Of some concern is the X2's narrow bench; the body-work sculpted appearance of the coupe tail results in lots of shoulder room intrusion. To put it in simple terms, it's best capped at four occupants.

The boot is at least very generous, offering between 525L (iX2) and 560L (X2) of VDA space.

The load bay is long and there is no load lip to lift items over. Seats fold in a 40:20:40 configuration, growing capacity up to 1400L.

Neither the X2 or iX2 is fitted with a spare tyre, so its mobility kits for X2 owners.

The 2024 BMW X2 range spans $75,900 to $92,900 before on-road costs. Surprisingly, it's the M35i that's dearest, rather than the electric iX2 xDrive30 ($85,700).

There's no three-cylinder price leader in the X2 range as there is in the X1 and your body kit choice is M Sport, which explains why, trim-for-trim, the X2 xDrive20 $5000 dearer.

Once you've added the $3000 M Sport pack to the X1 xDrive30, though, you're only $2000 off the X2 for equivalent spec levels.

Some highlights include 'Veganza' artificial leather upholstery (in black, Oyster or Mocha), 19-inch alloy wheels, M Sport kit including adaptive dampers, 'Iconic Glow' illuminated kidney grilles, adaptive LED headlights, head-up display and 10.7-inch touchscreen with BMW's slick ninth-gen operating system – this equipment is shared with the iX2 xDrive30.

The $82,900 (before on-road costs) single-motor iX2 eDrive20 is more basic, missing adaptive cruise control, lane-trace assist, power seat adjust and front seat heating. All EV models include tyre pressure monitoring, acoustic pedestrian warning, 12-month Chargefox subscription, and Mode 2 and 3 charging cables.

Being a BMW there are options on the table. An enhancement pack comprises metallic paint, a sunroof, Harman/Kardon sound system, steering wheel heating and adjustable lumbar support with massage function for $3615 on the iX2 xDrive30 and $4700 on the X2 xDrive20.

Cleverly, BMW has priced the iX2 xDrive30 beneath the luxury car tax threshold – significantly benefiting those looking at buy via a novated lease – even with the enhancement pack and metallic paint. Something Mercedes-Benz hasn't been able to achieve with its $102,900 twin-motor EQA350 rival.

An M Sport Package Pro is available for all variants adding dark finish headlights and extended piano black exterior trim, M Compound brakes, M seatbelts and 20-inch 'style 873' alloy wheels.

That pack is gratis on the flagship M35i xDrive which benefits from a higher 233kW tune of its 2.0-litre turbo-petrol four-cylinder and a torsen limited-slip differential on its front axle.

The pictured M35i was finished in $5000 worth of matte paint, in this case Frozen Pure grey. Portimao blue is also available along with regular metallic paint ($1800).

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.

BMW's internal combustion engines are responsive and slick in the X2, while the iX2's well-calibrated electric powertrains deliver pleasingly instant pick-up.

The range kicks off with a heavily revised version of BMW's all-aluminium 'B48' 2.0-litre four-cylinder in xDrive20i tune. It produces 150kW and 300Nm, enough to hit 100km/h in 7.4 seconds from rest.

Like the xDrive20i, the M35i employs a seven-speed dual-clutch transmission driving all four wheels.

Australian M35is are more powerful than European models, developing 233kW and 400Nm for a 0-100km/h sprint in 5.4 seconds. A freer-flowing exhaust is augmented with active sounds for a fruity (if synthetic) note.

BMW offers a pair of electric powertrains with the 150kW front-drive eDrive20 and twin-motor 230kW/494Nm iX2 xDrive30.

We only sampled the more powerful one which features Hans Zimmer-composed sound scapes and an impressive turn of pace, hitting 100km/h in 5.6 seconds (claimed).

It is limited to a 180km/h top speed which may pose an issue on German Autobahns but is no trouble in Australia.

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.

Rated at 7.5L/100km (xDrive20i) and 7.8L/100km (M35i), after a 130km jaunt, the M35i's trip computer showed 9.8L/100km.

Premium 95 RON or higher is required and the fuel tank holds 54 litres.

For the iX2 xDrive30, consumption was above the WLTP rating. We saw 18.2kWh/100km on our hilly country route which would equate to 356km from a charge of the 64.8kWh lithium-ion battery battery.

The 417km WLTP driving range figure is at 15.5kWh/100km, we'd expect to get closer to the rated figures in more typical urban and suburban use cases.

Regenerative braking was quite pronounced (there are four setting: Adaptive, Low, Moderate and High) and on a descent into Hobart the xDrive30 managed to boost charge levels from 27 to 29 per cent.

As for regular charging, the iX2 will take DC electricity at 130kW, meaning 29 minutes from 10 to 80 per cent. That interval allows you to roam around 290km between charging stops on a long run.

One great aspect of both iX2 variants are their fast 22kW AC charging capability. It means the iX2 can go from flat-full in under four hours, rather than eight hours on an 11kW wallbox.

Though most owners won't have access to three-phase electricity, this suits public charging – such as at shopping centres or destinations – very well.

Another boon is BMW's inclusion of both Mode 2 and Mode 3 charging cables and a 12-month ChargeFox subscription.

Home wallbox installation isn't included in the deal (Lexus offers this with its UX300e) though BMW does offer the service at a cost for those who want it.

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.

The previous-generation X2 always felt a bit more Audi or Volkswagen than BMW in the way it went down a road.

This latest iteration has a secure, dynamic balance more in-keeping with the blue-and-white roundel and is far more impressive than its predecessor.

We spent our first leg in the performance-oriented M35i. The punchy engine, front-biased AWD and slick transmission felt just right in the sporty small SUV.

It sits 15mm lower than the other variants on differently tuned springs and adaptive dampers.

The M35i holds onto the tarmac like a limpet with minimal body roll at very high limits partly thanks to the efficiency-oriented 245/35R21 Continental Eco Contact 6 Q tyres.

Yet this comes at the cost of adjustability. With such tight rebound damping in Sport and Sport Plus modes, the M35i's body is too tied down. Even in Comfort, the M35i hopped and fidgeted over Tasmania's broken tarmac, a trait not aided by the 21-inch alloys.

We would have preferred more build-up in the steering weight, too, given the sporting intentions. That chubby wheel rim does its best to remove any sensation of feedback, too.

BMW's iDrive is mostly fantastic except when it comes to changing drive modes, which you need to do fairly regularly in the M35i.

More than just normal – or Personal here – there's configurable Sport and Efficiency modes. There's also Digital Art and other less useful options.

Thankfully, the xDrive20 is much sweeter. Even optioned up with the 20-inch alloy wheels the ride is a lot more agreeable and well-suited to Tasmania's lumpy roads.

All the damper modes were usable with Sport providing welcome extra support without being too strict. Turning into corners felt more natural in the xDrive20 thanks to a bit more body roll which helps communicate grip levels.

The xDrive20i did feel low on grunt after the M35i and iX2 xDrive30 but that was only in a direct comparison - grunt levels were plenty once accustomed. We did miss the M35i's front limited-slip differential on loose surfaces, but it wasn't a deal breaker.

Seeing that the iX2 xDrive30's kerb weight was 325kg higher than the M35i (2020kg) set alarm bells going initially. That's a lot of extra weight for a 'small SUV' to be carrying around, and is beyond a Tesla Model Y Long Range (1979kg).

The iX2 uses the same kinematics and suspension components as the petrol cars but in completely retuned states. Encouragingly, the result is rather excellent.

You do notices the weight when pushing through patchily surfaced corners. The iX2 bobbles and hops occasionally as you approach the damper's limits, but to their credit they never gave up.

That light steering – which is frustrating in the M35i – aids to disguise the xDrive30's extra mass, too. As all X2's are front-biased AWD models, they never quite reach the dynamic heights of BMW's Cluster Architecture models.

Still, grunt is prodigious and, although it's officially slower than the M35i, the xDrive30's rolling response is predictably excellent. BMW has done a great job calibrating the regenerative braking, too.

I found Moderate was my preference, and because the brake pedal blends caliper and regenerative forces you lose precious little range from not having it jacked all the way up.

The iX2 is quiet inside, too. There's almost no wind intrusion and tyre roar is kept to a bare minimum inside, especially impressive given that the M35i sends quite some road noise into the cabin.

Returning through Hobart's outer suburbs, we notice some shortcomings. The iX2's high bonnet, low-set seating position and letterbox rear glass with protruding rear lip spoiler mean visibility is compromised. The X1 doesn't suffer from such issues.

That's the cost of visual flare and the excellent 360-degree camera and head-up display help to alleviate guesswork and keep eyes on the road.

The M35i didn't feel the most complete on the road. If you're chasing a sporty coupe statement at this kind of price, the BMW 230i coupe is a great driver's car.

Instead, you're better to spend money on either the xDrive20i or iX2 xDrive30 with some choice options and enjoy a slick coupe SUV driving experience.

The BMW X2 and iX2 are yet to be rated by ANCAP or Euro NCAP.

The X1 and its electric cousin scored five star ratings in 2022 under a less stringent set of tests.

Standard safety equipment includes seven airbags, frontal AEB with day/night pedestrian and cyclist detection, blind-spot monitoring, adaptive cruise control, speed sign detection, lane-departure warning, lane-keep assist and driver attention monitoring.

Systems such as anti-lock brakes, electronic bake force distribution and electronic stability control are all standard.

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.

Since 2022, BMW has backed all of its cars with a five-year/unlimited kilometre warranty.

You’ll need to service the iX2 ands X2 based on condition, rather than kilometres traveled. The multimedia system will prompt you when it's time to visit a workshop. 

You can pay upfront for service plans with BMW: a five-year servicing package will cost you $3171 for the petrol X2s, while the iX2 is $2186 for six years.