BMW 218i vs Denza B5

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.

Denza has made a huge statement with the B5 and for the most part the hype is deserved. It packs an incredible amount of luxury and tech inside and out which is even more surprising given the impressive asking price.

There are only a few flaws like the busy ride, over-the-top body roll and the occasional infotainment quirk. Hopefully these can be fixed with future over-the-air software updates.

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.

It’s worth calling out straight away that the Denza B5 is essentially an SUV version of the BYD Shark 6 as the two share underpinnings, but it’s much more luxurious and blingy.

Externally it has a big, boxy and bluff design that helps it stand out on the road. It looks even tougher when the suspension is in its lifted mode.

I particularly like the front fascia with the big headlights and the prominent Denza badge on the grille, but there are some strange body creases around the side.

While the boxy looks make the B5 stand out, it’s not necessarily unique. There are elements that are reminiscent of the Land Rover Defender, plus many angles look similar to the GWM Tank 300.

Inside is where the luxe is dialled to the max. There are so many soft touches around the cabin that it makes a lovely place to spend time.

Additionally there is a lot of high-quality physical switchgear which is surprising given how prominent the large 15.6-inch central touchscreen is.

Lastly, I like how substantial many of the finishes are. There are large grab handles on either side of the dashboard which you do need to use to hoist yourself into the cabin, plus chunky interior door handle pulls that are satisfying to use.

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.

Many Chinese cars have lots of bling but lack actual substance when it comes to comfort and usability. This is where the Denza differs.

Take the driver’s seat, for example. In a number of Chinese cars they look plush and comfy, but in reality they are firm after longer drives and lack adjustability.

The B5’s driver’s seat, however, is very comfortable, offering almost limitless adjustment, plus heating, ventilation and even a massage function as standard. The latter is great for longer road trips.

Ahead of the driver the steering wheel has plenty of adjustment, allowing people of different heights and statures to get comfortable behind the wheel. There are also lots of physical buttons and switches that have a satisfying click when pressed.

The digital instrument cluster is high-resolution and clear, and there's a number of different informative pages that you can cycle through. It’s nice to have this level of customisation.

Moving across, the aforementioned 15.6-inch touchscreen multimedia system dominates the dashboard. If you’re familiar with the user interface in other BYD vehicles, it’s virtually identical in the B5.

It’s very easy to navigate around and if you do get lost there are a number of shortcut buttons at the bottom of the screen that can either take you back home or to other key functions.

One of my favourite features about the screen is the swipe-down control centre menu. You can customise it to have key shortcut functions. It’s much better than having to dig through countless submenus.

It’s clear Denza still has a few kinks to iron out with the translations from Chinese to English as some don’t make sense. Denza will likely sort this with future software updates.

As standard there is wireless Apple CarPlay and Android Auto and it takes up the full screen when connected. It’s a stunning set-up, though reaching the far left-hand side of the screen from the driver’s seat can be a little tricky on the move.

As I touched on earlier, there is a lot of physical switchgear around the cabin which is helpful as you don’t need to solely rely on the touchscreen for key functions. The piano key buttons for the drive and EV/HEV modes are particularly handy, plus the rising gear shift lever is premium-feeling.

In terms of storage up front, there are up to two 50W wireless chargers (depending on the variant you opt for) with ventilation, two cupholders with adjustable depths, some shallow storage under the centre console, plus a fridge/hotbox under the centre armrest.

Moving to the second row there is plenty of space for at least two adults to sit comfortably. Pushing it to three may be a little tight with shoulder room, plus the centre seat is raised compared to the outboard ones. It’s worth noting though that there is a flat floor so you don’t need to fight for foot space.

Second-row amenities include chunky grab handles for easy ingress and egress, air vents on the back of the centre console, as well as heated and ventilated outboard seats in the top-spec Leopard trim. It’s properly luxe.

At the back the tailgate is side-hinged which can be problematic if you reverse into a carpark as you need to allow for space for it to open up. It has a soft-close function which is handy as you don’t need to slam it shut.

There’s 470L of boot space with the rear seats upright, expanding to around 1000L when folded. It’s a decent amount of space and is square with a very minimal load lip.

Amenities include a 12V socket, a wide array of hooks and nets, as well as a small storage space under the boot floor for the charging cables.

Lastly the B5 comes with a full-size spare wheel mounted on the tailgate. This is becoming increasingly rare in electrified vehicles and is very handy if you have a puncture.

The 2026 Denza B5 is offered in two trim levels – entry-level and the top-spec Leopard. Pricing for the former is $74,990 before on-road costs, while the latter is $79,990 before on-road costs.

This is very competitive and it undercuts many top-selling rivals like the diesel-powered Toyota Prado and Ford Everest by a significant margin if you want similar levels of specification.

It’s worth noting however, the GWM Tank 300 PHEV, which is the B5’s closest rival in terms of powertrains, is even cheaper at $59,990 drive-away.

As a base, the B5 is loaded with standard equipment. You get 18-inch alloy wheels, adaptive LED headlights, a glass panoramic sunroof, 12.3-inch digital instrument cluster, 15.6-inch touchscreen multimedia system, 16-speaker Devialet sound system, leather upholstery, heated and ventilated front seats with a massage function, plus heated outboard rear seats.

If this isn’t enough, the B5 Leopard gets larger 20-inch alloy wheels, adaptive hydraulic suspension, a digital rear-view mirror, a second wireless phone charger, Nappa leather upholstery and ventilated outboard rear seats.

This amount of standard equipment is wild, especially because the asking price is firmly below $100K.

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.

Power comes from plug-in hybrid set-up combining dual electric motors (one on each axle) and a 1.5-litre turbocharged four-cylinder petrol engine.

It’s a similar set-up to the BYD Shark 6, but the B5 has more power. Total system outputs are a meaty 400kW and 760Nm, which is good for a claimed 0-100km/h sprint in just 4.8 seconds.

Power is sent to all four wheels and for added peace of mind off-road there are front and rear mechanical diff locks as standard, plus a wide range of drive and terrain modes, including a low-range mode.

Backing this up is a 3000kg braked towing capacity and up to 600kg of payload.

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.

Feeding the electric motors is a 31.8kWh lithium iron phosphate (LFP) Blade battery which Denza claims to allow the B5 to travel up to 100km on electric power alone, according to NEDC testing.

There’s also vehicle-to-load (V2L) capability with 6.6kW output through the charging port using an adapter. This allows you to use the battery charge to power appliances. It’s handy if you go camping, for example.

The battery can be AC charged at rates up to 11kW or DC fast-charged at rates up to 100kW.

There’s also an 83L fuel tank. Denza claims the B5 has a total range of 975km, according to NEDC testing.

Fuel consumption depends on whether or not you charge up the battery. Denza claims you’ll use 1.9L/100km from 100 to 25 per cent battery charge and 9.5L/100km under 25 per cent battery charge, both according to NEDC testing. Regardless, this is better than similarly sized diesel-powered SUVs.

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.

Behind the wheel the Denza B5 primarily operates as an electric vehicle (EV) first up, meaning it’s largely quiet inside the cabin when driving around normally.

Once the charge starts to drop, the petrol engine typically switches on to top up the battery. It largely acts as a generator and a lot of the time you can’t actually tell whether it’s on or off.

In some cases where you floor the throttle or go up a steep hill, the engine revs can flare and that’s when it makes its presence known in the cabin.

When the battery charge gets down low enough and you gun it, the petrol engine can directly power the front wheels. This is rare though because the car purposefully leaves at least 25 per cent battery charge in reserve.

With 400kW and 760Nm thanks to the combination of the dual electric motors and the 1.5-litre turbo-petrol engine, the B5 absolutely hauls. The peppy feel is largely due to the instantaneous torque the electric motors provide.

However, in the standard drive mode there is a noticeable input lag from when you push the accelerator a bit harder and when the car actually accelerates. This is reduced in the sport drive mode.

Despite the juicy outputs, the B5 does feel its weight. When you accelerate hard it pitches back extensively, much like the Jeep Grand Cherokee Trackhawk. This never failed to make me smile though.

It’s surprising as we only drove the top-spec B5 Leopard on this launch and it comes fitted with the DiSus-P adaptive hydraulic suspension system which has a self-levelling function.

In the bends the B5 gets a considerable amount of body roll regardless of the drive mode. This is common for many Chinese cars as they typically prioritise floaty comfort-oriented tunes over a firmer and more dynamic-feeling ride.

Despite this, once it leans over it’ll comfortably hold and grip, largely thanks to the chunky 275/55 R20 Pirelli Scorpion tyres that come standard on the top-spec Leopard trim.

Like many body-on-frame vehicles, the ride gets busy on harsher roads with more frequent bumps. As a passenger you can get jostled about in the cabin.

The steering, while direct enough, can have a vague and artificial feeling. Depending on the drive mode it either artificially adds or reduces the resistance.

Unlike the related BYD Shark 6, the B5 gets a low-range mode which uses a clutch pack on the rear electric motor to allow for more controlled low-speed crawling, plus front and rear mechanical diff locks. This can make a big difference once the going gets really tough.

Additionally, the DiSus-P hydraulic suspension allows for a total of 140mm of travel. In the highest position there’s a wading depth of up to 790mm.

Lastly in terms of noise, vibration and harshness (NVH), the B5 is a very quiet car to drive. As I mentioned above, the electric-first nature automatically makes this a quiet car.

There is very little road and wind noise. This is surprising as the B5 is essentially a 3.0-tonne box on wheels. It seems Denza has put a lot of effort into sound insulation.

The Denza B5 received a five-star ANCAP safety rating based on testing conducted in 2025.

As standard there are 11 airbags, autonomous emergency braking (AEB), blind-spot monitoring, front and rear cross-traffic alert, adaptive cruise control, a driver attention monitor, front and rear parking sensors, plus a surround-view camera.

While a number of the active safety systems operate well and only intervene when required, some are intrusive and over the top. The worst offender is the driver attention monitor which struggles to detect your eyes with sunglasses on, plus only requires a brief glance at the touchscreen to get it saying, “Tiredness detected, please take a rest”.

Thankfully you can turn this off using the touchscreen with the handy swipe-down control centre menu, but it needs to be done every time you drive the car.

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.

Denza B5 owners are covered by a six-year, 150,000km warranty, whereas the high-voltage battery is covered for eight years or 160,000km. Owners also receive three years of roadside assistance.

This warranty length is fairly standard in the mainstream segment, but in the luxury segment it pushes past the current five-year benchmark.

Logbook servicing is required every 12 months or 20,000km, whichever comes first. The first five years of servicing totals $3542, which averages out to just over $700 per service. This does seem like a lot, but in the premium space this is rather competitive, especially once you consider both the electric and combustion components are being serviced.

There are currently seven Denza dealers around Australia and it plans to have a total of 20 by the end of 2026. It’s also planning to allow certain BYD dealers to service Denza cars.