BMW 218i vs Ferrari GTC4

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 Ferrari GTC4Lusso is a properly fast, beautifully composed, and supremely luxurious four-seat coupe.

Sadly, evermore stringent emissions regulations have put atmo V12's on the knife edge of extinction, with Ferrari, Lamborghini, Aston Martin and a few others hanging on for grim death.

In fact the twin-turbo V8 Lusso T (powered by the same engine used in the California T and 488) will arrive and be sold alongside this car in Australia later this year.

But we’d like to propose a captive breeding program to keep the big V12s alive because this engine’s soundtrack and the GTC4Lusso’s overall driving experience is magnificent.

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.

Revealed to the world at last year's Geneva motor show, the GTC4Lusso is a substantial evolution of the out-going FF, and follows classic Ferrari GT form, with a glorious, 6.3-litre, naturally aspirated, V12 sitting majestically in its nose.

The car's proportions echo that configuration with a long snout and rear-biased, gently tapered cabin maintaining essentially the same silhouette as the FF. But Ferrari has remodelled the nose and tail; tweaking the aero detailing at the same time.

There's a host of new vents, ducts and louvers contributing to a claimed six per cent improvement in drag coefficient.

For example, the diffuser is a work of aerodynamic art, following a keel shape, with vertical fences channeling air flow towards the centre to reduce drag and increase downforce.

A wide, single-piece grille dominates a smoother front end that moves from upright to a distinct forward lean, with a neat chin spoiler enhancing the racier look.

Larger, triple-blade vents in the front wings add more aggression, and the treatment of the rear side glass and tailgate have been refined and simplified.

Always a subjective call, but we think the restyling work, done in-house by Ferrari Design, has made an already distinctive car even more appealing.

Ferrari says the interior was developed around a 'dual cockpit' concept, to “enhance the shared driving experience”, and the cabin is beautiful.
 
There's a new 10.3-inch colour touchscreen, with the interface for the climate control, sat nav and media all refreshed. It's backed up by a more powerful 1.5Ghz CPU with 2GB of RAM, and it’s much, much better.

'Our' car also boasted the optional ($9500) 8.8-inch ‘Passenger Display’ incorporating performance read-outs, and now, the ability to select music and fiddle with the nav.
 
The attention to design detail and the quality of its execution is breathtaking. Even the slender sunvisors in our test example were hand-stitched leather. And the pedals are drilled alloy. Not alloy covers, or some other faux creation – real aluminium, right down to the passenger footrest pad.

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.

For once we can mention Ferrari and practicality in the same breath because the Lusso offers generous accommodation in the front and rear. Forget '2+2', the back seats are for grown-ups.

With all its drive and dynamic tech on board it's hard to think of a more elegant and capable four-seater for your next trip to the chalet for a cheeky weekend skiing off piste.

In fact, Ferrari says the FF attracted a new, younger batch of owners that make greater use of their cars.

Admittedly, Ferraris don't generally rack up huge kays, but clocking mileage 30 per cent higher than average is significant.

Front seat passengers slip easily into generous and intricately sculpted sports seats, with slim map pockets in the doors and space for bottles, a single large cupholder in the substantial centre console, as well as a lidded storage box (which doubles as a centre armrest) housing 12 volt and USB outlets.

There's also a decent-sized glove box, and a second tray sits further towards the dash to store your black credit cards, Vertu phone(s), and assorted jewellery. Its leather trimmed, double-door closure is reminiscent of the finest Milanese cabinet.

The long, leather-wrapped transmission tunnel continues uninterrupted through to the back, dividing the individual rear bucket seats. A pair of jet fighter style vents sit in the centre, slightly ahead of another two cupholders and a small oddments box containing additional USB ports.

But the big surprise is the amount of head, leg and shoulder room on offer back there. The door aperture is enormous and the front seats quickly tilt and slide forward with the flick of a single handle, so entry and egress is relatively easy.

It's an ultra-comfortable and relaxed place to be, and at 183cm I could sit behind the front seat set to my position with heaps of headroom and three to four centimetres of knee clearance. Finding space for your toes under the front chair is more of a challenge, but an extended journey in the back of the Lusso would be fine.

The only caveat there is the test vehicle’s optional 'Panoramic Glass Roof' ($32,500!), which essentially removes the roof lining, and it would be interesting to sit in a car without it.

Cargo space is real-world useful, with a substantial 450 litres on offer with the rear seats upright, and a full 800 litres available with them folded down.

There’s no spare tyre; a 'can of goo' repair kit being your only option.

At $578,000, the GTC4Lusso is in serious money territory, and as you’d expect, the standard features list is equally imposing.

Highlights include, bi-xenon headlights with LED indicators and daytime running lights, LED tail-lights, 20-inch alloy rims, electric cargo door, front and rear parking sensors plus rear parking camera, cruise control, dual zone climate control air, integrated peripheral anti-theft system (with anti-lift), keyless entry and start, the 10.3-inch touchscreen interface managing 3D navigation, multimedia and vehicle settings, eight-way adjustable electric seats with heating, pneumatic bolsters and lumbar adjustment, plus three memories, carbon ceramic brakes, electric steering column adjustment with memory and ‘easy entry’ function, a tailored car cover and even battery conditioner.

And that’s before you get to the 'usual' stuff like a herd’s worth of leather lining the interior, cranking nine-speaker audio system, electric windows and mirrors, and all the dynamic and safety tech we’ll get to shortly. 

Then, there’s the options list.

There’s a persuasive theory that says once you cross a certain car purchase dollar threshold, let’s say $200k, those options had better be pricey or owners won’t have anything to brag/complain about when introducing their latest acquisition to colleagues in the yacht club car park.

“You know how much that sunroof cost me… just the sunroof? Yep, 32 grand… I know, right!”

By the way, the price of that ‘Low-E’ glass roof will buy you a Subaru XV Premium that Richard tested recently… complete with standard sunroof! 

Short story is ‘our’ car featured $109,580-worth of extras, including the roof, forged rims ($10,600), ‘Scuderia Ferrari’ shields on the fenders ($3100), ‘Hi-Fi premium’ audio ($10,450), and a (must have) front and rear suspension lift system ($11,000).
 
The carbon-rich steering wheel with F1-inspired LED shift lights is a lazy $13k, and the super-cool enamel badge under the lip of the rear spoiler is $1900.

You can point fingers and feign shock at numbers like these, but it all goes to the ultimate personalisation process that is the Ferrari purchase experience; to the point where the factory is now installing a sizeable plaque in each of its cars, listing the options fitted and confirming its original specification for evermore.

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.

The Lusso is powered by a 6.3-litre, 65-degree, naturally aspirated V12 producing a monumental 507kW (680hp) at 8000rpm and 697Nm at 5750rpm.

It features variable valve timing on the intake and exhaust side, the rev ceiling is a lofty 8250rpm, and revisions from the FF installation include redesigned piston crowns, new anti-knock software, and multi-spark injection, for a four per cent gain in power and two percent rise in maximum torque.
 
Also new for the Lusso is the adoption of six-into-one exhaust manifold with equal length pipes and a new electronic bypass valve.

The Lusso features an insanely rapid-shift, seven-speed 'F1 DCT' dual-clutch transmission, working in parallel with Ferrari’s new and improved '4RM-S' system, which combines all-wheel drive, and now, four-wheel steering to enhance power down and dynamic response.

The drive and steering tech is integrated with Ferrari's fourth-gen side slip control, as well as the 'E-Diff' electronic differential and 'SCM-E' suspension damping syste.

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.

In case you're interested - and if a Lusso is genuinely on your shopping list, you're almost certainly not - claimed fuel consumption is reassuringly voracious.

Ferrari’s claimed figure for the combined (urban/extra urban) cycle is 15.0L/100km, emitting 350g/km of CO2 in the process. And you'll need 91 litres of premium unleaded to fill the tank.

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.

Although the big V12's maximum torque doesn’t arrive until close to 6000rpm, 80 per cent of it is available from just 1750, and that means the Lusso is flexible enough to dawdle around town or storm towards the horizon with massive acceleration available via a single twist of the right ankle.

We were able to burble up more than gentle inclines (at reasonable speed), in seventh gear, with the engine more or less ticking over at 2000rpm. In fact, in auto mode, the dual clutch is always keen to march towards its highest ratio.

But if the mood is a little more urgent, despite its substantial, 1.9-tonne kerb weight, (with the help of ‘Performance Launch Control’) this family-friendly force of nature can storm from 0-100km/h in just 3.4 seconds, 0-200km/h in 10.5, and on to a staggering maximum velocity of 335km/h.

From a gruff blare on start-up, through a muscular bellow in the mid-range, to a heart-pounding howl at the top end, pushing the Lusso towards its 8250rpm rev ceiling is a special event… every time.

Channelling all that forward thrust into lateral force is the job of the double wishbone front, multi-link rear suspension, with magnetic dampers and other electronic gee-whizzery in support.

Despite the 4WD system, weight balance is an ideal 47 per cent front, 53 per cent rear, with the 'SS4' torque vectoring set-up distributing torque to the front axle when required even faster than the FF.

The 20-inch Pirelli P Zero rubber grips like a Donald Trump handshake (as do the sports front seats), and the monster brakes - ventilated carbon discs front and rear - are mega.

Even in tight, first gear corners the Lusso turns in quickly and progressively thanks to the four-wheel steering and excellent electric assistance set-up, remains neutral mid-corner and slams its power down on exit.
   
Switch the wheel-mounted Manettino dial from 'Sport' to 'Comfort' and the Lusso settles into an impressively supple mode, deftly soaking up even sharp imperfections.
 
In short, this is a big beast, but point-to-point, it's a fearsomely rapid, surprisingly agile and hugely entertaining drive.

You could easily characterise the Lusso’s entire drivetrain as one big active safety system with the all-wheel drive, four-wheel steering, side slip control and E-Diff keeping even the most determined attempts to overdrive the car under control.

Add in ABS, EBD, 'F1-Trac' traction control, and tyre pressure monitoring system, and it's safety fast all the way. But a big black mark has to sit next to the lack of AEB. 

If you do manage to overcome all of that and engage in a crash, there front and side airbags for the driver and front seat passenger, but no curtains front or rear. Sadly, not good enough for a car in this performance and price bracket. There are ISOFIX child restraint location anchors in each of the rear seat positions though.

The GTC4Lusso has not been tested by ANCAP.

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.

Ferrari offers a three year/unlimited km warranty, the latter part of that equation being somewhat hilarious because most Ferraris don't travel very far… ever.

Service is recommended every 12 months or 20,000km, and the seven year 'Genuine Maintenance' program covers scheduled servicing and labour along with genuine parts, oil and brake fluid for the original owner (and subsequent owners) for the first seven years of the car's life. Brilliant.