BMW 218i vs Foton Tunland

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.

In pure workhorse terms the V7-C 4x2 is the most impressive Chinese ute we’ve tested, with its ability to legally haul more than one tonne of payload while towing up to 3.5 tonnes of braked trailer unmatched by Chinese rivals (and most others). When you add purposeful styling, ample cabin space, generous appointments and a long warranty, all for less than $40K, the new Tunland model represents compelling value for money.

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.

If Oscar Wilde was correct in claiming that imitation is the sincerest form of flattery then Ford and Ram should be blushing, judging by some of the Tunland’s styling cues which appear to draw strong design inspiration from Ford’s F-150 (V7) and Ram’s 1500 (V9).

Even so, our base model V7-C 4x2 does not look or feel like the afterthought that workhorse models can represent in commercial fleets. Its alloy wheels and splashes of bright body chrome combined with body-coloured doorhandles/mirror shells and a decorative tailgate looks more upmarket than you’d expect, particularly at this low price.

Riding on a long 3355mm wheelbase with external dimensions of 5617mm length, 2000mm width and 1910 height, its traditional body-on-frame design features twin wishbone front suspension, a leaf-spring live rear axle, electric power-assisted steering and four-wheel disc brakes.

And although it’s a 4x2 it shares many of its 4x4 siblings’ off-road credentials including a useful 240mm of ground clearance, 28 degrees approach/21 degrees ramp break-over/26 degrees departure angles, 700mm wading depth and 13.5-metre turning circle.

Its external dimensions create a spacious interior that nudges the benchmark for workhorse luxury. With Daimler truck DNA evident in its digital screen displays, the plush synthetic leather trim features a combination of quilted white stitching and contrasting red stitching, plus splashes of satin chrome and dark woodgrain highlights on the dash, centre console and door trims.

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.

With its 2190kg kerb weight and 3305kg GVM, the V7-C 4x2 has a sizeable 1115kg payload rating which is the largest of the Tunland fleet.

It’s also rated to tow up to 3500kg of braked trailer and with its big 6805kg GCM (or how much it can legally carry and tow at the same time) it can tow its maximum trailer weight when carrying its maximum one-tonne-plus of payload. Those are impressive numbers unmatched by its Chinese rivals.

The load tub is protected by a spray-in liner and measures 1577mm long, 1650mm wide and 530mm deep, with 1240mm between the wheel housings ample for carrying Aussie or Euro pallets.

There’s also tailgate assist and load-anchorage points front and rear, but the front ones are mounted near the tops of the sidewalls which is not ideal for securing low loads. Anchorage points near floor level (like those at the rear) are best for securing loads of all heights.

There’s ample room in all key dimensions for the driver and front passenger, where storage includes a bottle-holder and bin in each door plus an overhead glasses holder and large glovebox.

A cleverly designed centre console offers two levels of storage, with dual USB-A ports and a 12v socket in the lower level. There’s also two bottle-holders in the centre and a large box at the back, with an internal A/C vent to keep contents cool and a padded lid that doubles as an elbow rest.

The rear doors open wide to allow easy access to a spacious rear bench seat, given I’m 186cm and have ample knee clearance and headroom when sitting behind the driver’s seat set in my position. There’s also a flat floor that saves central passengers from having to straddle a transmission hump but shoulder room for three big Aussies can be squeezy, which is okay for short trips but a limit of two would be ideal for longer journeys.

Rear passengers have access to adjustable air vents on the rear of the centre console, along with storage that includes a bottle-holder and bin in each door plus pockets on each front seat backrest. The centre seat’s backrest also folds forward to provide an armrest containing two cup-holders.

The 60/40-split base cushions can swing up and be stored vertically if more internal carrying space is required. And although there’s no dedicated under-seat storage compartments, there’s generous space for stowing soft items like sports bags, jackets etc.

The Tunland range includes the V7-C 4x2 and V7-C 4x4 workhorses aimed primarily at fleet and trade buyers plus two 4x4s variants with a more upmarket/lifestyle focus comprising the V9-L and premium V9-S.

Our V7-C 4x2 test vehicle is the tradie’s entrance to Tunland ownership, which comes standard with the same 2.0-litre four-cylinder turbo-diesel with 48-volt hybrid assist and eight-speed automatic shared by all models, for a tempting list price of only $39,990 before on-road costs. Our example is finished in gleaming Galaxy Silver which is a premium paint option that adds $690.

The V7-C comes well equipped for a workhorse with standard equipment that includes chunky 18-inch gloss black alloy wheels with 265/70R18 tyres and a full-size steel spare.

There’s also LED headlights, tail-lights and daytime running lights, side-steps, spray-in tub-liner, electronic parking brake, front/rear parking sensors, panoramic 360-degree camera with integrated dash-cam, smart key entry/start, USB ports and 12v socket, 12.3-inch driver’s digital instrument cluster, 14.6-inch infotainment screen with Apple Car Play and Android Auto connectivity, four-speaker sound system, ‘Hi Foton’ voice recognition and more.

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.

Foton’s Aucan 2.0-litre four-cylinder turbo-diesel meets Euro 6 emission standards using AdBlue and produces 120kW of power at 3600rpm and a meaty 450Nm of torque between 1500-2400rpm.

Its hybrid assistance follows convention with the turbo-diesel engine equipped with a belt-driven starter-generator paired with a compact 48-volt lithium-ion battery nestled behind the rear seat.

This combination provides not only smooth engine stop-start technology but also modest boosts in power and torque (in addition to the diesel’s 120kW/450Nm) to enhance engine response and load-hauling ability.

The ZF-designed eight-speed torque converter automatic offers the choice of manual sequential shifting using the steering wheel-mounted paddles, along with several drive modes. The V7-C is estimated to accelerate from 0-100km/h in less than 11 seconds with a top speed of around 160km/h.

Only thing missing is a locking differential, which for a 4x2 can be handy when accessing rugged worksites or pulling a boat trailer up a slimy boat-ramp.

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.

Foton claims official combined consumption of 8.0L/100km and the Tunland’s trip computer was showing 9.5 at the completion of our 294km test, which comprised our usual mix of suburban, city and highway driving of which about one third was hauling more than one tonne of payload.

Our own figure, calculated from fuel bowser and tripmeter readings, was even better at 9.2L/100km. That’s excellent sub-10L/100km economy for a vehicle weighing more than two tonnes being driven mostly on metro roads and consumption that's well within the usual 2-3L/100km discrepancy between manufacturer and real-world figures.

So, based on our test figure, you could expect a realistic driving range of more than 800km from its 76-litre diesel 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.

There’s big assist handles on the A and B-pillars which combined with the side-steps makes for easy boarding into a spacious and comfortable driving position. However, some adjustments for base cushion rake and lumbar support would be welcome.

With selectable steering feel and drivetrain settings, it’s an enjoyable vehicle to drive. The turbo diesel has excellent all-round response, with the seamless interaction of its 48V mild-hybrid assist providing extra urge from standing starts.

Although you can manually shift, the eight-speed auto gets the best out of this engine in urban use, keeping it mostly within the 1500-2400rpm band where torque is at its strongest. We also sampled the Sport and Eco drive modes but found the default Standard setting was an ideal compromise. It’s also a relaxed highway cruiser requiring only 1800rpm to maintain 110km/h.

To test its GVM rating we forklifted 830kg into the load tub, which combined with our crew of two equalled a total payload exceeding one tonne (1010kg). The rear leaf springs compressed 75mm under this weight, leaving about 40mm of static bump-stop clearance which did not display any harsh bottoming-out on our test route.

It hauled this payload with commendable ease, particularly on our 13 per cent gradient, 2.0km-long set climb at 60km/h where it quickly downshifted to fourth gear and 2400rpm (the upper end of its peak torque band) to haul this load to the summit.

Engine-braking on the way down, in a manually selected second gear, was also robust for a relatively small engine displacement restraining more than three tonnes of combined vehicle and payload on overrun. It proved to be a competent heavy load-hauler.

Our only criticisms are that the eight-speed automatic tends to hold sixth gear for too long at times, with the engine sounding and feeling like it’s really labouring before downshifting to fifth.

There were also a few settings in the touchscreen’s ‘Rear Cross Traffic Assist’ menu that could not be selected and the ‘Traffic Sign Recognition’ symbol was not displayed in the driver’s instrument display. Inchcape could not confirm if these findings were unique to our test vehicle or a broader product issue.

The latest Tunland is yet to receive an ANCAP star rating which may hinder sales, particularly to fleets.

Even so, it comes loaded with safety features like eight airbags including full-length side-curtain, driver’s knee and front-centre deployment, plus auto emergency braking (AEB) with pedestrian and cyclist detection, adaptive cruise control, lane keeping, speed sign recognition, blind spot monitoring, rear cross-traffic alert, trailer stability assist, tyre pressure monitoring, front/rear parking sensors, 360-degree camera with integrated dash-cam and more.

For junior tradies the rear bench seat has three top-tethers plus ISOFIX anchorages on the two outer seating positions.

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.

It's confidently backed by a seven-years/unlimited kilometre warranty and seven years of roadside assistance.

Scheduled servicing is every 15,000km/12 months whichever occurs first.

There’s capped pricing for the first seven scheduled services up to seven years/110,000km totalling $4492, or an average of around $640 per service.

Foton Australia currently has a national network of around 20 dealers (with plans to expand) represented in most states and territories. All can provide scheduled vehicle servicing.