BMW 218i vs Geely Starray Em-I

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.

While it has a few quirks and flaws, there is a lot to like about the Starray. For starters, the value it offers at its price point is excellent and will really put pressure on its competition. The design may lack flair, but it does have a roomy cabin with a good multimedia system, so it’s family friendly and easy to live with.

Yes, it could do with some refinement of its on-road manners and driver assistance features, but for the value it offers and the frugal powertrain, it will no doubt find plenty of buyers who enjoy its substance and not just its memorable name.

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

Geely is very proud of the Starray, of course, and the company gave a very detailed presentation on the thought behind the design - involving aerodynamics, Chinese ceramics and a video that appeared to show a Geely spaceship releasing the Starray into a barren landscape.

But to be perfectly honest, I wouldn’t know how to describe it to you. The Starrary is a very generic looking car to my eyes, at least. Of course it’s subjective, and there is a clear visual connection between the Starray and the EX5, which is nice. But it just doesn’t have any real visual impact that makes it stand out.

It’s the automotive equivalent of a blank expression. Maybe it’s because the brand is so new, but if you removed the badges, there’s nothing about the Starray that screams ‘I’m a Geely’, and it could be a car from any number of brands.

By comparison, there is a distinctive visual style to Geely’s rivals, namely BYD, both externally and internally, to give it character. Obviously the same is very much true for bigger brands like Hyundai, Kia and even Toyota.

Perhaps with more time Geely will make more of a design impact on our market, but for now it’s hard to say it really has any standout design elements.

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.

The one area the designers do deserve a lot of credit for is the roomy cabin. Too often modern electric or hybrid SUVs compromise interior space in the name of aerodynamics, but the Starray has generous interior space.

The front seats are comfortable and roomy, but more impressive are the rear seats. They not only offer good kneeroom and head clearance, but the seats themselves are comfortable and supportive. 

As for cargo space, the boot has 428 litre of space, which is on par with BYD Sealion 6, but smaller than the 507 litres offered by the MG HS. Space can expand to 2065 litres with the second row dropped to load larger items.

Despite the modest boot capacity, the Starray doesn’t come with a full-size spare wheel, or even a spacesaver, and instead you have to make do with a tyre repair kit.

In terms of the multimedia system, there’s a huge 15.4-inch display that takes up a lot of space, and does look like someone just glued a big iPad to the dashboard. Then there’s the increasingly common 10.2-inch rectangular digital instrument display ahead of the steering wheel.

While this setup is highly functional, it does add to the generic design mentioned earlier. It also lacks any meaningful physical buttons, with the key audio and air-con functions all housed in the giant centre screen.

Standard on both Starray grades is Geely’s Connected Services, which includes a voice assistant, 4G connectivity, live traffic updates for the in-built sat-nav, over-the-air updates, as well as online streaming, remote vehicle functions and access to Geely’s own app store.

The over-the-air updates are important, because it will allow the company to change the car over time. For example, at launch it includes wireless Apple CarPlay, but Android Auto won’t be wireless until an over-the-air update early in 2026.

The Inspire features a premium sound system from Geely’s own Flyme brand, and it’s impressive. The 16-speaker, 1000W system is powerful and offers good clarity, so it’s worth the extra spend on the higher grade on its own.

As a mid-size SUV the Starray EM-i (which stands for E-Motive Intelligence) finds itself up against a wide variety of mid-size SUVs, including the popular Toyota RAV4, Kia Sportage and Hyundai Tucson hybrids, as well as the BYD Sealion 6, Chery Tiggo 7 and MG HS super hybrids.

To make sure the Starray stands out for more than just its name, Geely is hitting the market with a very sharp value proportion.

The Starray starts from just $37,490 (plus on-road costs), undercutting the BYD and MG, but not the Chery, which offers a drive-away price of $39,990. However, that’s for Geely's entry-level Complete variant, with the higher-grade Inspire starting at $39,990 plus on-road costs, to arguably make an even better value argument.

Standard equipment for the Complete includes 18-inch alloy wheels, LED headlights and tail-lights, keyless entry and ignition, power adjustable front seats with heating and an infotainment system run through a 15.4-inch display.

While the Inspire adds 19-inch alloys, a panoramic sunroof, power tailgate, ambient interior lighting and a 16-speaker, 1000-watt premium sound system to really ram home Geely’s value push.

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 is no mechanical difference between the Starray Complete and Inspire. Geely has developed a new naturally aspirated 1.5-litre four-cylinder petrol engine that pairs with an electric motor for a combined output of 193kW.

Power is sent to the front wheels only, with no all-wheel drive option. 

There are three driving modes - Pure, Hybrid and Power - with the former able to lock the car into EV-only driving, while the latter is able to combine the electric and petrol engine for maximum performance.

Even so, Geely’s 0-100km/h claim is only a modest 8.0 seconds and has a limited top speed of 170km/h, which is fine for Australian conditions.

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.

The electric motor is powered by an 18.4kWh lithium-iron phosphate battery, which provides a claimed EV-only range of 83km, which is good for a PHEV but no longer class-leading, with some now pushing into triple digits.

Thanks to the hybrid assistance, fuel consumption is rated at just 2.4L/100km, on the combined cycle. It’s worth noting that both of those figures are to the WLTP test cycle, not the more generous Chinese testing protocol.

With a 51-litre fuel tank and the 83km EV mileage, Geely claims a total combined driving range of 943km. However, as always, we must point out that it is not really possible to achieve that 2.4L claim once the battery is depleted.

One handy feature of these plug-in hybrids with the bigger batteries is the vehicle-to-load or V2L functionality, which allows you to draw power from the battery to power small electrical devices, such as laptops or camping equipment.

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 good news is Geely gave the Starray a different ride and handling tune to what it offers in the Chinese market. The bad news is it’s the European tune.

Australian and European roads couldn’t be more different, with ours offering more potholes, bumps, dips, cracks and other imperfections that require more compliance than what’s needed for Europe’s typically smoother, less wrinkled roadways.

It means the Starray feels too firm for our back roads, but equally lacks body control at times too, so it’s not the most enjoyable SUV to drive on a winding country road. Around town the ride can get busy at times, but overall it feels better at lower speeds.

Just as importantly, the powertrain does a nice job in both conditions. It offers reasonable performance for this type of SUV, feeling slightly off the mark and effortlessly swapping between the electric motor and petrol engine.

We drove in EV mode initially and noticed the battery drained significantly in a short period, raising doubts about its ability to go 83km. However, as we switched to hybrid mode, we’ll have to reserve judgement and give Geely the benefit of the doubt when it comes to EV range.

Long story short, if Geely is serious about winning over Australian buyers, investing in local ride and handling tuning would help elevate the Starrary from just another imported SUV to something more memorable.

Geely has tried to tick all the important boxes on the safety front. In terms of passive protection the Starray has seven airbags, crucially including a centre airbag between the front occupants, which is considered necessary to achieve a five-star ANCAP score in an SUV this size.

The Starray EM-i does not currently have an ANCAP rating, however the EX5, with which it shares a platform, carries a maximum five-star rating.

As for the increasingly important active safety, there’s a comprehensive list, including autonomous emergency braking (AEB), adaptive cruise control, rear cross-traffic alert, lane keeping assist and a host of other systems reduced to a series of complicated acronyms.

However, like so many new models, while it ticks the boxes, the real-world application of these technologies is still a work-in-progress.

In particular the 'Intelligent Cruise Control' is poorly calibrated and brakes heavily for any sort of bend in the road, which is awkward and bordering on dangerous. On the freeway the Starray repeatedly slowed dramatically on gentle curves, at times wiping off more than 20km/h, leaving us feeling exposed to a potential collision from behind.

The driver attention system is another that needs more work. It’s bordering on hyperactive, sometimes activating when all you do is glance across to the central screen for a second or two. That’s not only irritating but leads you to turn off the system, thereby rendering it redundant.

In its defence, Geely is hardly alone in this department safety authorities - for now - continue to ignore real-world usage, but it’s still something the brand must address.

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.

As Geely and many other new brands are learning, it’s easy to launch a new model into Australia, but it’s a whole different story to deal with the aftersales care - servicing, warranty, etc.

“We want to ensure every day with Geely is a good day,” said Li Lei, CEO of Geely Australia.

To that end, Geely has partnered with some of Australia’s biggest dealer groups to quickly expand to 47 dealers in less than 12 months. At the same time it has built two Parts Distribution Centres in Australia and has 135 service venues, to ensure if anything does go wrong with an owner’s car it can be fixed and returned as soon as possible.

Geely is offering a seven-year/unlimited kilometre warranty for the Starray EM-i, along with an eight-year warranty of the battery pack. 

Servicing is annually or every 15,000km, whichever comes first, and with Geely’s Hybrid Assured Service Pricing you will pay $1932 over the first five years.

If you take up that offer and service with Geely, the company will also include seven years of roadside assistance too.