BMW 218i vs Hyundai Ioniq 6

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 Hyundai Ioniq 6 will stand out in any automotive crowd, thanks to its distinctive aero-influenced design.

It’s well-equipped for the money, surprisingly roomy, energy efficient and notwithstanding some niggles around the ride and steering feel, comes up to scratch dynamically.

Does it do enough to apply the thumb screws to the likes of Tesla's Model 3? I think it’s got a pretty good shot, and it will be interesting to see if EV buyers embrace the car’s unusual streamlined look.

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.

Lots of cars are said to be “shaped by the wind” but all you have to do is look at the Ioniq 6 to know that in this case it’s 100 per cent true.

In fact, images of the car in Hyundai’s wind tunnel show it performing more like a perfectly shaped wing than a four door sedan.

With a drag co-efficient (Cd) of 0.21 it’s slicker than the ultra low-drag Tesla Model 3 and Porsche Taycan. And while not conventionally pretty it’s certainly a striking and unusual design.

Flush door handles? Of course. Carefully sculpted spoilers front and rear? Yep. Active air flaps? Check. The RWD Dynamiq’s 18-inch alloy rims are shaped for aero efficiency, while the top-spec Epiq grade even swaps out conventional side mirrors for super-cool digital cameras and interior OLED screens.

And the sleek looks continue inside with a two-section dash divided horizontally by a swoopy winged insert and topped with a pair of 12.3-inch screens covering multimedia and instrumentation.

The look and feel is minimalist. A lot of the controls are on screen or digital, but a physical dial for audio volume gets a big safety and convenience tick. 

No gearshift in the bridge-like centre console. A rotary stalk is located behind the steering wheel on the right-hand side.

There’s configurable ambient mood lighting with six pre-selected themes and the materials used inside are suitably eco-friendly.

Cloth seat trim is recycled PET plastic, as is the headliner, the dashboard skin is manufactured using bio-ethanol, the carpet is made from recycled fishing nets (!), and bio paint (partially derived from vegetable oils) is used on the doors. 

Yes, there’s leather, but its dyeing process uses biodegradable flaxseed oil rather than conventional pigments, which is a good thing in terms of fewer harmful microorganisms in waste water, and is claimed to reduce CO2 emissions by 3.8kg per car. 

On the outside, recycled pigment paint made using ‘end-of-life’ tyres is applied to the body cladding, and bamboo charcoal pigment paint is used in the ‘Digital Green’ pearl colour option.

Speaking of which, there are seven other colours available; three more pearl shades - ‘Abyss Black’, ‘Ultimate Red’ and ‘Biophilic Ink’, as well a single metallic ‘Nocturn Gray’ and a solid ‘Byte Blue’. ‘Gravity Gold’ matt finish is the only extra-cost choice at $1000. 

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 Ioniq 6 is just under 4.9m long and the wheelbase is close to three metres, so no surprise there’s an impressive amount of space inside the car.

A flat floor enhances the roomy feel, plus controls for windows and mirrors are located in the centre console or on the dash rather than the front doors, which has allowed the armrests to be trimmed down for some extra breathing space.

As mentioned earlier, there’s no gearshift in the centre console, either. It takes the form of a rotary stalk on the right hand side of the steering column. It doesn’t take long to get used to and I found it pretty handy to use.

There are large bins in the doors with space for bottles, two cupholders in the console and a medium-sized lidded storage box (which doubles as a centre armrest) between the seats.

A lengthy tray underneath the main console keeps additional loose items under control and a generous glove box slides out from the dash rather than flipping open. So, there’s plenty of storage on offer.  

Move to the rear and it feels like you’ve teleported into the back of a stretch limo. With the driver’s seat set to my 183cm position there is huge legroom.

Hyundai says thanks to the use of high strength steel the backs of the front ‘relaxation’ seats fitted to the AWD models are appreciably thinner than normal, also increasing rear space.

Rear headroom is fine sitting in a normal, relaxed position, although sitting bolt upright my bonse grazes the headliner. 

Three abreast for adults will be okay for short runs, but not a goer for lengthy road trips. Three up to teenage kids will be fine, though.

Speaking of kids, parents will appreciate ‘Quiet Mode’ which limits audio to ‘25’ in front and mutes the rear. Perfect for uninterrupted sleep back there, or keeping the noise to a minimum for those furiously focused on their favourite game or a movie.

Backseaters are provided with bins in the doors, although the section scooped out for bottles is small, there are two cupholders in the fold-down centre armrest, netted map pockets on the front seat backs and a small slot for keys or a phone under the adjustable air vents at the rear of the front console.

Connectivity and power options run to three USB sockets in the front (one Type-A for media and charging, plus two Type-C for power only), a 12-volt socket under the front console, and two Type-C ports in the back. That’s plenty. 

Boot space is 410 litres (VDA), and the rear backrest split-folds 60/40 to liberate more room. Worth noting there are no tie-down anchors in the boot, but there is an underfloor storage compartment, plus a 45L ‘frunk’ under the bonnet of the RWD and a 14.5L storage space in the front of AWD models.

The boot lid is powered but there’s no spare, just a mobility kit. Grrrr!

If you want to hook up the tinny or camper trailer, towing capacity is 1500kg for a braked trailer and 750kg unbraked.

A bi-directional ‘Integrated Charging Control Unit’ (ICCU) allows for ‘Vehicle to Load’ (V2L) functionality on the inside and the outside of the car. There’s a house power-style three-pin outlet at the base of the rear seats or a simple adapter plugs into the charging outlet. Super-handy for camping, picnics, you name it.

Hyundai is offering the Ioniq 6 in three grades, the RWD Dynamiq at $74,000, before on-road costs, then the AWD Techniq at $83,500 and top-spec Epiq at $88,000.

At those prices you’re going to want a substantial list of included features, and aside from the performance and safety tech we’ll get to shortly, the standard equipment list is long.

The entry-grade Dynamiq features remote start, capacitive touch front door handles, dual-zone climate control, twin 12.3-inch screens covering multimedia and instrumentation, sat nav, a head-up display, Bose eight-speaker audio (with digital radio), Android Auto and Apple CarPlay, leather-appointed seats, leather-appointed steering wheel, alloy pedal covers, 10-way power-adjustable and heated front seats, LED headlights and tail-lights, auto rain-sensing wipers, a power (hands-free) boot lid and 18-inch alloy wheels.

Hyundai’s Bluelink connected car services are on board as is over-the-air software update capability. 

The Techniq adds a glass sunroof, 20-inch alloys shod with Pirelli P Zero rubber, ventilated front ‘relaxation’ seats, a heated steering wheel and heated rear seats.

Then the Epiq tips in digital side mirrors, a battery conditioning system, and high-efficiency (heat pump) heating.

Tesla’s three-grade Model 3 line-up is similar with a RWD entry model. It’s well specified and roughly $10K cheaper, but can’t match the Dynamiq’s driving range. The two more premium Model 3 variants are AWD and close on price to their Ioniq 6 equivalents.

Like the Ioniq 5 this car will be sold via a ‘direct to consumer’ online model, with dealer “delivery partners” charged with getting it into peoples’ hands.

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 entry-grade Ioniq 6 is the rear-wheel drive Dynamiq, featuring a 168kW/350Nm permanent magnet synchronous electric motor on the rear axle powered by a liquid cooled lithium-ion battery.

The all-wheel drive Techniq and Epiq models feature an additional permanent magnet motor at the front for a combined output of 239kW and 605Nm.

Drive is fed to the wheels via a single-speed reduction gear auto transmission on the rear or both axles.

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.

All versions of the Ioniq 6 carry the same 77.4kWh lithium-ion Polymer battery and the car’s 800V architecture allows it to use 350kW DC fast charging for a 10-80 per cent fill in 18 min.

The number of genuinely fast chargers available is increasing rapidly and that fill time is impressive.

Drop to 400V (50kW charging) and that time increases to 73 min, while 7.0kW AC charging from 10 to 100 per cent will take close to 12 hours.

The ports behind the not-fuel flap are a Type 2 for AC and CCS Combo2 for higher powered DC charging.

And if all else fails, you’re also equipped with a portable charger/cable so you can access house power for a full charge in, wait for it… 34 hours 20 min.

Quoted WLTP range for the RWD Dynamiq is 614km, that number dropping to 519km for the more powerful, dual-motor Techniq and Epiq models.

The WLTP combined cycle energy consumption figure for the Dynamiq is 14.3kWh/100km, with the Techniq and Epiq models at 16.9kWh/100km.

A ‘Disconnector Actuator System’ (DAS) on the front axle of the AWD grades is able to automatically engage and disengage drive to the front wheels as required, to reduce mechanical drag, lower energy consumption and increase driving range.

On test, in the Dynamiq, over a mix of suburban, b-road and freeway running we saw an average of 16.1kWh/100km which is a pretty good result.

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.

Hyundai claims the RWD Ioniq 6 Dynamiq will accelerate from 0-100km/h in 7.4 seconds, which is not hanging around, and it feels every bit that quick. 

In fact, it has more than enough performance for sharp response in the city and easy cruising on the highway.

Step up to the AWD Techniq or Epiq and you’re hitting 100km/h in just 5.1 seconds, which is properly rapid. 

A single-speed ‘shift-by-wire’ reduction gear auto transmission sits on the rear or both axles and you have the choice of ‘Normal’, ‘Eco’, ‘Sport’ and ‘Custom’ drive modes, which fine-tune power output, accelerator response, steering weight as well as power distribution between the axles on AWD models.

Hyundai’s ‘E-Active Sound Design’ (e-ASD) changes the ‘sound texture’ as you drive with a noise roughly approximating Luke Skywalker’s Landspeeder coming through the speakers.

It’s fun for a while, but I found myself turning it down, then off, for the majority of the launch drive. And in that silent mode you can feel and hear (or not?) the impact of the car’s super-slippery shape. No wind noise and only modest tyre rumble at 110km/h on the freeway. 

The Ioniq 6 sits on Hyundai’s ‘Electric Global Modular Platform’ (E-GMP) which features the flat battery pack mounted low down, skateboard-style, between the axles. 

Suspension is strut front, five-link rear, and although the set-up hasn’t been tuned locally, Hyundai Australia says it’s been involved in the development. 

The front seat remained comfy after hours behind the wheel, but it must be said bumps and thumps from typical highway surfaces made their presence felt on a regular basis.

That’s not unusual for a full electric vehicle, but with the RWD Dynamiq riding on relatively cushy Hankook 225/55 ventus S1 evo3 rubber, it’s surprising.  

In corners you can feel the effect of the car’s low centre of gravity with the battery and motor(s) mounted low in the chassis. It hunkers down and remains beautifully balanced and secure through sweeping bends.

But even though the car points nicely, a meaningful connection between the front tyres and your hands on the steering wheel is MIA. 

The physical brakes are vented discs at the front and solid rotors at the rear, adjustable through ‘Normal’ and ‘Sport’ settings, and they’re nice and progressive.

However, there’s more fun to be had with the regenerative braking, adjustable through three levels (‘Strong’, ‘Medium’, ‘Soft’) via steering wheel-mounted paddle shifters.

Move to the highest setting and you’re in ‘i-Pedal’ mode which means for the majority of the time easing off the accelerator is all that’s required to wash off speed before coming to a reasonably prompt halt.

In terms of ergonomics, the simple dash layout works well thanks to a sensible mix of digital and physical controls, the head-up display is crystal clear, and the big screens for media and instrumentation are hard to fault.

A word of warning, though. An over-speed chime fires four times when you even marginally exceed the detected limit. It quickly becomes intensely annoying, the saviour being an off button in the vehicle settings menu. Downside is it defaults to ‘on’ every time you stop and re-start the car. Ugh!

The Ioniq 6 showcases the latest version of Hyundai’s ‘SmartSense’ active safety suite - Everything from front and rear auto emergency braking (AEB) to a bunch of assists, including lane change, blind spot, rear cross-traffic, and heaps more. No surprise it’s scored a maximum five-star ANCAP rating.

The airbag count runs to seven - dual front for the driver & passenger), front side (covering the thorax and pelvis), full-length side curtains and a front centre/side bag to minimise head clash injuries in a side impact.

There are three top-tether points and two ISOFIX anchors for baby capsules and child seats across the rear row.

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.

Hyundai covers the Ioniq with a five-year, unlimited km warranty, with eight-year, 160,000km protection for the high-voltage battery. Both are industry standard these days.

There’s a lifetime servicing plan with maintenance intervals set at an impressive two years/30,000km. 

At this stage cost is $560 a throw, which is pretty handy when you consider the lengthy service intervals. 

A ‘Premium Roadside Support Plan’ is complimentary for the first 12 months and renewed annually while the vehicle is serviced by Hyundai.

Also complimentary is a ‘Sat Nav Update Plan’ which includes nine updates to be used within 10 years.