BMW 218i vs Infiniti Q50

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 Q50 Red Sport is a premium sedan that's great value, with a cracker of an engine. While Infiniti has improved the ride and steering, it still feels to me that the engine is too powerful for the wheels and chassis to handle. But if you're looking for something of an untamed beast, this car could be for you. Just don't say we didn't warn you.

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.

The Q50 Red Sport looks cranky from front on, which I like in a car. Yes, the grille is simplistic and gaping, the nose is a bit bulbous, and sure, side on the car looks like a Lexus IS 350, but those rear haunches and the aggro body kit with its front splitter and boot lid spoiler make for an impressive looking four-door sedan.

The update brought restyled front and rear bumpers, those red brake calipers and the dark chrome 20-inch rims and new LED tail-lights.

Inside, the cabin is an asymmetrical paradise (or hell, if you're a bit OCD like me) full of sweeping lines, angles, as well as different textures and materials.

The red stitched quilted leather seats are an addition that came with the update, so is the new steering wheel and the ambient lighting.

The 'Sunstone Red' colour of our test car is also a new hue which looks a bit like Mazda's Soul Red. If red is not you, there are other colours – hope you like blue or white or black or grey because there's 'Iridium Blue', 'Midnight Black', 'Liquid Platinum', 'Graphite Shadow', 'Black Obsidian', 'Majestic White' and 'Pure White'.

The Q50 has similar dimensions to the IS 350: both are 1430mm tall, the Infiniti is 10mm wider at 1820mm,  120mm longer at 4800mm, and has a wheelbase that's 50mm longer at 2850mm.

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 Q50 Red Sport is a five-seat four-door sedan and is vastly more practical than its two-door Q60 Red Sport sister, in that I can actually sit in the back seat. The Q60's coupe styling looks amazing, but the sloping roofline means headroom is so severely limited that it reduces the rear seats to a place to throw your jacket.

True, I'm tall at 191cm, but in the Q50 Red Sport I can sit behind my driving position with legroom to spare and more than enough headroom.

Boot space is good at 500 litres, which is 20 litres more than the luggage capacity of the IS 350.

Storage throughout the cabin is good with two cup holders in the rear centre fold-down armrest, two more up front and bottle holders in all doors. A large centre console storage bin and another big storage area in front of the shifter are great for keeping junk under control and your valuables covered.

Maybe sit down for this next bit. The Q50 Red Sport lists for $79,900. Are you okay? Do you want a moment? Remember, though that only seems like a lot because it's not a Benz or a BMW. Truth is the value is pretty good – better than a German car of the equivalent size and grunt.

Look at the standard features list: 8.0-inch and 7.0-inch stacked touchscreens, the 16-speaker Bose 'Performance Series' stereo system, digital radio, road noise cancellation, sat nav, 360-degree camera, leather seats, power adjustable from sports seats, dual-zone climate control, proximity key, sunroof, auto wipers and adaptive LED headlights.

The 2017 update brought new standard features to the Red Sport including, red stitching on the seats and dash, quilted leather seats, new 19-inch alloy wheels and red brake calipers.

Don't forget that the bang-for-buck factor is strong with the Red Sport, too. In that nose is a twin-turbo V6 that makes almost as much grunt as the BMW M3 for about $100K less. Even the 340i, which Infiniti says is a Red Sport rival, is $10K more. Truth is though, the Lexus IS 350 is the real rival to the Q50 Red Sport.

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.

Inside the Q50 Red Sport's nose is a 3.0-litre twin-turbo V6 petrol engine and it is a beautiful thing. To me this car is piece of technologically sophisticated jewellery that cradles a precious gem that pumps out 298kW/475Nm.

But I have my concerns... you can read about those in the driving section.

Shifting gears is a seven-speed automatic which delivers drive to the rear wheels.

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.

Infiniti says the V6 petrol engine in the Q50 Red Sport should use 9.3L/100km if you're using it on a mix of highways, urban streets and country roads. We only had the Q60 Red Sport for 48 hours and after a couple of days of Sydney city commutes and a trip to the Royal National Park our trip computer was reporting 11.1L/100km.

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.

Perhaps the biggest complaint we had about the previous Q50 Red Sport, which launched in 2016, was that it felt as though the chassis wasn't up to the amount of grunt running through it, and those rear wheels struggled to transfer the oomph to the road without losing traction.

We experienced the same issue again in this new car. I was breaking traction, not just in 'Sport+' and 'Sport' modes, but in 'Standard' and 'Eco', too. That was happening without pushing it hard and with all electronic traction and stability aids on.

If I was 18 I'd declare to the world I'd found my dream car - something that always wants to 'light 'em up' given half a chance. But like that one mate who always gets into trouble on a night out it's only funny when you're young.

A truly great performance car is planted, balanced and able to deliver the grunt to the road effectively. The Nissan R35 GT-R is the perfect example – a brilliant piece of machinery, a weapon of a performance car and with a chassis matched perfectly to its engine.

And that could be the issue with Q50 Red Sport - that engine feels overpowered for the chassis, and wheel and tyre package.

We also felt the previous Q50 Red Sport's ride, with its constantly adapting 'Dynamic Digital Suspension', was overly busy. Infiniti says it has developed the suspension system further and it does feel as though the ride is more comfortable and composed.

Steering was another area that we weren't overly impressed with when we drove the previous car. Infiniti's 'Direct Adaptive Steering' (DAS) system is super sophisticated and was the first in the world not to have any mechanical connection between the steering wheel and the wheels – it's all electronic.

The new Q50 Red Sport uses the upgraded 'DAS 2' and while it feels better than before, it's only in Sport+ mode that it seems most natural and accurate.

The Q50 was given the maximum five-star ANCAP rating in 2014 and the amount of advanced safety equipment which comes standard on the Red Sport is impressive. There's AEB, that works forwards and when you're reversing, forward collision and blind spot warning, lane keeping assistance and moving object detection.

There are two ISOFIX points and two top tether anchor points in the back row, for child seats.

The Q60 Red Sport doesn't come with a spare tyre because the 245/40 R19 tyres are run flats, which means even after a puncture you should be able to keep driving for about 80km. Not ideal in Australia where distances are seriously vast.

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.

The Q50 Red Sport is covered by Infiniti's four year/unlimited kilometre warranty with servicing recommended every 12 months or 15,000km.

Infiniti has a scheduled servicing program which will cost $1283 (in total) for three years.