BMW 218i vs LDV Edeliver 7

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.

There’s room for improvement, but that room is getting smaller. For urban daily fleet or solo operation, using the convenience of back-to-base overnight charging, it offers a compelling alternative to diesel in terms of real-world driving range, performance, payload, warranty/servicing costs... and zero tailpipe emissions.

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 SWB Low Roof rides on a 3000mm wheelbase, which is 366mm shorter than the LWB models. As a result, its compact 4998mm overall length makes it well suited to work duties that require quick steering response and easy manoeuvrability in tight spaces. Plus its 1990mm height allows easy multi-storey car park access.

The front wheel-drive chassis has MacPherson strut front suspension, a leaf-spring solid-beam rear axle and four-wheel disc brakes, with the 77kWh lithium-ion battery mounted beneath the floor to optimise cargo bay volume.

It has a clean and streamlined appearance, with a functional grille that is “required to cool any later ICE (internal combustion engine) variants” according to LDV. So, in this application, it serves no purpose other than a styling feature.

Dark grey composite mouldings are used on the lower body sections to absorb the unsightly bumps and scrapes often inflected on these areas in hard-working vans.

The cabin’s interior has an upmarket look that creates a nice working environment, with a harmonious mix of colours, seat fabrics and soft-touch materials that display good fit and finish.

However, there’s no bulkhead to separate the cabin from the cargo bay, resulting in not only higher noise levels but also no protection for occupants from shifting cargo.

The cabin floor is covered in non-slip rubber finished in a smart ‘checker-plate’ pattern that's easy to wipe clean. The dash layout is uncluttered and the controls are easy to reach and intuitive to use. The transmission shifter is a stalk on the steering column.

Although the passenger bench seat has no adjustments, the centre position is surprisingly spacious, even for people my height (186cm) as it provides about 60mm of knee clearance from the dash. However, the centre passenger must also sit with their feet in a split-level position, due to a higher centre-floor section.

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 a typically hefty 2300kg EV kerb weight, its 3650kg GVM allows for a sizeable 1350kg payload rating which is more than competitive with ICE rivals.

It’s also rated to tow up to 1500kg of braked trailer but with its 4250kg GCM (or how much it can legally carry and tow at the same time), that would require a substantial 900kg reduction in vehicle payload to 450kg to avoid exceeding the GCM. So, keep these numbers in mind if you plan to tow heavy.

The cargo bay is lined to mid-height and accessed through a kerbside sliding door with 990mm opening width, or through symmetrical rear barn-doors with 180-degree opening that’s handy for forklifts or when accessing loading docks.

The load floor, with its non-slip rubber surface, is 2547mm long and 1800mm wide with 1390mm between the rear wheel-housings.

That means it can carry up to two standard 1165mm-square Aussie pallets, two 1000mm x 1200mm Euro pallets or up to three 800mm x 1200mm Euro pallets.

And with its 1328mm internal height, it offers a competitive 5.9 cubic metres of load volume.

It’s also equipped with six load anchorage points plus bright LED lighting and a large handle at the front of the side-door opening to assist access.

Cabin storage includes a bottle-holder and bin in each front door, plus smaller bins above and below. There are also bottle/cupholders on each side of the dash and the driver has small bins on each side of the steering column.

There’s also a single glove box and a slender storage shelf above it for small items. And the centre seat’s backrest folds forward and flat to reveal a small work desk, with two more cupholders and an elastic strap to hold documents or laptops in place.

The new single-motor eDeliver7 range consists of four models, comprising SWB Low Roof and LWB Low Roof with a 77kWh battery, plus LWB Low Roof and LWB High Roof with an 88kWh battery.

Our SWB Low Roof test vehicle is the entry-level model, with a list price of $59,990 plus on-road costs. That’s considerably higher than diesel rivals like the Ford Transit Custom 320S ($55,990), Hyundai Staria-Load ($46,740) and Toyota’s dominant HiAce ($50,886).

Our example, finished in 'Blanc White', comes standard with 16-inch steel wheels and 215/65R16 tyres plus a full-size spare. There’s also a Type 2 11kW AC charging cable, dusk-sensing LED headlights with DRLs, front/rear fog lamps, heated door mirrors, reversing camera and more.

The keyless-entry cabin offers seating for three, comprising a driver’s bucket seat and two-passenger bench seat with heating for the two outer seating positions (tough luck if you’re in the middle during winter).

The driver’s seat has multiple manual adjustments including lumbar support and base-cushion rake, plus a fold-down inboard armrest.

There’s also a 4.2-inch LCD instrument cluster, electronic parking brake and a heated multi-function synthetic leather steering wheel with height (but no reach) adjustment.

A big 12.3-inch touchscreen controls the four-speaker multimedia system, which includes digital radio and Apple/Android connectivity. There are also two USB ports and a 12-volt socket, an extensive safety menu 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.

Our test vehicle has a permanent magnet synchronous electric motor which produces up to 150kW of power and 330Nm of instant torque, delivering drive to the front wheels via a single-speed transmission.

The driver can select three levels of regenerative braking intensity. We used the strongest setting to ensure optimum battery top-ups when driving. This setting also requires minimal use of the brake pedal, due to powerful retardation each time the accelerator is released.

There’s also a choice of three drive modes. ‘Eco’ ensures minimal battery drain but performance is restrained and speed is capped at 90km/h. ‘Normal’ offers a good compromise in engine response and energy use, with speed increased to 120km/h. ‘Power’ is also capped at 120km/h but offers the most energetic performance and consumes the most energy.

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.

LDV claims our test vehicle’s 77kWh battery can deliver a (WLTP) driving range of up to 318km. The battery was fully charged when we collected the vehicle and we drove 211km. This comprised mostly city and suburban driving, about 50km of which was hauling a one-tonne-plus payload.

At the completion of our test, the dash display was claiming average energy consumption of 26kWh/100km. So, based on that figure, LDV’s claimed range of more than 300km from a single charge (unladen) is credible.

The 77kWh battery takes about eight hours to charge from five to 100 per cent using an 11kW AC home charger, or around 43 minutes for 20-80 per cent using a 78kW DC charger.

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 no handle on the driver’s windscreen pillar to assist climbing aboard, or a driver’s left footrest, both of which would be welcome additions. The driver’s seat is comfortable and the flat-bottom steering wheel with height adjustment provides ample space.

It has clear eyelines to the large door mirrors but vision through the central rear view mirror is obscured by the thick central join of the symmetrical rear barn-doors, which is wide enough to block vision of a vehicle travelling behind. Asymmetric doors would alleviate this.

Being a solid-walled van, there’s a huge blind-spot over the driver’s left shoulder, but fortunately the left door-mirror is assisted by blind-spot monitoring. And there’s rear cross-traffic alert when reversing out of driveways or loading docks. These active aids should be mandatory on all solid-walled vans.

We’re often critical of steering and ride quality in Chinese LCVs but the eDeliver7 has refreshing chassis refinement, from its responsive and nicely-weighted steering to its relatively supple unladen ride quality.

The single 150kW/330Nm electric motor provides an effortless surge of acceleration in all drive modes, with the Power setting producing enough instant torque to make the front tyres chirp on occasions.

Its near-silent operation also ensures deceptive acceleration, which is why the absence of a digital speedo is a glaring omission and needs to be included.

The EV silence, though, is largely negated at speeds above 80km/h due to tyre roar emanating from the rear wheel-housings, which can be intrusive enough to require raised voices. Noise-absorbing materials in the cargo bay (like the HiAce’s full-length roof-liner) would be useful.

To test its load-hauling ability, we forklifted 975kg into the cargo bay. Combined with our two-man crew, this 1155kg payload was less than 200kg shy of the van’s 1350kg limit.

The rear leaf-springs barely flinched under this loading as they compressed only 25mm, which engaged large cone-shaped jounce rubbers above the springs that provide a smooth-riding second stage of support.

Impressively, changes in ride quality and acceleration were minimal, as it proved more than competent in hauling this big payload on a congested city and suburban test route which typified the urban environments these vehicles are designed for.

No ANCAP rating at this stage but it does boast a solid suite of passive and active features including six airbags, AEB, front collision warning, blind-spot monitoring, rear cross-traffic alert, lane-keeping, speed sign recognition, front/rear parking sensors, reversing camera, adaptive cruise, tyre pressure monitoring, adjustable overspeed alarm and more.

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.

LDV's warranty for the eDeliver 7 is five years/160,000km whichever occurs first, plus five years/unlimited km roadside assist.

The lithium-ion battery has a separate eight year/250,000km warranty.

Scheduled servicing is every two years/30,000km, with a capped-price of $1393 applying to the first three services up to six years/90,000km. That’s an average cost of only $464 every two years.