BMW 218i vs Lexus ES300H

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 no denying the Sport Luxury is imposing, spacious, plush, chock-full of kit, efficient, speedy and pleasingly relaxing up to a point.

But its interior is also dated and true ride comfort can be elusive beyond smooth roads for this top-of-the-line version to make the grade as a proper luxury sedan.  

The ES 300h feels more like an aspirational Toyota than a Lexus for the (wealthier) masses, especially after recent triumphs like the latest NX and RX SUVs. The Camry DNA is difficult to disguise, as the amused strangers who sat in our test car uninvited thinking it was their Camry highlights.

Sure, the hybrid is no Chevy V8, but in many other ways, the Sport Luxury seems like the modern successor to the Holden Caprice experience.

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.

Historically, cars like the ES appeal to an older and more conservative demographic, who value imposing, conspicuously-expensive looking sedans offering the luxury of space. This is the Cadillac model and our Lexus embodies it.

Which is why hire company operators snap such vehicles up. Great for airport-hotel-airport runs.

But it’s weird, given how much of Lexus’ design language is in the ES’ elaborate nose and tail treatments, how generically Toyota this looks. Certainly, our test car’s 'Sonic Quartz' white paint job does not help.

Just to reinforce this perception, two strangers were fully sat inside our unlocked test Lexus before they realised it wasn't their actual car parked nearby – a white Camry of course.

How they laughed. But if I had paid over $80K for my ES, I certainly wouldn't be amused.

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 ES 300h may look like a gussied-up Camry on the outside, but there’s very little evidence of the Toyota inside the stretched cabin, with Lexus-specific seating, trim and dashboard.

However, if you’re familiar with the latest LS, NX or RX models, much of what you see is now dated, previous-gen tech, and that’s an issue in some key ways.

Let’s start with the SL positives, though.

Quiet and free from rattles, the interior is defined by its first-class fit and finish, and then closely followed by the vast length inside, with ample room up front to stretch out and relax in. The ES’ substantial width adds to the sense of spaciousness.

Ventilation is excellent, exemplary even, with strong and effective climate control all around the car. Great for very hot days.

The front seats provide practically infinite adjustment in most directions, and include a handy thigh-support extender that – like everything else inside – moves electrically.

Comfy and supportive, they do a fine job. Effective heated and vented cushions and backrests are further bonuses.

But let's call out the hard front headrests. They feel cheap. And the ES’ age now shows in other, eyebrow-raising ways for an $80K-plus machine.

The dash is a messy mix of now-dated Lexus styling cues – from the ugly asymmetrical centre console to the single circular instrumentation dial for speed and tachometer.

The original IS 200's analogue watch face theme was cool in '99. Today's iteration looks basic.

Storage seems poorly judged given the vastness of this sedan, provided for by cavities in the sub-sized centre armrest, glove box and door bins. Note that the latter cannot hold bottles.

Then, there’s the ill-conceived touchpad that requires brain-surgery precision when fingered to navigate the main display screen when driving (though now it's also a touchscreen, and not before time); after years of various iterations of this, it remains alien and confounding in the extreme to operate. Rest assured, it's been banished in newer-gen Lexuses.

Also annoying is the infernal ‘please obey all traffic regulations’ voice warning, just like you find in a Yaris; the limited and easily-flummoxed voice-control tech and the dated and low-fi graphics for the needlessly complicated sat-nav system.

We relied on CarPlay because the in-built item endlessly let us down. Chuck them all out.

However, there are upsides to a dated interior, because even though this is a confusing and at-times intimidating button-fest, it’s still preferable to the today's everything-behind-a-touchscreen mania.

Give us physical switches and buttons every time, like the ES. Yes, the Lexus also has them replicated within the central display, but the point is, the driver has a choice.

You shouldn't be shocked to learn that the Sports Luxury impresses most as a sumptuously comfortable back-seat experience.

Rear access is easy, the passengers can adjust the front seat, climate control and audio systems via handily-sited switches (meaning they're replicated thrice in some instances).

Limo luxury amenities include individually-reclinable and heated outboard seats that are downright sumptuous, blinds for all glass (electric for the rear window), a lined centre bin, face-level air vents, two USB ports, a 12V outlet, generously-sized elbow rests on the doors, overhead lighting and door pockets are also included.

This is tailored as an airport/hotel shuttle and very comfortable doing so.

No folding backrest, though, meaning the boot – though not small at 454 litres – lacks the load-through facilities now common in most other sedans, including the Camry.

Under the flat floor is a space-saver spare with the words ‘SPACE MISER MKIII’ emblazoned across it. Classy.

In summary, the ES’ interior is one of two parts – comfortable but dated up front, invitingly lush out back. Perfect for its intended station in life then.

The second-oldest Lexus nameplate after the LS flagship, Australia skipped the fifth-gen version from 2006 to 2012 altogether because it was ousted by the smaller, sportier and more-popular IS series.

However, the latter’s 2021 demise saw the situation flipped, with the ES retaking the mantle as the affordable Lexus sedan torchbearer, while also belatedly replacing the larger GS.

This all coincided more-or-less with a facelift later that year, which brought revised front-end styling, uprated safety, updated multimedia, extra kit and a beefier body, among other changes.

Plus, a (slightly) cheaper non-hybrid ES version returned, dubbed 250. Starting from $61,620 (all prices are before on-road costs), it uses the Camry’s 2.5-litre four-cylinder atmo petrol engine.

However, the 300h hybrid from about $2K more is the better seller, with its electric motor and battery pack assistance. Our test SL flagship kicks off from $78,180, and heaves with standard equipment.

On the safety front, the usual array of driver-assist tech is present, starting with Lexus’ pre-collision system that includes Autonomous Emergency Braking (AEB), blind-spot monitor, adaptive cruise control and lane-keep warning/assist. See the safety section for more.

The biggest change inside is the now-touchscreen-enabled 12.3-inch display, boasting a 360-degree view camera, Apple CarPlay, Android Auto, digital radio, a 17-speaker Mark Levinson audio system, CD player (!) and shockingly sub-par satellite navigation.

Beyond that, Sports Luxury buyers also score tri-beam LED headlights with adaptive high beams, an informative 8.0-inch driver display, a heated steering wheel, sunroof, powered heated/vented front seats (with memory setting for the driver), a wireless charger, head-up display, keyless entry/start, powered steering column (including retraction for easier access), active noise-control tech, rear privacy glass with sunshades, a powered boot lid with kick sensor, semi-aniline leather with a choice of walnut trims, tri-zone climate control, powered/reclining/heated outboard rear seats with centre armrest climate and audio controls, 18-inch alloys and performance (but not adaptive, crucially) dampers. More on that later.

All Lexus models also include an ‘Encore’ aftersales subscription program offering myriad offers and services including 'free' car rental.

Everything but the cliché sink, then, but is the 300h SL actually good value for money?

No rival can match the Lexus’ mix of sheer size, hybrid efficiency, spec generosity and aftersales support.

But around that $80K mark, the cheaper yet roomier Skoda Superb and smaller Volvo S60/V60 and VW Arteon 206TSI all feature all-wheel drive, as do the classy Audi A4/A5 quattros, while the rear-drive-biased BMW 3/4 Series, Genesis G70 and Alfa Romeo Giulia are far more focused on character and athleticism. Serious competition all.

And, as we found out, none can be mistaken for a Camry. Image is important at this level.

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.

Doing duty in a cornucopia of Toyota products, the ES 300h’s A25A-FXS engine remains the same as the pre-facelift model, meaning it is a 2487cc (2.5-litre), double overhead cam, 16-valve Atkinson Cycle in-line four-cylinder petrol unit with variable valve timing.

In this application, it makes 131kW of power at 5700rpm and 221Nm of torque between 3600rpm and 5200rpm, and sends that through to the front wheels via an e-Continuously Variable Transmission (CVT) with a sequential shift facility offering artificially stepped 'ratios' for a more-conventional automatic transmission sensation.

A series/parallel full hybrid system, the engine is backed up by a permanent magnet synchronous electric motor, delivering 88kW and 202Nm, and is fed by a tiny 1.6kWh Nickel-metal hydride battery pack.

With only a couple of kilometres of pure-EV driving availability, and only under light throttle or when coasting along, the latter is recharged via the petrol engine as well as recaptured energy from the regenerative braking system. Combined power output is 160kW. No combined torque maximum is stated.

With an impressive power-to-weight ratio of 92kW/tonne, the 1740kg 300h needs 8.9 seconds to reach 100km/h, and maxes out at 180km/h.

To handle all that movement and mass, the steering is an electrically powered rack and pinion set-up, the front suspension consists of MacPherson-style struts and the rear suspension is made up of a multi-link arrangement.

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.

Rated as Euro 6, the ES 300h requires a minimum brew of 95 RON premium unleaded petrol.

But that’s where the bad news stops, because over 626km of all sorts of driving in hot weather with the tri-zone climate control in full workout mode, we averaged an extremely commendable 5.6 litres per 100km. Well done, Lexus.

That’s against the official combined average of 4.8L/100km, which equates to just 109 grams per kilometre of carbon dioxide emissions. Not bad.

With the 50L tank brimmed, expect a real-world range of about 890km – or 1041km using the official average fuel consumption figure.

Either way, the 300h is mighty frugal for a 5.0-metre long and 1.8-tonne luxury machine. But cab and hire companies already knew that from their Camry hybrids, right?

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.

In the right conditions, the ES 300h is a big, squishy, comfy drive. At low speeds, for instance, thanks to an airtight cabin that does a great job isolating its pampered occupants from the outside world.

You cannot hear the car on start-up because the electric motor whirrs this Lexus off the line instantly, silently and effortlessly. And aided by all the surround-view cameras, the steering is light and direct enough to make parking a breeze. Automotive Valium to soothe your weary head after a long day.

Likewise, get the ES out on a smooth motorway and that relaxed feeling remains, with the 300h being right at home as it lopes along quietly and steadily. Cocooned in sumptuous leather and walnut, the adaptive cruise control gently rolling with the ebb and flow of traffic, it’s easy to zone out in here.

Find an empty stretch of road and you might also be impressed at how instantaneous the 300h’s throttle response is, leaping into action and piling on the speed without even breaking a sweat. This thing ain't slow!

Likewise, if you must hurry through a tight set of corners, the Lexus will remain composed and in control, without skipping a beat. Even the brakes seem well tuned and nicely modulated – something that many electrified vehicles struggle to achieve. It’s all so nice and easy.

So, what’s the catch?

First of all, while hushed when pussyfooting around, the illusion of posh sophistication is shattered once the accelerator pedal is prodded down hard, with the accompanying engine noise seeming incongruous.

Perhaps it’s because we’ve been lulled into an electric peace, but once the revs are up, no amount of sound-deadening will quell the mechanical roar.

And it's that same Camry hybrid symphony you've probably heard hundreds of times before, in the back of a taxi hurrying to the airport.

Except in the Lexus, it's far-more muffled. Like you're wearing headphones. 

Then there’s the question of bonding. While the ES 300h will do what’s asked of it capably and without complaint, there is nothing to connect car with driver.

By this, we mean that the steering is remote and feels numb at all times, with little to no feedback. Enthusiasts will search for the short way home. This is the anti-Alfa Giulia - technically a rival.

Most people will not care about that, but on the Sport Luxury’s 18-inch wheel and 235/45R18 tyre package – while modest by today’s standards – the ride quality is less than ideal on anything but smooth roads.

The ES can easily cope with small-frequency surface irritations, but seems to lack sufficient suppleness dealing with larger bumps and pot holes.

There’s an underlying and often unyielding firmness that undermines this car’s luxury aspirations. We’d dial back the taut handling for more cushiness if we could. Or fit a decent set of adaptive dampers.

Plus, the Dunlop Sport Maxx tyres aren’t as quiet as we’d expect on some of our coarser bitumen surfaces.

Comfy on smooth roads, fast when you need it to be, fit enough to go exactly where you point it to without losing composure, and wonderfully economical even when driven like it’s been stolen, the 300h has much to offer from a driving point of view.

But you won’t be aching to drive it just for fun’s sake. And you’ll quickly learn which roads are less than perfect in your neck of the woods.

Tested in 2018 under a less-strict regime, the ES delivers a maximum five-star ANCAP crash-test rating result. Back then, it scored especially strongly in Adult, Child and Vulnerable Road User categories, and quite well for Safety Assist tech.

There are 10 airbags in total (offering dual frontal, side chest, side head and front-occupant knee protection). The AEB system works between 10km/h and 180km/h, while the lane-tracing, lane-keep and emergency steering assist systems are operational from 50km/h to 200km/h.

Other driver-assist tech includes rear cross-traffic alert, blind-spot monitoring, adaptive cruise control with full stop/go and road-sign recognition and 'Intersection Assist' with 'Turning Assist'. The latter warns and brakes the car if the driver attempts to turn into oncoming traffic.

These are backed up by adaptive LED headlights with auto high beams, 360-degree view cameras, tyre pressure monitors and 'Lexus Connected Services' that can notify emergency services in an accident and track a stolen ES. An alarm with intrusion sensor is also fitted.

You’ll also find anti-lock brakes with brake-assist and electronic brake-force distribution, stability and traction control systems, three rear-seat child-seat tether anchorages and two ISOFIX latches, fitted to the outboard positions of the back bench.

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.

Here is where Lexus really excels nowadays.

Since the beginning of 2021, it caught up with most other manufacturers by offering a five-year, unlimited kilometre warranty with roadside assistance – up from four-years and 100,000km previously. Free towing and loan vehicles are provided for that period, too.

Service intervals are at 12 months or 15,000km, whichever comes first.

The ES offers three years and 45,000km of capped-price servicing, with each one costing $495 – as well as a free loan vehicle and car wash.

Plus, there’s also Lexus’ ‘Encore’ aftersales subscription program offering myriad offers and services.