BMW 218i vs Mercedes-Benz A200

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.

Mercedes-Benz knows its way around a sedan, and this A-Class is a well-equipped, comfortable and efficient city-sized four-door.

But more than that, to my eyes anyway, it’s a perfect example of restrained form matching aero function with beautiful results.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel 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.

A global carmaker can’t hold its head up in public without a formal design strategy, and Mercedes-Benz uses ‘Sensual Purity’ as a guiding principle in developing the look and feel of its current models. It may sound airy-fairy, but I for one reckon it’s accurate in describing the A-Class sedan.

The overall form is flowing and minimalist, the major exception being a hard character line running down the side of the car from the trailing edge of the angular LED headlights and along the top of the doors to link with the tail-lights.

A rear-biased glasshouse emphasises the length of the bonnet, at the same time delivering a broad, muscular stance with short overhangs front and rear.

Ultra-fine panel gaps, careful sealing around the headlights and curved strakes either side of the bonnet keep the look clean and simple, not to mention super-slippery.

The interior has been styled to within an inch of its life, the dash dominated by the slick twin 10.25-inch widescreen ‘MBUX’ display covering instruments, ventilation, media and vehicle settings.

Five signature, turbine-style air vents (three in the centre, and one at each edge) lift the dash’s visual interest, and the quality of fit and finish is top-shelf.

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.

At a bit over 4.5m long, a fraction under 1.8m wide, and close to 1.5m tall the A-Class sedan is 130mm longer and 6.0mm higher than the hatch version.

The A-Class sedan driver is presented with the same sleek widescreen display as found in the hatch, and storage runs to two cupholders in the centre console, a lidded bin/armrest between the seats (including twin USB ports), decent door pockets with room for bottles and a medium-size glove box.

In a swap to the rear, sitting behind the driver’s seat set to my (183cm) position, I enjoyed adequate knee and headroom, although stretching up a to a straight-back position led to a scalp to headlining interface.

In the A 200 a centre fold-down armrest incorporates two cupholders, again there are generous pockets in the doors with room for bottles, and adjustable ventilation outlets are set into the back of the front centre console. Always a plus.

There are three belted positions across the rear, but the adults using them for anything other than short journeys will have to be good friends and flexible. Best for two grown-ups, and three kids will be fine.

One snag is the size of the rear door aperture. Okay for taller people on the way in, but a limb-unfolding gymnastic exercise on exit.

But of course the reason we’re all here is the boot, and the sedan’s extra length translates to an additional 60 litres of luggage space for a total cargo volume of 430 litres (VDA).

Extra space is one thing, but usability is another. The benefit of a hatch is a large opening that allows bulky stuff to find a home, and Merc has pushed the sedan’s boot aperture to just under a metre across and there’s half a metre between the base of the rear window and the lower edge of the boot lid.

That’s made a big difference and access is good, with the rear seats folding 40/20/40 to add extra flexibility and volume. There are also tie-down hooks at each corner of the floor (a luggage net is included) and a netted pocket behind the passenger side wheel tub (with 12-volt outlet).

At the time of writing Mercedes-Benz wasn’t quoting towing specifications, and don’t bother looking for a spare wheel, the tyres are run-flats.

The A-Class sedan is launching with two variants, the A 200 at $49,400, before on-road costs, and an entry-level A 180, arriving in August 2019 at $44,900.

We’ll cover active and passive safety tech in the safety section, but above and beyond that standard equipment for the A 180 runs to 17-inch alloy wheels, ‘Artico’ faux leather upholstery, the ‘MBUX’ widescreen cockpit display (two 10.25-inch digital screens), auto LED headlights and DRLs, keyless entry and start, auto-dimming rearview mirror, climate-control, sat nav, multi-function sports steering wheel, cruise control, rain-sensing wipers, ‘Active Parking Assist’ (with ultrasonic proximity sensors front and rear), tinted glass, plus nine-speaker, 225W audio with digital radio, as well as Apple CarPlay and Android Auto.

The A200 steps up to 18-inch alloy rims, and adds a dual exhaust system, four-way electrical adjustment for the driver’s seat (with lumbar support), a folding rear armrest (with twin cupholders), adaptive high-beam assist, and a wireless device charging bay.

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.

Both models are powered by the same 1.3-litre (M282) direct-injection four-cylinder turbo-petrol engine as the hatch, the A180 tuned to deliver 100kW (at 5500rpm) and 200Nm (at 1460rpm), with the A 200 bumping that up to 120kW (at 5500rpm) and 250Nm (at 1620rpm).

Drive goes to the front wheels only via a seven-speed dual-clutch automatic transmission.

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.

Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 5.7L/100km for both models, with a CO2 emissions figure of 130g/km.

Over roughly 250km of open highway driving on the launch program the A 200’s on-board computer coughed up a figure of 6.3L/100km. So, the real-world highway cycle figure is higher than the claimed combined number. Which is a miss, but not a massive one, and fuel-efficiency is still pretty impressive.

Minimum fuel requirement is 95 RON premium unleaded, and you’ll need 43 litres of it (plus a 5.0-litre reserve) to fill the tank.

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.

Three things stand out on first meeting with the A-Class sedan – ride comfort, steering feel, and road noise, or rather the lack of it.

The ‘biggest’ compliment you can pay a small car is that it rides like a bigger one, and behind the A 200’s wheel you’d swear the wheelbase was appreciably longer than the 2.7 metres it actually measures.

Over long undulations, even higher frequency bumps and ruts, the A-Class remains stable and composed thanks to a thoroughly sorted (strut front, torsion beam rear) suspension, with beautifully progressive damping a particular highlight.

Electromechanically-assisted steering points accurately and delivers good road feel without any undue vibration. And despite the A-Class launch drive loop covering typically coarse-chip bitumen roads through rural Victoria, overall noise levels remained impressively low.

Acceleration is brisk rather than properly sharp, but in the A 200 there’s more than enough oomph to keep things on the boil for easy highway cruising and overtaking.

With maximum torque available from just above 1600rpm, and a seven-speed dual-clutch auto transmission keeping revs in the sweet spot, the A 200 breezes through the cut and thrust of city traffic, too.

Auto shifts are smooth and quick, with manual changes via the wheel-mounted paddles adding even more direct access to your ratio of choice. And the bonus is no sign of the slow-speed shuntiness sometimes exhibited by dual-clutch autos, especially in twisting, three-point parking manoeuvres.

Special call-out for the cruise control which responds to adjustments quickly (including 10km/h jumps up or down with a firm press of the thumb) and rapidly retards downhill speeds.

Several unbroken hours in the front seat couldn’t generate a twinge of discomfort, the brakes are strong, and over-shoulder visibility is marginally better than in the hatch (not that it’s a weakness in the latter).

Add the sleek and intuitive multimedia system, high-quality audio, plus excellent ergonomics and you have a neatly resolved compact sedan that’s easy to use in the city and suburbs, keeping solid road-tripping ability up its sleeve as well.

Think automotive safety and Mercedes-Benz will be one of the first names to pop into your mind, and the A 180 offers in impressive suite of active features including ABS, BA, EBD, stability and traction controls, a reversing camera (with dynamic guidelines), ‘Active Brake Assist’ (Merc-speak for AEB), ‘Adaptive Brake’, ‘Attention Assist’, ‘Blind Spot Assist’, ‘Cross-wind Assist’, ‘Lane Keep Assist’, a tyre pressure warning system, the ‘Pre-Safe’ accident anticipatory system, and ‘Traffic Sign Assist’. The A 200 adds ‘Adaptive Highbeam Assist’.

If all that fails to prevent an impact you’ll be protected by nine airbags (front, pelvis and window for driver and front passenger, side airbags for rear seat occupants and a driver’s knee bag), and the ‘Active Bonnet’ automatically tilts to minimise pedestrian injuries.

The A-Class was awarded a maximum five ANCAP stars in 2018, and for smaller occupants there are three child restraint/baby capsule top tether points across the back seat, with ISOFIX anchors on the two outer positions.

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.

Mercedes-Benz covers its passenger car range with a three year/unlimited km warranty, like the other two members of the German ‘Big Three’ (Audi and BMW) .

That lags behind the mainstream market where the majority of players are now at five years/unlimited km, with some at seven years.

On the upside, Mercedes-Benz Road Care assistance is included in the deal for three years.

Service is scheduled for 12 months/25,000km (whichever comes first) with pricing available on an ‘Up-front’ or ‘Pay-as-you-go’ basis.

Pre-payment delivers a $500 saving with the first three A-Class services set at a total of $2050, compared to $2550 PAYG. Fourth and fifth services are also available for pre-purchase.