BMW 218i vs Renault Arkana

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 Arkana is a stylish alternative in a sea of same-same compact SUVs. It's relatively well equipped and has some hidden gems in its ownership and running costs that elevate it above some of the competition.

It’s not a bad thing to steer, either, but the lurchy dual-clutch could be a deal breaker for some.

The sweet spot is the Techno, which misses out on the Esprit Alpine’s special touches but represents the most bang for your buck.

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

This update isn’t a massive overhaul of the Arkana, rather its “refreshing and enhancing” what was already there according to Renault Australia.

And this remains true with the car’s styling. Not much has changed on the outside except for a few minor garnishes and flourishes, especially on the Esprit Alpine variant.

The coupe styling isn’t for everyone. It’s more popular in Europe than Australia but if you want to stand out from the crowd it’s a good place to start.

The Arkana has curves in all the right places and its little grille made up of little Renault badge diamonds is a welcome addition in a world of wide mouth front ends. The C-shaped LED headlights and a large Renault badge add a bit of pop to its look.

The pinched rear end has LED lighting that runs from the tail-lights to the centre badge and Arkana is spelled out in big, bold letters.

The Esprit Alpine stands out with gunmetal highlights on the front bumper and the front and rear skid plates in the same colour. It also adds a Esprit Alpine badge below the side mirror and front door sill plates.

The Esprit Alpine has 'Tricolour' stitching in red, white and blue on the door trim and steering wheel, which is complemented by blue contrast stitching on the gear shifter, seats and centre console.

Cabin quality is variable. There are some nice feeling materials used on the dash and on the door trims but below eye level there are lots of hard wearing plastics. A big slab of faux wood running along the dashboard doesn’t feel as high-quality as you would like. The quality drops a bit in the back row, which is where carmakers often try to cut costs.

Solid white is the only no cost paint colour, but it is not available on the Esprit Alpine. Metallic white, blue, black, grey and red cost $750.

Buyers can also option a black roof for a two-tone look for $600.

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 Arkana isn’t a family SUV, but rather is pitched at younger couples and empty nesters. 

Up front there is great forward vision with a higher seating position than hatchbacks and sedans. Electronically adjustable seats and a manually moveable steering wheel means there’s a good seating position for pretty much everyone.

The seats are comfy and the multimedia screen and climate controls are easy to reach. The centre console has a wireless device charger, two USB-A charging ports and a 12-volt socket to keep various devices juiced up. 

Two cupholders take up most of the space with minimal storage space leftover. There are decent sized storage bins in the doors and a little net in the passenger seats footwell to stop small items rolling around. 

Back seat passengers have their own air con vents and USB charging ports, which is a welcome addition.

In the rear pew is where the Arkana’s stylish coupe-like design dents its practicality. The sloping roof shrinks the windows and reduces headroom, which makes it feel a bit gloomy compared to more boxy-shaped SUVs that makes it no-no for smaller kids.

The boot is a decent size, but it’s longer and lower than other SUVs, which is the price you pay for looking good. 

Initially Renault is launching with just two variants, the mid-tier Techno and top-spec Esprit Alpine, which replace the formerly named Intens and R.S. Line variants. 

Despite the update, prices remain the same with the Techno starting at $41,000, before on-road costs, and the Esprit Alpine from $45,000.

An entry-level Evolution grade will arrive later to take the place of the old Zen variant. Expect it to be priced from $37,500.

The Arkana isn’t the cheapest compact SUV on sale with lower starting points for the Hyundai Kona, Kia Seltos and Mazda CX-30 ranges. It is cheaper than the hybrid-only Toyota C-HR and its French rival, the Peugeot 2008.

The two model grades are fairly well stacked with gear to justify the price, though.

Techno shoppers can expect 18-inch alloy wheels, which swell to 19-inche on the Esprit Alpine and all variants have LED head and tail-lights.

Step inside and the Techno grade has black leather and synthetic suede accented seats, which upgrade to more premium synthetic leather and suede upholstery with contrast blue stitching and Alpine badging in the top-spec grade.

The front seats are heated in both grades and the Esprit Alpine has a heated steering wheel, too.

On the tech front both variants have a 9.3-inch portrait-shaped multimedia display paired with a 10.25-inch digital driver display.

Apple CarPlay and Android Auto wireless smartphone mirroring is standard.

The Esprit Alpine version ditches the six-speaker stereo in the Techno for a booming eight-speaker Bose system and it adds a sunroof.

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 Arkana keeps the 1.3-litre four-cylinder turbocharged petrol engine from before. It makes 115kW and 262Nm and is paired with a seven-speed dual-clutch auto that drives the front wheels. 

That’s plenty of grunt for a car this size, but it’s let down by a glitchy transmission that hesitates a lot at lower speeds and doesn’t do its best work when asked to hustle, either.

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.

Efficiency is the name of the game with the Arkana’s little turbo engine. The French brand claims it drinks 5.9L/100km on the combined (urban/extra-urban) cycle but we averaged 7.5L/100km on our circa two-hour country road drive according to the trip computer.

The higher speed twisting and turning country roads we drove on aren’t conducive to low fuel use, though.

It has a 50-litre fuel tank and only requires cheaper 91 RON petrol, which is rare for little turbo engines that usually have premium tastes.

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.

The Arkana is a bit of a mixed bag on the road. Its engine is a nice little unit but the dual-clutch auto deflates the drive experience.

At lower speeds it hesitates and then gives too much oomph all at once, which can result in some wheel spin. It means you need to be mindful at T-intersections and when turning across traffic and feather the pedals. 

This is a symptom of most dual-clutch autos but the Arkana’s is less sophisticated than say ones fitted to Volkswagens, and the Arkana doesn’t have the meaty power and torque bands of performance cars. A conventional torque converter auto would suit it better.

The Arkana does some of its best work at higher speeds, where the dual-clutch is more decisive and it's an admirable highway cruiser. 

It isn’t a bad operator through the bends where it exerts excellent body control to minimise rolling. This is complemented by nice steering that is well weighted and accurate. Pedal feel is excellent with no woody or doughy feel to them.

The suspension is on the firmer side and you’ll feel some harsh bumps, especially over consistent smaller ones that it will crash over.

Its rear torsion beam suspension set-up is less sophisticated than the multilink arrangements found in an increasing number of competitors in the segment.

Road noise is noticeable at higher speeds. There's a fair bit of wind noise, too, but it was an especially windy day on our test drive.

The Arkana isn’t a sports car but is a stylish SUV for punting around town and facilitating weekend getaways, but there are other compact players that answer this brief better.

The Arkana holds a maximum five-star ANCAP rating, but it is based on the 2019 crash test of the Renault Captur, with which it shares much of its underpinnings. This rating is due to expire in late 2025.

There are six airbags and a range of active driver aids included as standard and the update adds a 360-degree camera view to all grades.

This joins auto emergency braking with pedestrian and cyclist detection, lane keep assist, blind-spot monitoring, rear cross-traffic alert, radar cruise control and speed sign recognition.

A lot of carmakers just tick the box for active driver aids but don’t think of the calibration. Not Renault. The driver aids barely interjected during the launch drive and only chirped up when needed, which is a welcome reprieve from the overly touchy and nannying sensors found in other cars.

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.

There is one part of Renault’s ownership credentials that others can’t match.

Its service intervals are every 12 months and a whopping 30,000km, which is double the industry norm of 15,000km. 

If you need to do big kays such as a sales rep or rideshare driver might this will be extremely important.

Five years or 150,000km of capped price servicing visits costs $2385, which is one the expensive side compared to Honda, Hyundai and Toyota but is in the ballpark of similar-sized Kias and Volkswagens.

Renault covers the Arkana with a five year/unlimited km warranty - par for the course in the mainstream market - and five years of roadside assistance.