BMW 218i vs Toyota Granvia

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 Granvia VX is great at being plush, comfortable and easy to drive, but it's not as practical as a people mover should be. And while the engine provides a great driving experience, you'll be filling up the tank often if your trips are mainly urban and city focused.

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 Granvia is a new-generation people mover based on the Toyota HiAce commercial van and arrived in Australia in 2019. The resemblance to the HiAce is obvious although dressed up in its Granvia clothes it's a handsome and professional looking little bus.

I'm a fan of the protruding nose (which helped it earn the five-star ANCAP rating, see more on safety below) and I even like its big, shiny Transformer face and the 'L-shaped' tail-lights which aren't to everybody's taste.

Also, when I say little bus that's only in comparison to actual buses, like the one I convinced people not to get on in my video. Compared to a seven-seater SUV such as the Kia Sorento or Toyota Kluger, the Granvia is enormous.

Look at the dimensions. The Granvia is 5300mm long, 1990mm tall (not counting the aerial) and 1970mm wide, not counting the wing mirrors (which can be folded in).

While the length was hardly ever a problem for me while driving it over the week, the height saw me just make it under the 2.0m clearance in our underground carpark and I had to fold the aerial down to do it. Beware, many carparks have a max headroom of just 1.9m.

The cabin of the VX is impressively plush from the quilted leather reclining second-row seats to the 'woodgrain-look' trim throughout.

During my test I played bus driver to a number of passengers (no, seriously I picked up random strangers off the side of the road – see the video) and all were impressed by the Granvia's premium-feeling interior.

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 Granvia VX tested was an eight-seater (four rows of two seats) and being so tall and long would mean the space inside is going to be good, right? Nup. The Granvia doesn't seem to make the best use of its enormous cabin.

Seating, while undeniably comfortable and luxurious in the second and third rows, doesn't offer great legroom when you have a full load of people on board. I could only just sit behind my driving position in the second row and then behind that in the third row, but there was no way I could then fit in the fourth row.

And while cabin storage is great with the biggest centre console bin I've ever seen – I could fit my head in it (see the video) – and there are 10 cupholders, six coat hooks and a folding table, there isn't a boot or any room for cargo, not in the eight-seater (with all seats in use) I tested anyway. With all four rows in place there is only enough room for a few items no wider than a box of cereal (watch the video, to see what I mean).

Folding up the base on the fourth row seats means they can slide forward and that does free up a little bit of space for cargo, but if you are only going to be using the Granvia for six people, then my advice is to go with the six-seater and have a big boot at your disposal all of the time.

The Granvia VX is outfitted well with charging points – there are seven USB ports all the way back to the third row and two 12-volt outlets.

We'll get to what the Granvia is like to drive in a moment, but what I can say here is that the driver and passengers sit high, like looking-down-on-four-wheel-drive-utes high.

Access into the front seats is a bit of a climb up and proved tricky for my 75-year-old Dad with his gammy knee, but entry into the second-row seats was easy thanks to a wide step and a large aperture.

The small table between the second-row seats blocks the aisle, so the only way to get to the third row is by sliding the second row forward. Fourth row access is more difficult but compared to entry into the back row of most seven-seater SUVs it's a breeze.

We tested the Toyota Granvia VX eight-seater which lists for $74,990, before on-road costs, and sits at the top of the range. That said, there are only two grades in the line-up – the entry point known simply as Granvia which comes in six- ($62,990) and eight-seat ($64,990) versions and the Granvia VX which also comes in those two seating configurations and costs the same for both.

Standard features on the VX eight-seater include LED head and tail-lights, proximity unlocking, auto sliding side doors, power retractable heated wing mirrors, 17-inch alloy wheels, sun shades for all rear side windows, a 7.0-inch touchscreen with sat nav, Apple CarPlay and Android Auto, and a 12-speaker Pioneer stereo.

A special shout-out goes to the seating. Coming standard are quilted leather seats for the first, second and third rows, while the rear (fourth row) is a vinyl bench seat with a 60/40 split.

The second row consists of power adjustable ottoman style recliners - think business class airline seats, while the third row is a pair of manually adjustable captain's chairs, similar to the front seats which are power adjustable. My passengers loved the second-row seats. One even said, "I've never flown business class by I feel like I have now."

Is it good value? Well, not really. See $75K is a lot to spend on a Toyota people mover, especially considering the Tarago (which has been axed and effectively replaced by the Granvia) at its priciest is $65,261.

The top-of-the-range Kia Carnival Platinum lists for $62,790 and a Hyundai iMax Elite is even cheaper at $48,490. But the Granvia is a more premium offering, up there with the likes of the Volkswagen Multivan Highline for $79,890 or Mercedes-Benz Valente for $59,850

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 Granvia has a 2.8-litre four-cylinder turbo-diesel engine – the same one found in the Toyota HiAce van and with 130kW/450Nm I found there was more than enough grunt to handle city duties or overtaking on motorways.

Equipped with a diesel particulate filter there's a burn-off switch located near the driver's right knee. The Granvia will tell you when it's time to activate the burn-off function.

The 2.8-litre diesel is fairly quiet and responsive while the six-speed automatic shifts smoothly. There's not much to complain about in terms of the usability of the engine and transmission, they performed well – it's just that with it having to carry around a vehicle weighing nearly 2.7 tonnes fuel economy was never going to be great (you can read about this below).

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.

The specifications given by Toyota give the Granvia's combined fuel consumption as 8.0L/100km from the 2.8-litre four-cylinder turbo-diesel.

That sounds fantastic, but in reality after a combination of motorways and urban use the trip computer was reporting 12.9L/100km. A separate fuel test (carried out by myself) saw the Granvia use 21.4L over 127km of city and urban driving (measured at the fuel pump), which comes to 16.8L/100km.

That sounds like a lot, but it makes sense when you consider how heavy the Granvia is. It's 2660kg without anybody on board! If you're carrying eight people weighing 60kg your total mass is tipping the scales at 3140kg and your fuel economy is going to be significantly higher again. The GVM, by the way, is 3500kg.

Really, the Granvia is the perfect argument for a hybrid powertrain, because tour operators or parents ferrying their family around the city are going to want better fuel economy.

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.

For a 5.3m long, 2.0m tall box on wheels the Granvia sure is easy to drive. I live in Sydney's Inner West (get your chai latte jokes out of the way now, please) and drove it daily through horrendous traffic on potholed roads, navigated through the tiniest streets and squashy car parks, went fishing in it and ate up motorway kays on the weekends.

There are going to be people who snort at that eight of 10, but I'm telling you  it's down to three things: comfort, ease and engine.

The seats were comfortable and supportive (my passengers felt the same way – again see the video of me being a bus driver), the ride is composed thanks to the suspension and no doubt the weight and the wheelbase of the Granvia.

The visibility is excellent thanks to those giant windows, the ride height and tech such as that digital rear view mirror, while the steering is light, and the turning circle is excellent at 11.0m.

Finally, that 2.8-litre turbo-diesel engine. Yes, it's thirsty but from a driving perspective only it's great – smooth and responsive.

Often vans are prone to a booming sound reverberating around the cabin and the Granvia VX was also a victim of this phenomenon with road noise echoing around inside. It's not bad and I could still hear people in the second and third rows, however.

The Granvia scored the maximum five-star ANCAP rating when it was tested in 2019. The amount of standard safety equipment is outstanding, particularly for a van with commercial origins.

Coming standard are nine airbags including ones which go all the way back to cover the fourth row and for child seats there are four ISOFIX points (second and third rows) and four top tether points (second and third rows).

The level of advanced safety equipment is also outstanding. Coming standard is Toyota's 'Safety Sense' pack which brings AEB with cyclist and pedestrian detection, lane departure alert with steering assistance, road sign recognition, auto high beam and active cruise control.

A full-sized spare wheel is located under the Granvia VX.

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 Granvia is covered by Toyota's five-year, unlimited kilometre warranty. Servicing is recommended by Toyota at six-month/10,000km intervals with capped price servicing of $240 per service for three years or 60,000km.