BMW 218i vs Toyota HiAce

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 HiAce maintains its staggering 50 per cent share of the mid-size commercial van market for numerous compelling reasons including its versatility, as evidenced by the diverse range of Aussie businesses that rely on it. Toyota’s latest suite of safety and other upgrades makes it even better.

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.

Apart from the recent safety upgrades, our LWB test vehicle resolutely adheres to a design that’s been perfected through decades of hard yakka.

Its simple and robust unitary chassis features MacPherson strut front suspension, a leaf-spring live rear axle, rack and pinion steering and (on all automatic variants) four-wheel disc brakes.

The HiAce’s traditional rear-wheel drive layout has an inherent traction advantage over front-wheel drive rivals, particularly when towing and hauling heavy loads on low-grip surfaces.

It also ensures the front wheels can be turned sharply enough for its 3210mm wheelbase to deliver an impressively tight 11.0-metre turning circle. And its 1990mm height also allows access to underground loading docks and multi-storey car parks.

There’s no load-floor liner or cabin bulkhead included as standard equipment, but both are available as Toyota genuine accessories. The use of unpainted plastic bumpers is designed to best withstand the wear and tear often evident in these areas on hard-working vans.

The cabin is spacious and airy, with a neat and functional dash design featuring large and clear instrumentation and (thankfully) physical dials and buttons rather than distracting touchscreens for the main controls that are easy to reach and operate. It’s a commercial van that’s easy to live with.

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 its hefty 2260kg kerb weight and 3300kg GVM, our test vehicle has a 1040kg payload rating. So, it’s a genuine one-tonner and up to 120kg of that can be carried on Toyota’s triple roof-rack set.

The HiAce is also rated to tow up to 1500kg of braked trailer and with its 4800kg GCM rating (or how much weight it can legally carry and tow at the same time) it can carry its maximum payload while towing its maximum trailer weight. So, that’s more than 2.5 tonnes of combined cargo-carrying capacity, which would comfortably meet or exceed most job requirements.

Its cavernous cargo bay, which offers 6.2 cubic metres of load volume, is accessed from either side through sliding doors with 1010mm-wide openings, or through rear barn-doors with 180-degrees opening to allow easy forklift access.

The cargo bay is 2530mm long, 1760mm wide and 1340mm high, with 1268mm between the rear wheel housings allowing up to two standard Aussie pallets or three Euro pallets to be carried, secured by a choice of six load-anchorage points.

An unusual feature is the roof’s full-length internal lining, which we suspect contributes to at least some suppression of tyre noise emanating from the rear-wheel housings. The walls and doors are neatly lined to mid-height and there’s ample internal lighting.

Generous cabin storage includes a bottle-holder and bin in each front door, small bottle/cupholders in the centre and either side of the dash, plus a single glove box. The console between the seats offers another two bottle-holders plus generous internal storage, which is topped by a large hinged lid that can also serve as a storage tray or work desk.

The base model LWB HiAce two-seater van comes standard with Toyota’s signature 2.8-litre four-cylinder turbo-diesel (shared by all HiAce models) and manual gearbox for a list price of $51,880, but our test vehicle is equipped with a six-speed automatic and rear barn-doors which raises the price to $54,630.

Other standard equipment includes Vanilla White paint, 16-inch steel wheels with replaceable plastic covers, 215/70R16 tyres and a full-size spare, halogen headlights and DRLs, leather-accented steering wheel with multiple remote functions, power-adjustable lumbar support on the driver’s seat, a USB port and 12-volt cabin sockets, an 8.0-inch touchscreen to control the two-speaker multimedia system with Apple CarPlay/Android Auto connectivity and more.

Recent upgrades to optimise driver comfort include a new 7.0-inch digital driver’s instrument cluster (previously analogue) with nine selectable displays, plus a new refrigerant to improve air conditioning performance (even though the previous system was always ice cold), an electronic parking brake on automatic models to replace the old-school mechanical lever and electric power steering to replace Toyota’s traditional hydraulic power assistance for reduced steering effort and more advanced lane-keeping smarts.

The latest safety upgrades include ‘lane trace assist’ which is designed to help the HiAce remain in the centre of its lane when the adaptive cruise is activated (see Driving).

There’s also a new ‘emergency driver support system’ which works with lane trace assist to detect if the driver has become unresponsive when adaptive cruise is activated. If the driver doesn't respond to audio and visual alerts, the system is designed to activate the hazard lights and bring the vehicle to a safe and steady stop.

Other upgrades include ‘safe exit assist’ which links with the van’s blind-spot monitor to improve safety when exiting the vehicle on the roadside, by issuing alerts when passing vehicles or cyclists are detected.

Cruise control functionality has also been expanded, with automatic grades like ours getting ‘full-speed function’ which can automatically stop the vehicle and then resume moving without the driver needing to intervene. This is especially useful in heavy stop-start city traffic.

Passive safety has also been improved with an additional centre airbag which protects driver and passenger from colliding in an accident.

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.

Toyota’s well-proven (1GD-FTV) 2.8-litre, four-cylinder, turbo-diesel produces 130kW of power at 3400rpm and, in auto models like ours, 450Nm of torque between 1600-2400rpm. Its Euro 5 emissions compliance doesn’t require AdBlue, which minimises maintenance and running costs.

The refined six-speed torque converter automatic offers the choice of sequential manual-shifting. Fuel efficiency is optimised with full torque converter lock-up on fourth, fifth and sixth gears, along with overdrive on fifth and sixth to minimise engine rpm when highway driving. The traction advantage of rear-wheel drive is enhanced by an electronically controlled automatic limited-slip diff.

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.

Toyota claims combined cycle (urban/extra-urban) average consumption of 7.8L/100km. Our 328km of testing was conducted with the engine’s auto start/stop function switched off and comprised the usual mix of city, suburban and highway driving, of which about one third was hauling a near-maximum payload.

Our own figure, calculated from fuel bowser and tripmeter readings, was 10.7L/100km. That’s still within the usual 2.0-3.0L/100km discrepancy between official and real-world figures and not bad for a vehicle weighing more than 2.2 tonnes driven mostly in metro settings and hauling more than one tonne during our test. So, based on our real-world consumption, you could expect a driving range of around 650km from its 70-litre 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.

The driving position is comfortable thanks to a well-sorted combination of supportive seating with power-adjustable lumbar support, a leather-rimmed steering wheel that’s adjustable for height and reach and a large left footrest for extra support.

The standard kerbside sliding door includes a large window, which partly reduces the huge blind spot over the driver’s left shoulder created by the cargo bay’s solid walls.

Fortunately, the HiAce also comes standard with blind-spot monitoring to ensure safe lane-changing on multi-lane roads, while its rear cross-traffic alert and rear-view camera are equally valuable when reversing out of driveways into busy traffic.

The new electric power steering has more noticeable changes in turning weight compared to the more linear hydraulic system it replaces. Its variable-ratio assistance feels even lighter at parking speeds for easier manoeuvrability and becomes increasingly firm and direct as road speeds increase.

Ride quality is reasonably supple when unladen or lightly loaded and the 2.8-litre turbo-diesel, with its sizeable 450Nm of torque, has strong low-rpm response and displays good flexibility in city and suburban driving.

Internal noise levels below 80km/h are acceptable, but like all vans can become intolerable at highway speeds due largely to tyre roar emanating from the rear-wheel housings. So, if you do lots of highway travel, we’d recommend fitting Toyota’s genuine accessory solid bulkhead to insulate the cabin from this noise.

The six-speed auto’s shift calibrations feel like they’re getting the best out of this engine, particularly fuel-efficient highway travel which requires less than 2000rpm to maintain 110km/h. The sequential manual-shifting function can be handy in certain situations, though, like hauling/towing heavy loads in hilly terrain.

To test its GVM rating we forklifted 830kg into the cargo bay, which combined with our crew of two equalled a total payload of 1010kg that was only about 30kg less than its 1040kg limit.

The stout rear leaf-springs only compressed about 30mm, which left more than 60mm of static bump-stop clearance that was more than enough to ensure there was no bottoming-out on our test route.

Its ample torque made light work of hauling this payload in city, suburban and highway driving as well as our 13 per cent gradient, 2.0km-long set climb at 60km/h, which it easily cleared in third gear.

Engine braking on the way down, in a manually-selected second gear, wasn’t as robust but within expectations given the one-tonne-plus payload it was trying to restrain.

We also tested what we safely could of the HiAce’s latest safety upgrades in road use, which all worked as intended. The ‘lane trace assist’ function when using adaptive cruise control was outstanding, as it resolutely kept the vehicle centred in its lane even around curved stretches of multi-lane highway, without the driver needing to intervene.

The HiAce comes with a fresh maximum five-star ANCAP rating awarded in 2025 and a top-tier Platinum rating in ANCAP’s commercial van collision avoidance assessment. Both rankings are courtesy of the latest safety upgrades, which enhance the HiAce’s existing suite of features that includes AEB with pedestrian and daytime cyclist detection, speed sign recognition, blind-spot monitoring, rear cross-traffic alert, front and rear parking sensors, reversing camera and lots more.

The airbag count runs to eight - dual front, side chest, side head, centre and driver's knee.

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 HiAce is covered by Toyota's five-year/unlimited km warranty which is in line with competitors like the Ford Transit Custom and Hyundai Staria Load but lags behind the LDV Deliver 7's seven-year term.

Scheduled servicing is a relatively short six months/10,000km interval, whichever occurs first. Capped price for the first 10 scheduled services up to five years/100,000km totals $3650, which is $365 per service or $730 annually.

Toyota currently has 275 dealers across its vast Australian network located in metro, rural and regional areas. Toyota dealerships are also service centres.