BMW 220i vs BYD Dolphin

What's the difference?

The BMW 2 Series coupes and convertibles combine understated good looks with great dynamics and top-shelf quality. Extra equipment, especially the iDrive6 multimedia system, has brought it up to speed in terms of tech and value, while the M240i sets the compact performance benchmark. And if you really want to push the envelope, the M2 is right there at the top of the under $100k performance pyramid.

Chinese manufacturers have been impressing us lately with the strides they’ve been making, and BYD is no exception with its Dolphin.

Not only does this hatch help bring the price down for prospective EV buyers, but it leaves a solid impression of a cohesive, well-built car, which is also quite a bit of fun to drive.

It’s not the fastest, nor is it the most practical, and there are a handful of downsides to its design and software, but when it comes down to it, this is simply a great value entry-level electric car.

The biggest visual clue to the revised 2 Series is the circular design bi-LED headlights, now standard on the 2 Series entry 220i, and mid-range 230i models, while hexagonal adaptive LEDs are standard on the top-shelf M240i.

But BMW couldn't leave those little light-emitting diodes alone, with LED front fog lights joining one-piece L-shaped LED tail-lights across the range.

Luxury Line-equipped cars feature a subtly revised nose treatment with larger intakes and a reshaped 'kidney' grille. There are also four new alloy wheel designs – a 17-inch alloy fitted standard to the 220i Luxury Line, and three optional M alloys for M Sport models (all no-cost options on the M240i).

The 230i M Sport features black, high-gloss bars in its kidney grille, as well as a black chrome finish for the exhaust finishers.

On the inside, there's the addition of a 'Black Panel' digital instrument cluster, which remains matt with the ignition off, and lights up with sharp graphics, configurable across conventional speed and rev readouts, as well as gear position, engine-efficiency data, vehicle settings and nav guidance.

There are also high-gloss finishes across the centre stack and front console, and even greater attention to detail around panel joins, trim stitching and switchgear.

But the hero is the latest iDrive6 multimedia system, run through an 8.8-inch colour touchscreen (6.5-inch on 220i), providing access to live content, radio and audio, navigation and maps, phone functionality, and vehicle settings through a simple and customisable app-style interface. The iPhone really as inspired car companies.

The M2 boasts M-specific instrument display content and a go-fast red needle on the tachometer.

You wouldn’t know it in Australia, but BYD has a huge and diverse range of vehicles with lots of different styling approaches in its home market of China.

The cars we get here, though, consisting of this Dolphin hatch, the Atto 3 small SUV, and the upcoming Seal sedan all seem to share more or less the same curvy, futuristic theme.

Contemporary touches on the exterior of the Dolphin include the bar light and full ‘Build Your Dreams’ typeface embedded in the rear, the blocky gloss black alloy wheels (17-inch on the Premium we tested), the two-tone colour scheme, and of course, the grille-free face.

Short overhangs and a tall body seal the EV deal, with the Dolphin looking closest in its aesthetic to something like the Volkswagen ID.3 than anything else on the market. It perhaps won’t be for everyone - it’s a little more experimental than the more conventional look worn by the MG4 - but then, for others this distinctiveness may be a selling point.

The interior look and feel is the biggest surprise. Somehow, the Dolphin, despite being more affordable than its larger Atto 3 sibling, feels a cut above when it comes to its design theme and build quality.

The weirdly organic touches designed to mimic muscle fibres in the Atto 3 have been traded out in favour of something a bit slicker.

I really like the material choices here. The use of neoprene across the lower half of the dash, in the doors, and down the centre of the seats feels a lot less pretentious than the standard synthetic leathers you usually get at this price-point, and there’s an agreeable mix of plastics as well as gloss and matt finishes. 

The nods to this car’s name which are present are a bit more toned down and fit with the design in a more subtle way.

The floating door handles, designed to resemble a fin, are a much nicer piece than the weird rotary ones in the Atto 3, and the wavy touches across the top of the dash aren’t too in-your-face and add an element of intrigue. I like it much more than I expected to.

It’s clear this space is designed around the giant multimedia panel, for better or worse. It looks spectacular, it’s nice and sharp, and the software, which looks as though it’s trying to emulate Tesla, does a pretty good job.

It’s quick, sharp, colourful, and has nice large iconography to jab at while you’re on the move, although some of the driving settings are ambiguously labelled and require clicking through to a sub-menu to alter. You’d get used to it, but it isn’t as slick as a Tesla operating system.

It also rotates, because of course it does, although one quirk I found with this is the polarised coating on the screen made it impossible to see when in portrait mode if you were also wearing polarised sunglasses.

Also, Apple CarPlay doesn't work in portrait mode. A gimmick? You decide.

The floating physical rotary controls jutting out below are a also a brilliant little piece of design. On one side you have your gear shifter, and on the other you’ve got your volume control, between them there are core functions, an on/off switch and an auto button for the climate, as well as the hazard light and drive mode controls.

It would be nice to also have a fan speed and temperature toggle, as these functions can only be used through the touchscreen, but there are worse offenders for clumsy climate controls on the market.

Surprisingly, at a little over 4.4 metres long, the 2 Series (Coupe) is around 10cm longer than its 1 Series hatch stablemate (M240i +15cm), but aligns with its just under 1.8m width, and 1.4m height.

It seats four, with plenty of room up front and multiple storage options, including two cupholders in the console with an oddments tray behind, a 12-volt outlet, a lidded storage box between the seats with USB connection, a reasonably sized glove box, and segmented bins in the doors big enough for large water bottles.

While it was coupes only on the launch drive, we know the convertible has a pair of cupholders in the back, but not so in the coupe, and while headroom in the soft-top is okay (especially with the roof down) it's a squeeze in the hardtop.

More a 2+2 than a full four-seater, getting into the rear is an athletic exercise, and once installed, leg and headroom for this 183cm tester is tight. That said, kids up to teenager-size would be fine.

Boot volume is 390 litres (a 3 Series Coupe is 480 litres), with run-flat tyres on the 220i and 230i meaning there's no spare (or repair kit) under the floor, but the performance-focused M240i and M2, pack a 'BMW Mobility Kit' (compressor and tyre sealant to cover minor damage) in line with their high-performance (non-run-flat rubber).

A 60/40 split-folding rear backrest liberates extra load space, and a 'Through Loading System' with luggage compartment dividing net, and 40/20/40 split-folding rear seat is optionally available (220i & M2 Pure - $350 / 230i - $385 / M240i & M2 - $500).

And if you're keen on towing the 220i can pull 680kg of unbraked trailer, and 1500kg braked, with the minimum number stepping up to 715kg for the 230i. The M240i and M2 are no-tow zones.

The clever design bits don’t end with the controls and themed motifs, either. While the Dolphin’s cabin feels a bit smaller than many of its rivals (because, physically, it is), efforts have been made to make it a versatile space. 

There are plenty of little storage areas throughout. There’s the floating one below the touchscreen, which suits wallets and sunglasses. There’s one with a roll-out cover set low below the controls which is good for smaller objects you don’t want moving around the cabin.

A large cubby is located underneath the armrest between the two seats for bigger objects and a slick wireless phone charger cut out from the top.

The two centre bottle holders are a little small, as are the cut-outs in the doors, so if you’re negotiating with an XL takeaway soft drink you might run into trouble.

The dark theme for the interior in our car doesn’t help the more closed-in feel, but the standard panoramic fixed sunroof (mercifully with a rolling shade) helps to keep the space airy.

I found it easy to set up my driving position, another clever touch being the little digital instrument panel perched on the steering column, so no matter how you adjust it you can always see it.

I was a little concerned the rear seat would be tiny, because this car doesn’t look big from the outside, but I was most definitely wrong.

Behind my own seating position, at 182cm tall, I had leagues of knee room and plenty of space for my feet thanks to the flat floor. I also had sufficient but not stellar headroom, and the soft-touch materials continue into the doors and seat trim.

I will say, the abundance of synthetic leather is much more evident for rear passengers, but it feels like a minor complaint.

Again, the bottle holders in the doors are tiny, but at least the ones in the drop-down armrest are generous. The middle seat is very useful thanks to the flat floor, although there are no adjustable air vents for rear passengers.

The backs of the front seats have a variety of pockets in different shapes and sizes, and there are USB-C and USB-A ports on the back of the centre console, alongside a bizarre centre bottle holder which is on an angle.

Boot space is 345 litres if you move the false floor to its lowest position. I was just able to squeeze in the three-piece CarsGuide luggage set with a bit of fiddling around.

With the second row down, room expands to 1310L, and you can bring the false floor up in the boot to make the load area flat.

The space underneath is quite good for storing charging cables and such, but keep in mind the Dolphin doesn’t offer additional frunk storage.

What it does offer is a vehicle-to-load adapter, which lets you power household appliances via its external charging port. Neat, and rare at this end of the EV market.

Yep. This is the new cheapest electric car you can buy in Australia. This title is a frequently moving target, but again, at the time of writing, the entry-level Dolphin variant, at $38,890, before on-road costs and state-based incentives, undercut the MG4 by just $100, and the GWM Ora by $1100.

Importantly, its starting price is now in the realm of relevant combustion rivals. For similar money, you can hop into a high-spec Corolla (ZR Hybrid $39,100) for example, so this is the first time electric cars have become so affordable for the average consumer.

There are two Dolphin variants for now. The entry-level Dynamic, and the top-spec Premium. Both share more or less the same standard equipment levels, although they are differentiated by having different battery sizes and electric motor outputs.

You can’t talk electric car value without talking range, but thankfully, despite its low price, the Dolphin delivers on this front.

The base car scores a 44.9kWh battery, granting it a 340km WLTP-certified driving range, while the top-spec Premium ups this to a 60.5kWh unit, delivering a more substantial 427km range.

The entry battery is more than enough for city commuters, while the larger battery is enough to suit intercity freeway drives.

There are also plenty of longer-range EVs on the market, the Polestar 2 and Tesla Model 3 being chief among them, but for a vehicle at this price and in this market segment, the Dolphin is a huge improvement on some mainstream offerings, like the Mazda MX-30 and Nissan Leaf which can’t offer the same price-to-value ratio.

A lot of BYD’s ability to provide such an appealing price and driving range is down to its battery technology.

Unlike other automakers which need to buy batteries from suppliers, BYD designs and builds its own batteries, using an LFP chemistry which is cheaper and uses fewer scarce materials while offering economies of scale as well as the exact right size and form factor for its vehicles.

If this leaves you thinking the Dolphin must be sub-par when it comes to standard inclusions, you can think again, because this car also delivers with 16-inch alloys, LED headlights and tail-lights, a massive 12.8-inch multimedia touchscreen with built-in nav as well as Apple CarPlay and Android Auto connectivity, a wireless phone charger, electrical adjust and heating for the front seats, keyless entry with push-start ignition, climate control, and a comprehensive suite of active safety items.

Not bad at all, and the interior blend of neoprene and synthetic leather feels a bit nicer than the base MG4's cabin, for example.

The Dolphin might be as cheap as it gets when it comes to an electric car, but the value on offer here speaks for itself.

The 220i is powered by a 2.0-litre 'TwinScroll' turbo-petrol four, featuring 'Valvetronic' variable valve control and 'Double-VANOS' variable camshaft control, and developing 135kW at 5000rpm, and 270Nm between 1350-4600rpm.

Using a retuned version of the same engine (lower compression ratio, more turbo boost), the 230i pumps out a solid 185kW at 5200rpm, and a grunty 350Nm from just 1450-4800rpm.

The same (8HP50) eight-speed auto transmission is used across the board, pushing drive to the rear wheels only.

Then, the M240i is powered by a 3.0-litre, six-cylinder, turbo-petrol, pushing out no less than 250kW at 5500rpm, and a thumping 500Nm between 1520-4500rpm.

The same (8HP50) eight-speed auto transmission is used across the board, pushing drive to the rear wheels only, and happily, a six-speed manual gearbox is a no-cost option on the M240i.

The full-house M2's 3.0-litre turbo six produces 272kW at 6500rpm, and 465Nm from just 1400-5650rpm (500Nm from 1450-4750rpm on overboost), driving the rear wheels through a seven-speed dual-clutch auto, although a six speed-manual is a no-cost option (and standard on the M2 Pure).

There’s the choice of two powertrains for the Dolphin. Both are single-motor front-wheel drive set-ups.

The base Dynamic can make use of 70kW/180Nm which sounds underpowered to me, but the car we tested for this launch review was the Premium which offers a much healthier 150kW/310Nm.

As well as the increase to battery capacity the Premium upgrades the suspension to a rear multi-link set-up.

While the base car seems like such a value buy, the increase in power, ride quality, and range seems to justify stretching to the Premium if your budget allows.

Claimed fuel consumption for the 220i Coupe, on the combined (ADR 81/02 - urban, extra-urban) cycle, is 5.9L/100km, emitting 135g/km of C02 in the process. The 220i Convertible rates 6.1L/100km (140g/km).

The 230i Coupe is line-ball with that at 5.9L/100km (134g/km), and the the 230i Convertible at 6.2L/100km (142g/km).

The price of performance starts to bite with the M240i consuming 7.1L/100km (163g/km) in coupe form, and 7.4L/100km (169g/km) as a convertible.

Then, as you might expect, the M2 is thirstiest of all, the dual-clutch auto consuming 7.9L/100km (185g/km), while the six-speed manual version slurps 8.5L/100km (199g/km).

Auto start-stop is standard, fuel tank capacity is 52 litres across the board, and although technically these engines can run on anything from 91-98RON unleaded, BMW recommends 95RON premium as a minimum.

As previously mentioned, each variant also gets its own battery capacity. The entry-level Dynamic offers a 44.9kWh battery and 340km of driving range, while the top-spec car offers a 60.5kWh unit with a driving range of 427km.

Charging on a fast DC unit maxes out on 60kW for the Dynamic or 80kW for the Premium.

This sounds slow, with many rivals offering in excess of 100kW charging at a minimum, but because the Dolphin’s battery sizes are so trim, it still means an 80 per cent charge will arrive in a little over half an hour.

On the slower AC charging standard, the max speed is a disappointing 7.0kW. For a fully electric car, we prefer to see at least 11kW as it makes it worthwhile to plug-in to an AC unit at a shopping centre to add roughly 70 - 100km of range an hour.

Because the Dophin is also quite efficient, though, you can still expect about 50km an hour to be added on this charging standard.

Official energy consumption for the Premium as-tested is 14.2kWh/100km, and we saw an impressive 14.1kWh/100km on our brief test program, making it one of the more efficient EVs I’ve ever driven.

Four 2 Series variants were offered for the launch drive program, a 230i Coupe (which BMW nominates as the most popular model in the range), M240i Coupe, M2, and M2 Pure.

Claimed 0-100km/h acceleration of 5.6sec for the 230i M Sport Coupe is quick, with the convertible stopping the clocks three tenths later.

Peak torque of 350Nm is plenty, and with that number available from 1450-4800rpm the mid-spec 2 Series is an entertaining drive.

It's M Sport (strut front, five-link rear) suspension keeps the body well buttoned down in quick going, while the beefier M brakes provide strong and progressive stopping power.

Even a firm squeeze of the throttle can't side-step some hesitation as the turbo spools up before right foot pressure translates into forward momentum, but despite the sporty tune, ride quality is good (even riding on notoriously harsh 18-inch run-flat rubber), while response and road feel from the variable-ratio steering are excellent.

The eight-speed auto is beautifully slick, with manual changes, via wheel-mounted paddles, sharp and positive.

Add the grippy leather sports wheel, snug sports front seats, and racy cloth/Alcantara trim (leather in the convertible), and you have a comfortable, nicely balanced and fun-to-drive package.

Accelerating from 0-100km/h in 4.6sec (convertible 4.7sec), the M240i effortlessly achieves 'genuinely rapid' status. Yes, it's fast, but never furious, in the sense that even under the pressure of enthusiastic peddling it remains civilised and composed.

Maximum torque of 500Nm is not to be sneezed at, and when you realise that mountainous maximum is actually a flat-top plateau stretching from only 1520rpm up to 4500rpm, satisfying urge is never far away. And the flexible 3.0-litre turbo-six is an aural treat as it howls its way towards a 7000rpm rev ceiling.

The standard 'Adaptive M Suspension' offers settings from 'Comfort' through to 'Sport+', but even in the most forgiving mode the car remains taut and communicative.

The 18-inch rims, shod with Michelin Pilot Super Sport rubber (225/40 front / 245/35 rear) don't upset the ride as much as you'd expect, although coarse-chip surfaces send rumble through to the cabin.

In terms of ergonomics and general function, the new iDrive6 system is simple and intuitive to use, the current BMW dash and console layout is a model of efficiency, but the two-stage (depress small button on stubby lever, then shift) process to select drive or reverse can be a frustratingly hit-and-miss affair if you need to get going quickly.

Then, the M2 is all business, with a properly focused feel, and the ability to accelerate from 0-100km/h in a claimed 4.5sec for the six-speed manual, and just 4.3sec for the seven-speed dual-clutch. Try not to smile as that g-force shoves you back in your seat. You won't succeed.

Although peak power arrives at a relatively high 6500rpm, maximum torque of 465Nm (500Nm for limited periods on overboost) is ready for action across a broad spread from 1400-5650rpm, so the M2 has adrenalin flowing through its veins at all times.

An electronically controlled 'Active M Differential' manages torque distribution across the rear axle to optimise power down, with the ability to send anywhere from zero to 100 percent of drive to either back wheel.

The 'M Servotronic' steering, switchable through comfort and sport modes, is feelsome and linear in its response, the mega 'M Compound Brake' package (borrowed from big-brother M4) is professional grade, and while the seven-speed dual-clutch may shift faster, snicking up and down the manual's six ratios is a rare pleasure.

Rolling on 19-inch, ultra-high-performance Michelin semi-slick rubber (255/35 front / 275/35 rear) the M2 is never going to waft like a limousine, but if you're signing on for this kind of performance and dynamic ability, some ride harshness over less than perfect surfaces goes with the territory.

The Dolphin is immediately impressive. From the get-go I was greeted with a feeling of quality from the car in ways I didn’t expect. The steering feels nicely balanced and not too artificial like it can be on some EVs, while the interior is refreshingly ergonomic.

The ride might be the Dolphin’s most impressive trait, with a feeling of balance across both axles, and a spritely feel to the whole car.

It is trim for an EV, with a kerb weight of 1658kg, which no doubt helps the steering feel, and the efficiency.

As it is, I didn’t experience the kind of crashing and wallowing many EVs suffer from on larger bumps, and smaller bumps seemed to be filtered out with ease.

It even feels nicely balanced in the corners, pairing nicely with the great steering feel which is not something we’ve come to expect from Chinese cars.

The motor is also willing, with software tuning keeping power delivery on the right side of overwhelming, although the warm-hatch equivalent's seven second 0-100km/h sprint time is a hint at what it’s capable of.

Unfortunately, it is let down by a pretty sub-standard factory tyre package. The LingLong Comfort Masters are designed for the Dolphin, complete with little Dolphin markings on them, but are hardly inspiring for traction when you plant the accelerator or tip it into a corner with enthusiasm.

They are better than the pretty much no-name Atlas Batman A51 tyres which came on the Atto 3, but even MG has wised up to putting tyres from renowned manufacturers on its Australian-delivered cars.

The Dolphin is also easy to park, thanks to its excellent surround camera suite and tight footprint, but visibility out of the tiny rear window is limited and made worse by the huge headrests for the outboard back seats.

In terms of electric driving characteristics the Dolphin offers two levels of regen braking, one which is virtually non-existent, and another mild tune.

Surprisingly, there’s no single-pedal mode, and the Dolphin leans on blended braking more than some of its rivals. It feels a lot more traditional to drive in this sense, so may be well suited to someone hopping out of a combustion car.

The drive modes are quite dramatic, with 'Eco' mode limiting motor torque and even switching off the climate control, while 'Sport' will make bouts of wheelspin a bit too easy by upping the response time from the motor. I found it best to stick to the nicely-balanced 'Normal' setting.

Tl;dr? The Dolphin is impressive. It’s responsive, relatively light, and has a sense of quality to it through its great ride and decent handling. Not bad for the cheapest EV in Australia.

The Dolphin was recently awarded a maximum five-star ANCAP safety rating and is equipped with seven airbags and a robust list of active safety gear.

There’s auto emergency braking, lane keep assist, blind-spot monitoring, driver attention alert, rear cross-traffic alert, front cross-traffic alert, traffic sign recognition, and adaptive cruise control.

It’s one thing to have great active safety items, it’s quite another to calibrate them well so they don’t interfere with the driving experience.

The Dolphin does okay on this front. I found the lane keep system could occasionally be alarmingly heavy-handed, although it activates less than the very annoying system on my Haval Jolion long-termer.

The pre-collision alert also triggered several times due to parked cars on the side of the road, but turning down the sensitivity seemed to solve this problem.

Also included is an excellent 360-degree camera suite, ISOFIX points on the rear outboard seats, a ‘child presence detection’ system, which apparently sounds a warning if you leave a child in the back seat, and turns the air conditioning on if you ignore it, and there's even a tyre pressure monitoring system to top it off.

BMW uses 'condition-based' servicing, with the car effectively telling you when it's time to visit the workshop, but the 'BMW Service Inclusive' program offers distance and time options to fix maintenance costs (on a 'Basic' or 'Plus' plan) for up to 10 years/200,00km.

For example, a five year/80,000km service package for the 2 Series costs $1340 for the Basic option (oil service/top-up, annual vehicle check, microfilter, air filter, fuel filter, brake fluid, spark plugs), and $3550 for the Plus pack (adds brake pads and discs, wipers rubbers, and clutch disc and plate).

The standard BMW warranty covers three years/unlimited km.

The Dolphin is covered by a six-year or 150,000km warranty, which beats a lot of mainstream rivals for its duration, but not its distance.

In the EV segment it plays in, though, things are a bit tougher, as its primary Chinese rivals, GWM and MG, are offering seven year and unlimited kilometre warranty promises.

Service pricing is available all the way out to 96 months or 160,000km, averaging $299 per year for the duration, which is pretty good.

Many rivals are offering free servicing for several years, and there are also many electric cars which only need to see a shop once every 24 months or 20,000km, compared to the Dolphin’s more traditional 12 month intervals.