BMW 220i vs Hyundai Ioniq 9

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.

The Hyundai Ioniq 9 is a big, comfortable and powerful SUV that ticks lots of boxes. Sadly, though, the electric power that makes it such a treat to drive is probably the same thing that will keep it off plenty of shopping lists. For now, at least.

Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.

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.

I'm going to sound like a bad football coach here, but the Ioniq 9 is a tale of two halves, at least when it comes to the exterior.

And I mean that literally. The front half is lovely, with a smooth, rounded nose, two stacks of LED lights that build the horizontal on top of the vertical and a clean, modern road presence.

The back half, however, isn't. It took me a while to put my finger on it, but it suddenly dawned on me that it gives off old-school station wagon vibes that, for me at least, don't gel with the rest of the design.

Inside, though, it is a complete picture, with my only complaint that the steering wheel feels a touch too big – though I like it's more minimalist design.

Elsewhere, the materials are lovely to look at and touch – even the dash panel insert that reminds me a bit of snakeskin pants – the seats are comfortable and the tech works well.

One word on the digital wing mirrors, though. They are one cost option I wouldn't be ticking the box for. I find them off-putting, not least because they seem to zoom-in so close to the car behind that you can almost see what part of the people behind's breakfast is residing between their teeth. It feels invasive.

Plus, all you're really doing is swapping a large mirror outside the car for a big screen inside it. Conventional mirrors for the win.

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.

It’s a big unit, the Ioniq 9, measuring more than five metres long, just under two metres wide and around 1.8 metres high. Weight is a hefty 2.7 tonnes at its heaviest, too, while braked towing capacity is pegged at 2.5 tonnes.

So, big numbers and a big vehicle with big storage. With all three rows in place, you get 338 litres of boot space. But treat it like a five-seater and that increases to 908 litres. Drop both rows, and you’ll have a massive 2410 litres at your disposal.

The room in the middle row is ample for full-size adults, especially if you tick the box for the cushy six-seat layout, and the rear doors feel massive, so when opened you can step through to the third row with ease, too.

Once in there, you'll find an impressively luxe space. The room isn't ridiculous, but my 175cm got in easily enough, and then fit pretty easily, too. And the addition of USB charge ports, air vents, speakers and an automatic recline function for the third row will lift the mood for whoever you put back there.

So, we know it's not cheap, the Ioniq 9. In fact, it’s Hyundai’s most expensive car ever, outshining even the bonkers and brilliant Ioniq 5 N.

How much are we talking? Well, you can only get one Ioniq 9 — the flagship Calligraphy trim — and it’s yours for $119,750, before on-road costs.

There are just a couple of options from there, with the six-seat version an extra two thousand bucks, which I know sounds weird, to pay more for less, but you are essentially swapping the three-seat middle row for two more luxurious captain’s chairs. The digital side mirrors, which I hate, will cost you $3000, and matt paint will set you back $1000, or $250 more than the premium paint ask. Tick everything, and your Ioniq 9 is more like $125,000.

As to how many Hyundai will sell, suffice it to say the brand doesn’t expect it to be a huge contributor to its totals, acknowledging the EV market is stagnant and that most EV buyers are upgrading an electric vehicle, rather than stepping out of an ICE vehicle, which makes the purchase pool pretty shallow. Still, Hyundai is on track to sell around 150 of the six-figure Ioniq 5 Ns this year, so there are clearly some EV buyers with deep pockets.

Anyway, you get just about everything Hyundai can throw at a vehicle, including full LED lighting, 21-inch alloys, a big panoramic sunroof and a hands-free powered boot.

Inside, there are real Nappa leather seats, tri-zone climate, heated and ventilated seats in the first and second rows, a heated steering wheel and what Hyundai calls 'premium relaxation' seats up front.

There’s a big multimedia screen with Apple CarPlay and Android Auto, a digital dash and a head-up display, a 14-speaker Bose stereo and a total six USB connections. But no vehicle-to-load, which means you forgo the household-style power outlet found in some EVs.

There are also a couple of first for Hyundai, including the ability to load your digital key into your phone’s wallet, meaning you can unlock and drive just using your device, and it’s the first time Hyundai has deployed active noise cancellation, too.

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 only the one configuration available here, with Australia's Ioniq 9 a dual-motor AWD producing a combined 314kW and 700Nm – the latter ensuring this heavy EV never feels dull or sluggish.

Overseas, our powertrain is called the Ioniq 9 Performance, and it produces the fastest zero to 100km/h time of just 5.2 seconds.

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.

The Hyundai Ioniq 9 is essentially sitting atop a massive 110.3kWh battery, which produces a claimed WLTP driving range of 600km.

Be warned, though, the digital dash has a live read out of your minimum and maximum driving range, presumably judged on your driving inputs, and there is a vast gap between the two numbers. In short, if you want to maximise range, go easy on the accelerator.

Its 800V architecture unlocks 233kW DC fast charging, which the brand says will take you from 10 to 80 per cent charged in 24 minutes.

Plugging in at home, though, will be much slower than that – something like 10 hours using 10.5kW wallbox.

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.

It's a proper surprise packet, the Ioniq 9, because you approach it with a pretty good idea of how a big, heavy and equipment-soaked seven-seat SUV is going to behave on a twisting road. Short answer? Not well.

But somehow, through some kind a wizardry, the opposite is true. Rather than feel stupendously big and heavy, the Ioniq 9 shrinks around you, feeling far smaller, more dynamic and more capable than you'd expect.

I'd maybe forgo the tightest of tight switchbacks in favour of more sweeping, undulating bends, but honestly, you can squeeze plenty of fun out of the Ioniq 9 on the right road.

Happily, it's no one-trick pony, either. It's quiet in the cabin, even at freeway speeds, it's comfortable in the city and there's plenty of space and tech on board.

The key take-away here is I like the way Ioniq 9 drives, another big vehicle helped massively by electric motors. Sometimes in big ICE-powered SUVs you can feel just how much work is going into getting them up and moving, but that's not the case here.

Instead, because there are no transmissions or turbochargers to deal with, the Ioniq delivers a rich flow of power and torque every time you push the accelerator. No lag, no whining, it just goes.

But here's the really interesting bit. It almost doesn't matter how good I say this car is, or how well I think it drives, this car will remain a niche seller. And Hyundai's executives seem to know it. And all of that's a shame, because it's really very good on the road, this Ioniq 9.

The Ioniq 9 is yet to be assessed by ANCAP, but the results will soon be published for its European test, and the result will be adopted here. Hyundai says it’s shooting for a maximum five stars.

Elsewhere, there are 10 airbags and just about every active safety system you can poke a stick at, all wrapped up in Hyundai’s 'SmartSense' suite of technologies, including the new-for-the-brand 'Highway Driving Assist 2', which acts as a lane-centre 'Smart Cruise Control' but that can also take evasive action should someone swerve into your lane.

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.

Five years with unlimited kilometres is still the underwhelming warranty norm at Hyundai. The battery is covered for eight years or 160,000km.

Happily, servicing is infrequent, with intervals pegged at two years or 30,000km. As a result, the first six years of servicing will cost a total $2005, or an average $334 per year.