BMW M440I vs Kia Tasman

What's the difference?

The BMW M440i xDrive Gran Coupe manages to combine sleek design with a fun-to-drive personality and surprising practicality. It’s a rapid premium, four-door, five-seater offering extra flair, and in this part of the market, good value. But more than anything else it’s got a cracking in-line six under the bonnet.

Ute buyers prepared to look beyond the Tasman’s polarising appearance will discover a competent all-rounder. It has its faults like any ute but boasts high standards of engineering, build quality, interior design and performance that make it a worthy new competitor in this space.

So, how does this four-door 4 Series differ from a four-door 3 Series? The answer is as plain as the nose on this car’s face.

BMW’s head of design, Adrian van Hooydonk, has been expanding the brand’s signature ‘kidney grille’ in every conceivable direction, and this is the much talked about interpretation adorning all 4 Series models (petrol, hybrid and electric) as well as the M3 sedan.

The new Gran Coupe is longer, wider, and taller than the outgoing model, and the track is broader, front and rear. The wheelbase has also been extended, now a whole 5.0mm longer than the 3 Series.

The DRLs and headlight main beams are LED with laser high beams, immense gills square up the edges of the front clip, while a vent and the strake attached to it stand the car apart. Plus, of course, the doors are frameless. 

One niggle, though. I’m not in love with the slender door handles. It’s hard to get a good grip on them, especially in the wet. 

Standard 19-inch alloy rims are shod with Pirelli P Zero rubber 245/40 fr / 255/40 rr), the roofline slopes distinctly towards the rear, a lip spoiler on the trailing edge of the tailgate is classic BMW, darkened LED tail-lights wrap around the rear corner, and a diffuser-type panel is flanked by large exhaust apertures.

Our car’s ‘Aventurine Red’ finish is a $3850 option, but to my eyes anyway it looks superb.

Exterior trim including the grille frame, front air intake inserts, mirror upper housing, model designation badges, and tailpipe are finished in ‘Cerium Grey’, which I reckon 99.9 per cent of people will see as black. 

The interior will be familiar territory for any current BMW owner, the 12.3-inch digital instrument screen sitting in a compact, hooded binnacle, and partnering with a 10.25-inch multimedia display standing proud of the dash above the broad centre stack. 

The seats are trimmed in top-shelf leather with blue contrast stitching, plus the grippy sports wheel is also wrapped in genuine hide.

BMW calls the finish on the main buttons and controls ‘Galvanic’ which translates to a slick silver metallic look and feel. Configurable ambient interior lighting is a nice touch, and the broad console enhances the driver-focused feel, with a sprinkling of carbon-fibre around the centre console and dash lifting the sense of occasion.

Overall, the interior feels clean and classy with an obvious attention to detail.  

The Tasman is claimed to have more Australian input than any previous Kia model and it certainly has a distinctive ‘Australianised’ competence in the way it performs (see Driving).

It also follows a reassuringly conventional engineering path with its turbo-diesel drivetrain, body-on-ladder-frame-chassis, twin wishbone/coil-spring front suspension, leaf-spring live rear axle, four-wheel disc brakes and electric power-assisted rack and pinion steering.

The Tasman is no shrimp either, as it shares the same 3270mm wheelbase as the market-leading Ford Ranger and is slightly longer and wider.

Work-focused light commercials are often armoured with unpainted plastic in areas prone to bumps and scrapes. The Tasman S 4x2 follows convention here too with dark grey plastic prominent at the front, rear and along the sides, where unusual ‘eyebrows’ are positioned above the wheel-arches which every onlooker we spoke to said looked better in body colour.

The S 4x2 shares the same 206mm ground clearance, 800mm wading depth and approach/ramp breakover/departure angles as its S, SX and SX+ 4x4 siblings. However, they also share a shallow approach angle of only 20 degrees, which is considerably less than its previously-mentioned rival 4x2 models.

The lower ‘spoiler’ section of the front bumper seems largely responsible for this, as it looks too close to the ground and vulnerable to damage from a farmer’s rocky creek-bed crossing or a tradie’s rugged worksite.

The black and grey interior is a functional and spacious design (see Practicality) which looks and feels more upmarket than typical base-model offerings. It has the coolest doorhandles we’ve seen in a ute, which although made of a composite material look like machined steel, complete with a lathe-like knurled finish on the finger-pulls.

There’s also soft-touch surfaces on the door armrests to optimise elbow comfort plus contrasting hard-surface finishes including honeycomb and diagonal patterns, two-tone fabric seat trim with exposed stitching and neat embossed grooves across the seat-facings.

At close to 4.8m long the 4 Series Gran Coupe is a sizeable machine. Up front, the feeling is airy and comfortable, and the rear is surprisingly spacious, especially in light of the car's sloping roofline.

At 183cm I have to fold myself tightly to fit under the low roof, but once inside I have enough room to sit behind the driver’s seat set for my position with more than enough legroom and adequate headroom. Put three full-size adults across the back row, though, and there will be breathing difficulties.

Kids will be fine, however, and individual vents with adjustable temp in the rear was a big plus during a particularly hot test week.

For storage there are generous door bins in the front with room for large bottles, a decent glove box, dual cupholders in the centre console, a reasonable lidded bin (which doubles as a centre armrest), and the wireless device charging bay (forward of the gearshift) makes a handy oddments space when not in use.

In the rear, again the doors feature pockets with room for (medium-size) bottles, there’s a fold down centre armrest with two cupholders, but thanks to the one-piece shells on our test car’s optional M Sport front seats there are no map pockets.

Power and connectivity runs to a USB-A socket and a 12V outlet in the front centre console, as well a USB-C port in the front storage bin, a pair of USB-Cs in the rear, and a 12V outlet in the boot.

Speaking of which, lift the tailgate and with the rear seat upright we were able to fit all three of our suitcases or the beefy CarsGuide pram into the healthy 470-litre (VDA) boot space.

Lower the 40/20/40 split-folding rear seat down and 1290 litres of volume is at your disposal. Plus there are handy bag hooks and tie-down anchors to help secure loose loads.

You can also tow a braked trailer up to 1.8 tonnes (750kg unbraked), but don’t bother looking for a spare of any description, a repair/inflator kit is your only option.

With its 2126kg kerb weight and 3250kg GVM, our test vehicle has a mighty 1124kg payload rating which is the largest available in the Tasman fleet. And up to 100kg of that can be carried on the roof.

Like its 4x4 siblings, the 4x2 model is rated to tow up to 3500kg of braked trailer but with its 6200kg GCM (or how much it can legally carry and tow at the same time) the payload would need to be capped at 574kg (a reduction of 550kg) to avoid exceeding the GCM.

Although few (if any) owners would need to tow 3500kg, it’s important to be aware of these numbers if you did to avoid overloading. Even so, almost 600kg of payload would still allow for a crew of five and their gear when towing the maximum trailer weight, so this is a useful set of numbers for many working roles.

Internally the load tub is 1573mm long, 1600mm wide and 543mm deep with a load volume exceeding 1.3 cubic metres. And with 1186mm between the rear wheel-housings, it can carry either Aussie or Euro pallets.

The tailgate can be opened remotely and its hinges provide opening/closing assistance. There’s no standard tub-liner but it comes with four load-anchorage points positioned at around mid-height.

There’s ample cabin space for the driver and front passenger plus storage including a bottle-holder and bin in each door, a single glovebox and a centre console with a large open tray at the front with USB-C ports, two cupholders in the centre and a large box at the back with an internal 12v socket and padded lid which doubles as a comfy elbow rest.

Rear cabin access is enhanced by doors that open to almost 90 degrees and Kia claims the rear bench seat offers best-in-class legroom, headroom and shoulder-room. Even so, it would still be a shoulder squeeze for three big Aussies (like all dual cabs short of a full-size US pick-up) so a limit of two would be preferable for long trips.

Rear storage includes a bottle holder and bin in each door plus pockets on the front seat backrests and a slender pocket on the rear of the console ideal for storing phones. A couple of USB ports would be handy here too, but we are talking base-grade.

There’s also no fold-down centre armrest at this level but the bench seat's 60:40-split base cushions can swing up and be stored vertically if more internal cargo space is required, or to access a full-width bin that can store heaps of stuff away from prying eyes.

The Kia Tasman range offers a choice of cab-chassis and ute body styles and five model grades comprising S, SX, SX+, X-Line and premium X-Pro.

Our S 4x2 test vehicle represents the bottom rung of the model ladder, for those not needing the all-terrain capabilities of its S 4x4 sibling and other Tasman models. However, it does share the same 2.2-litre four-cylinder turbo-diesel and eight-speed automatic transmission, for a list price of $42,990.

That's more than competitive with equivalent dual-cab ute rivals like the Ford Ranger XL Hi-Rider 2.0L auto 4x2 ($43,530), Toyota HiLux Workmate Hi-Rider 2.4L auto 4x2 ($44,820) and Isuzu D-Max SX High-Ride 2.2L auto 4x2 ($44,200). Our example is also finished in 'Steel Gray' which is a premium paint option that adds $700 to this price.

The S 4x2 comes standard with 17-inch black steel wheels and 265/65 R17 tyres with a full-size spare, automatic LED headlights/daytime running lights/tailgate-mounted rear stop-lights, front/rear parking sensors, rear bumper corner-steps, body-coloured/heated door mirrors, body-coloured doorhandles with pocket lights (front doors only) and more.

Accessing the cabin using the smart key reveals a premium steering wheel and gear knob, remote start, six-way manually adjustable driver’s seat, dual-zone climate control, 12v socket and USB-C ports, tyre pressure monitoring, integrated trailer brake controller, reversing camera and more.

There’s also a six-speaker audio system and what Kia calls the ‘Integrated Panoramic Display’ which in one expansive digital screen combines a configurable 12.3-inch driver’s instrument display, 5.0-inch climate control display and 12.3-inch multimedia touchscreen display.

Under the bonnet is BMW’s (B58) all-alloy 3.0-litre twin-scroll turbo intercooled, in-line six-cylinder engine, driving all four wheels via an eight-speed automatic transmission and electronically controlled clutch pack, as well as an electronic limited-slip differential at the rear.

It features high-pressure direct-injection and BMW’s ‘Valvetronic’ system managing air flow to the intake side, to produce 285kW at a relatively high 5800-6500rpm. But the big punch is 500Nm of peak torque from just 1900rpm all the way to 5000rpm.

The M440i is also a mild-hybrid with a 48-volt starter motor-generator and supplementary battery able to give an 8.0kW kick at low engine speeds.

All Tasmans share the same 2.2-litre four-cylinder turbo-diesel that produces 154kW of power at 3800rpm and 440Nm of torque across a 1000rpm-wide band between 1750-2750rpm, which showcases flexibility that's well suited to hauling and/or towing heavy loads.

This engine is paired with an eight-speed torque converter automatic offering the choice of sequential manual-shifting and five selectable drive modes comprising Normal (default), Eco, Sport, Tow and MyDrive with the latter allowing custom settings.

BMW’s official fuel economy figure for the M440i xDrive Gran Coupe, on the ADR 81/02 - urban, extra-urban cycle, is 8.2L/100km, the 3.0-litre turbo six-cylinder emitting 187g/km of C02 in the process.

Stop/start is standard, and we saw an average of 11.1L/100km over city, B-road and freeway running during a week with the car.

With the 59-litre tank brimmed (with minimum 95RON premium unleaded) that real-world test number translates to a range of around 530km.  

Kia claims combined average consumption of 7.4L/100km and the dash display was showing 8.3 when we stopped to refuel at the completion of our 591km test, which included suburban, city, highway and backroad driving of which about 120km was hauling its near-maximum payload.

Our own figure, calculated from fuel bowser and tripmeter readings, came in higher again at 9.6 which is still within the usual 2-3L/100km discrepancy between lab-based official figures and real-world numbers. That's also excellent sub-10L economy for a vehicle weighing more than two tonnes operating mostly in urban settings.

So, based on our own consumption figure, you could expect a realistic driving range of more than 800km from its 80-litre diesel tank.

BMW says the M440i xDrive Gran Coupe will accelerate from 0-100km/h in 4.7sec, and I reckon the threshold for a properly quick car is sub-five seconds.

The 3.0-litre turbo six develops its peak power of 285kW between a relatively lofty 5800-6500rpm, but the big number is a solid 500Nm punch of pulling power delivered between 1900-5000rpm.

Squeeze the throttle pedal pretty much anywhere in the rev range and the response is glorious. Rapid acceleration accompanied by raucous engine noise and rorty exhaust note (albeit with some synthetic support). Various pops and bangs in the Sport settings add extra entertainment.. 

The eight-speed auto gets some electric support from the mild-hybrid system to fill the torque gap on up shifts, and the result is a conventional torque-converter transmission that behaves like a dual-clutch.

Shifts are seamless in general driving, and satisfyingly quick in a more aggressive mode, the wheel-mounted paddles dialing up the fun in manual changes. 

Suspension is double wishbone front and multi-link rear with the standard ‘Adaptive M Suspension’ built around an adaptive damper set-up.

The change between the ‘Comfort’ setting to the ‘Sport’ or ‘Sport+’ calibration is close to instant and makes a discernible difference, especially in terms of ride comfort.

I found the best ‘Individual Sport’ arrangement to be damping in Comfort, with the steering engine and transmission in Sport. The car flows so beautifully through corners with urgent response from the powertrain.

By all means dial up the suspension if you’re having a real crack, but the car feels superbly balanced, stable and predictable in Comfort (front to rear weight distribution is 50:50).

The electrically-assisted variable-ratio steering is nicely weighted with good road feel, and the grippy sports steering wheel is a nice point of contact.

The xDrive AWD system’s default setting is rear-biased, although it will push most of the drive forward when required. But the RWD feel is unmistakable. 

The M440i weighs in at around 1.9 tonnes but feels lighter and more nimble than that figure would typically indicate.  

A standard electronically-controlled M Sport limited-slip differential puts the power down confidently. I have a favourite LSD test corner on my regular evaluation drive, a sharply twisting and rising left-hander.

Rolling into it in a low gear before planting the throttle mid-corner, the car simply hunkers down without a hint of fuss (or traction loss) as it rockets out the other side.

Optional M Sport front seats ($2000) provide comfort and firm location in equal measure and in terms of ergonomics BMW knows how to focus on the driver and set-up an efficient environment. Key controls are perfectly positioned and simple to operate.

I have an issue with the ‘Lane Departure Warning’ function, however, which is too quick to intervene and overly intrusive when it does so. I turned the ‘Steering Intervention’ function off. You can dial down steering wheel vibration warnings, too.

The standard M Sport brakes feature big vented rotors front and rear, with fixed four-piston front calipers doing the bulk of the work. They’re strong but don’t bite or release too aggressively. It’s easy to grease in a smooth application. 

There’s no cabin side-steps but large handles on the A and B pillars assist climbing aboard. People of most shapes and sizes can find a comfortable driving position given its supportive seating, large left footrest and height/reach-adjustable steering wheel featuring a flat top to optimise forward vision and a flat base to provide ample torso room.

It exudes solidity in its engineering and build quality along with excellent steering feel, handling and braking. It also has energetic acceleration and all-round performance.

We trialled the sequential manual-shifting and selectable drive modes but spent most of our test in the ‘Normal’ default setting as it provides the best compromise. It’s also a low-stressed highway cruiser requiring only 1600rpm to maintain 100km/h and little more for 110km/h.

The unladen ride quality is firm, as you’d expect given its big payload rating, but it’s more supple than some other 4x2 one-tonners we’ve tested without loads.

To test its GVM rating we forklifted 890kg into the load tub, which combined with our crew of two equalled a total payload of 1070kg which was only about 50kg below its legal limit.

Under this weight, the large bump-stop rubbers fitted to the rear leaf-springs engaged with the chassis rails above them very early in compression, which eliminated the hard thuds experienced with traditional designs that ‘bottom-out’ over large bumps and through dips.

The Tasman proved to be a competent heavy load-hauler in ‘Normal’ drive mode, maintaining its hearty performance and sure-footed handling with more than one tonne on board.

It also made light work of our 13 per cent gradient, 2.0km-long set climb at 60km/h, self-shifting down to third gear to easily haul this load to the summit.

Engine-braking on the way down, in a manually selected second gear, was equally strong until the engine reached 4000rpm on overrun (no redline is displayed) and promptly shifted up a gear.

These engine-protection protocols are increasingly common in light-commercial vehicles (both utes and vans) but can spring a surprise when you’re ‘leaning’ on the engine to restrain its payload during steep descents and it suddenly shifts up a gear and starts running away from you. Even so, the Tasman’s four disc brakes easily maintained the posted 60km/h speed limit for the remainder of the descent.

Overall, we struggled to find fault in the driving experience apart from one baffling oversight in cabin design, given the steering wheel’s rim blocks the driver’s view of the climate control screen located between the instrument and multimedia screens.

This is distracting for drivers, given climate control settings are among the most-adjusted cabin functions. Hopefully this will be corrected in future upgrades.

The Tasman S 4x2 and X-Line/X-Pro 4x4 models are yet to be ANCAP-rated, but other grades earned the maximum five stars when tested this year.

There’s a full suite of airbags, auto emergency braking (AEB) with multiple object detections, blind-spot monitoring, rear cross-traffic alert, trailer stability assist, driver attention alert, smart cruise control, lane-keeping and lots more.

Junior tradies get ISOFIX and top-tether child-restraint anchorages on the two outer rear seating positions.

The M440i Gran Coupe is covered by BMW’s three-year/unlimited km warranty (including paintwork), as well as 12-year/unlimited km anti-corrosion (perforation) cover. 

That’s off the premium market pace now with Genesis, Jaguar, and Mercedes-Benz at five years/unlimited km and Lexus set to join them from January 1st, 2022. 

That said, roadside assistance is provided for the duration of the main warranty, but it’s worth noting “rattles and squeaks” are only covered for one year.

Service is condition-based, the car telling you when maintenance is required, and a range of service packages are available. The basic plan covering a 4 Series for five years/80,000km comes in at $1750. 

It comes with Kia’s excellent seven-year/unlimited km warranty, plus 12 months complimentary roadside assistance which is renewed each year for up to eight years if serviced by an authorised Kia dealer.

Scheduled servicing is every 12 months/15,000km whichever occurs first. Capped-pricing applies to the first seven scheduled services up to seven years/105,000km totalling $3971, or a pay-as-you-go average of $567 annually. Alternatively, Kia offers pre-paid servicing packages with cost savings for three, five or seven-year terms.

There are currently more than 160 Kia dealerships across Australia, which also provide vehicle servicing.