Ford Transit Custom vs BMW IX2

What's the difference?

The Ford Transit Custom Trail has plenty of appeal as a work van or a camper fit-out candidate. It’s a well-packaged, comfortable and contemporary van that’s nice to drive and as a bonus, with all-wheel drive it’s given the scope of capability to be able to tackle mild off-roading situations with confidence.

It’s built for work and play and though it’s limited to two-up for travels, the Trail offers so much potential as a camper conversion for adventure seekers its few niggles are easily forgotten when you’re busy making memories.

The second-generation BMW X2 is leagues better than the car it replaces. It now sits nicely in BMW's line-up and offers genuinely tempting electric variants.

This isn't an affordable car by any means but next to rivals from Mercedes-Benz and Volvo, the well-equipped iX2 xDrive30 feels a complete package.

Similarly, the entry-level xDrive20i petrol is a very compelling choice with a comfortable ride and sporty drive.

We'd skip the contrived M35i unless your heart is set on going quickly in a straight line. With the thinking cap on, it's also hard to make a case for the X2 over the objectively better (and more affordable) X1. Then there's the more spacious, powerful, efficient and cheaper Tesla Model Y.

That's not really the point of this car, though. It'll never sell in as many numbers as the X1. Those who love its fastback styling will be pleasantly surprised by the new X2. It does what it says on the tin, marrying the BMW badge with a sporty drive and daring style.

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

It looks like a van but with some striking yet low-key flourishes that all kind of work as a whole. Those include a Trail grille and the matt black alloy wheels. The yellow sticker-pack is a neat touch.

The Trail has more presence than a regular Trend with its 30mm-taller raised suspension and overall adventure-ready look with strong front end and chunky wheel arches.

The striking but low-key theme continues inside with a neatly laid-out yet spartan cabin. The two synthetic leather seats are topped with Trail embossing and lined with yellow stitching.

The cabin is separated from the rear cargo area by a bulkhead, which incorporates a small wired window.

The entire point of the BMW X2 is to grab attention and promote conversation. The X2's new-found success comes mainly from bigger proportions - it's grown 194mm over its predecessor and 54mm longer than X1.

It's 64mm taller and sits on tracks that have been pumped by 21mm. All the changes are built into the latest iteration of BMW/Mini's transverse UKL2 platform.

The result is presence and swagger on the road for the X2. Even the base car grabs attention, while electric iX2 variants get unique closed-off grilles and a different front bumper treatment.

It's the M35i thats most eye-catching, though. A jutting lower spoiler and butch stance highlighted by horizontal kidney grille slats and quad exhaust tips. Our test car was finished with massive (and optional) 21-inch alloy wheels.

As successful as the whole package is, there are fussy elements: the boxy rear end, awkward spoiler and peculiar tail-lights. From some very specific angles there's even a hint of SsangYong Actyon to the proportions.

The iX2 and X2 aren't made to appease everyone, though, so you don't have to love it.

Inside is a different story with elegant simplicity the X2's remit. It's much like an X1 in layout with crisply integrated curved screens running the latest iDrive 'OS9'.

Apple CarPlay was faultless (wireless Android Auto is also included) yet connected navigation makes it easy to rely on BMW's in-house features.

You get 90 days free use of BMW Digital Premium, which includes the ability to download games and apps as well as more advanced connected navigation. After the trial, you'll need to pay monthly ($9.99) or annually ($109) for the services.

The X2's door pulls and handles are particularly nice to interact with, blending visual lightness with reassuring sturdiness.

It’s a van so there are two distinct sections to the Trail, the cabin and the load space.

Firstly, the cabin. More a work-friendly than family-friendly interior, this Trail is a two-seater with plenty of durable plastic everywhere – ready for work and life – as well as charging (with USB-A and -C ports) and storage (including a van-favourite dash-top slot for logbooks etc, outboard moulded cupholders and a nifty pop-out cupholder), all amenities enough to cope with most daily van-related duties.

The seats are comfortable, supportive and have a fold-down lock-in-place armrest.

Now for the load space. There are no seats back there and as such it has plenty of potential as a work van or touring vehicle.

Access to the rear load space is via a barn door at the back and this Trail has a sliding door on both sides.

The cargo area is substantial – 3002mm long (to the bulkhead; 3450mm long if load-through hatch is used), 1392mm wide (between wheel arches) and 1425mm high (floor to roof). Easily big enough for work equipment or recreational gear. It can cope with four Euro pallets (each measuring 1200mm x 800mm) and it has a listed maximum load volume (with the bulkhead) of 6.8 cubic metres.

Load height through the rear barn doors is 531-585mm, depending on how much weight is already onboard.

The load space has the aforementioned metal bulkhead (with window and load-through hatch), load area protection kit (full height walls and moulded floor), LED lights and eight tie-down loops.

Otherwise, this is a load area ripe for customisation. Maybe a plethora of shelves for a tradie, or some bedding and extra storage for an adventurous person or couple.

Despite the X2 living dangerously in the style department, it hasn't sacrificed cabin practicality – at least in the front seat.

A vertical wireless charging pad holds a phone in like a kid on a rollercoaster (important, as you'll read later, because the X2 range has some serious back-road talent) with nearby USB-C plugs for additional charge.

The door bins easily fit a one-litre camping bottle, there's good storage for small bags beneath the floating armrest (which has a very small cubby for keys or mints) and a sizeable glove box.

As you'd expect from a German-built BMW (all X2s hail from Regensburg) build quality is excellent... save for the flimsy indicator stalks. The latest oblong engage with a limp click that's a far cry from the damped thump of older BMWs, such as the E90 3 Series.

The cabin materials are pleasing to touch with quality stitching and soft padding on heavy touch areas. Geometrically patterned trim inserts add some cabin flare and look sturdy as well. 

The X2 and iX2's back seat is not as good as the BMW X1's – none of the proverbial thanks, Sherlock.

Under the sloping roof headroom will be acceptable for 175cm adults and knee room is passable. Despite sharing underpinnings between electric and combustion variants there's minimal spatial compromise.

There are ISOFIX ports and top tether anchors for all seating positions. Vents are mounted in the centre console and there is a fold-out armrest with cup holders. Doors open relatively wide for a 'coupe' as well. 

Of some concern is the X2's narrow bench; the body-work sculpted appearance of the coupe tail results in lots of shoulder room intrusion. To put it in simple terms, it's best capped at four occupants.

The boot is at least very generous, offering between 525L (iX2) and 560L (X2) of VDA space.

The load bay is long and there is no load lip to lift items over. Seats fold in a 40:20:40 configuration, growing capacity up to 1400L.

Neither the X2 or iX2 is fitted with a spare tyre, so its mobility kits for X2 owners.

The 2024 BMW X2 range spans $75,900 to $92,900 before on-road costs. Surprisingly, it's the M35i that's dearest, rather than the electric iX2 xDrive30 ($85,700).

There's no three-cylinder price leader in the X2 range as there is in the X1 and your body kit choice is M Sport, which explains why, trim-for-trim, the X2 xDrive20 $5000 dearer.

Once you've added the $3000 M Sport pack to the X1 xDrive30, though, you're only $2000 off the X2 for equivalent spec levels.

Some highlights include 'Veganza' artificial leather upholstery (in black, Oyster or Mocha), 19-inch alloy wheels, M Sport kit including adaptive dampers, 'Iconic Glow' illuminated kidney grilles, adaptive LED headlights, head-up display and 10.7-inch touchscreen with BMW's slick ninth-gen operating system – this equipment is shared with the iX2 xDrive30.

The $82,900 (before on-road costs) single-motor iX2 eDrive20 is more basic, missing adaptive cruise control, lane-trace assist, power seat adjust and front seat heating. All EV models include tyre pressure monitoring, acoustic pedestrian warning, 12-month Chargefox subscription, and Mode 2 and 3 charging cables.

Being a BMW there are options on the table. An enhancement pack comprises metallic paint, a sunroof, Harman/Kardon sound system, steering wheel heating and adjustable lumbar support with massage function for $3615 on the iX2 xDrive30 and $4700 on the X2 xDrive20.

Cleverly, BMW has priced the iX2 xDrive30 beneath the luxury car tax threshold – significantly benefiting those looking at buy via a novated lease – even with the enhancement pack and metallic paint. Something Mercedes-Benz hasn't been able to achieve with its $102,900 twin-motor EQA350 rival.

An M Sport Package Pro is available for all variants adding dark finish headlights and extended piano black exterior trim, M Compound brakes, M seatbelts and 20-inch 'style 873' alloy wheels.

That pack is gratis on the flagship M35i xDrive which benefits from a higher 233kW tune of its 2.0-litre turbo-petrol four-cylinder and a torsen limited-slip differential on its front axle.

The pictured M35i was finished in $5000 worth of matte paint, in this case Frozen Pure grey. Portimao blue is also available along with regular metallic paint ($1800).

The Ford Transit Custom Trail has a 2.0-litre four-cylinder turbo-diesel engine producing 125kW at 3500rpm and 390Nm at 1750-2500rpm.

The Trail has a clever eight-speed automatic transmission and an on-demand all-wheel drive system.

It all works rather well, but it’s a van afterall and as such it is less dynamic and more dependably driveable than perhaps a cross-shopped SUV wagon. However, as an AWD van the Trail can be trusted to keep its grip on wet bitumen, soggy grass and loosely-gravelled tracks and that’s a strong part of its appeal over a 2WD van.

BMW's internal combustion engines are responsive and slick in the X2, while the iX2's well-calibrated electric powertrains deliver pleasingly instant pick-up.

The range kicks off with a heavily revised version of BMW's all-aluminium 'B48' 2.0-litre four-cylinder in xDrive20i tune. It produces 150kW and 300Nm, enough to hit 100km/h in 7.4 seconds from rest.

Like the xDrive20i, the M35i employs a seven-speed dual-clutch transmission driving all four wheels.

Australian M35is are more powerful than European models, developing 233kW and 400Nm for a 0-100km/h sprint in 5.4 seconds. A freer-flowing exhaust is augmented with active sounds for a fruity (if synthetic) note.

BMW offers a pair of electric powertrains with the 150kW front-drive eDrive20 and twin-motor 230kW/494Nm iX2 xDrive30.

We only sampled the more powerful one which features Hans Zimmer-composed sound scapes and an impressive turn of pace, hitting 100km/h in 5.6 seconds (claimed).

It is limited to a 180km/h top speed which may pose an issue on German Autobahns but is no trouble in Australia.

The Ford Transit Custom Trail has an official combined cycle (urban/extra-urban) fuel consumption figure of 8.5L/100km. On this test I recorded 8.8L/100km.

The Trail has a 70-litre fuel tank so going by my on-test fuel figure you could reasonably expect a driving range of about 795km from a full tank of diesel. However, as with any vehicle, once you’ve loaded the Trail with real-world burdens (e.g kids, dogs, camping gear, etc) you’ll soon see that fuel consumption increase.

Rated at 7.5L/100km (xDrive20i) and 7.8L/100km (M35i), after a 130km jaunt, the M35i's trip computer showed 9.8L/100km.

Premium 95 RON or higher is required and the fuel tank holds 54 litres.

For the iX2 xDrive30, consumption was above the WLTP rating. We saw 18.2kWh/100km on our hilly country route which would equate to 356km from a charge of the 64.8kWh lithium-ion battery battery.

The 417km WLTP driving range figure is at 15.5kWh/100km, we'd expect to get closer to the rated figures in more typical urban and suburban use cases.

Regenerative braking was quite pronounced (there are four setting: Adaptive, Low, Moderate and High) and on a descent into Hobart the xDrive30 managed to boost charge levels from 27 to 29 per cent.

As for regular charging, the iX2 will take DC electricity at 130kW, meaning 29 minutes from 10 to 80 per cent. That interval allows you to roam around 290km between charging stops on a long run.

One great aspect of both iX2 variants are their fast 22kW AC charging capability. It means the iX2 can go from flat-full in under four hours, rather than eight hours on an 11kW wallbox.

Though most owners won't have access to three-phase electricity, this suits public charging – such as at shopping centres or destinations – very well.

Another boon is BMW's inclusion of both Mode 2 and Mode 3 charging cables and a 12-month ChargeFox subscription.

Home wallbox installation isn't included in the deal (Lexus offers this with its UX300e) though BMW does offer the service at a cost for those who want it.

It’s easy to get in and out of the Trail’s driver seat with a wide-opening door and a big step to help you inside.

The seats are comfortable and it’s simple enough to dial-in your driving position via the tilt-and-reach adjustable steering wheel and manually-adjustable seat.

Word of warning: the auto transmission is operated via a stalk mounted on the right-hand side of the steering wheel column, which takes some getting used to.

Once underway, the Trail is punchy enough around town and in the suburbs with its 2.0L 'EcoBlue' turbo-diesel engine offering a more-than-adequate amount of power and torque (125kW and 390Nm) and its clever auto helping out with nifty moves through traffic (for a van, anyway).

Visibility is impressive from the cabin and you’re afforded a convenient vantage point with the Trail standing a bit taller than its regular Transit Custom stablemates as it’s on lifted suspension, but feeling composed on most surfaces.

The Trail has a listed kerb weight of 2046kg and a turning circle of 12.1m, pretty standard for a long wheelbase van, so this is not an insubstantial vehicle and it’s a bit tricky to 'flip a u-ee' if the situation demands it.

It has six drive modes – 'Normal', 'Eco', 'Slippery', 'Tow/Haul', 'Sport', 'Trail' – which each adjust engine torque, throttle response and traction control, among other things, to suit the road surface and conditions.

But we’re all here to see how it goes off-road, aren’t we?

Well, obviously this is no rock-crawling machine and it’s not intended to be. It’s best thought of as having an all-wheel drive system that gives this van mild off-road capabilities, as in it can tackle wet bitumen, soggy grass, lightly corrugated bush tracks and very shallow mud puddles with more confidence than the Transit Custom Trend it's based on.

In a nutshell, the AWD Trail will be able to handle most low-level traction-compromised scenarios. But it does not have enough ground clearance, wheel articulation, grip or underbody protection to tackle any terrain beyond modest off-roading.

Speaking of grip, the Trail as standard rides on Bridgestone Duravis R660 (215/65 R16) rubber, a van/light truck commercial tyre and they are not so well suited to dirt tracks and the like. Grippier all-terrain tyres would help this van perform slightly better off-road than on its showroom rubber.

In its favour, the Trail has a front skid plate and underbody protection in case it cops some knock from the ground during its adventures.

Not in its favour, however, especially as a potential touring vehicle, is the fact it has a space-saver spare wheel and tyre.

If you’re thinking of using your Trail as a tourer, it’s worth knowing payload is listed as 1179kg, maximum braked trailer towing capacity is 2500kg, Gross Vehicle Mass (GVM) is 3225kg and GCM is 5725kg.

The previous-generation X2 always felt a bit more Audi or Volkswagen than BMW in the way it went down a road.

This latest iteration has a secure, dynamic balance more in-keeping with the blue-and-white roundel and is far more impressive than its predecessor.

We spent our first leg in the performance-oriented M35i. The punchy engine, front-biased AWD and slick transmission felt just right in the sporty small SUV.

It sits 15mm lower than the other variants on differently tuned springs and adaptive dampers.

The M35i holds onto the tarmac like a limpet with minimal body roll at very high limits partly thanks to the efficiency-oriented 245/35R21 Continental Eco Contact 6 Q tyres.

Yet this comes at the cost of adjustability. With such tight rebound damping in Sport and Sport Plus modes, the M35i's body is too tied down. Even in Comfort, the M35i hopped and fidgeted over Tasmania's broken tarmac, a trait not aided by the 21-inch alloys.

We would have preferred more build-up in the steering weight, too, given the sporting intentions. That chubby wheel rim does its best to remove any sensation of feedback, too.

BMW's iDrive is mostly fantastic except when it comes to changing drive modes, which you need to do fairly regularly in the M35i.

More than just normal – or Personal here – there's configurable Sport and Efficiency modes. There's also Digital Art and other less useful options.

Thankfully, the xDrive20 is much sweeter. Even optioned up with the 20-inch alloy wheels the ride is a lot more agreeable and well-suited to Tasmania's lumpy roads.

All the damper modes were usable with Sport providing welcome extra support without being too strict. Turning into corners felt more natural in the xDrive20 thanks to a bit more body roll which helps communicate grip levels.

The xDrive20i did feel low on grunt after the M35i and iX2 xDrive30 but that was only in a direct comparison - grunt levels were plenty once accustomed. We did miss the M35i's front limited-slip differential on loose surfaces, but it wasn't a deal breaker.

Seeing that the iX2 xDrive30's kerb weight was 325kg higher than the M35i (2020kg) set alarm bells going initially. That's a lot of extra weight for a 'small SUV' to be carrying around, and is beyond a Tesla Model Y Long Range (1979kg).

The iX2 uses the same kinematics and suspension components as the petrol cars but in completely retuned states. Encouragingly, the result is rather excellent.

You do notices the weight when pushing through patchily surfaced corners. The iX2 bobbles and hops occasionally as you approach the damper's limits, but to their credit they never gave up.

That light steering – which is frustrating in the M35i – aids to disguise the xDrive30's extra mass, too. As all X2's are front-biased AWD models, they never quite reach the dynamic heights of BMW's Cluster Architecture models.

Still, grunt is prodigious and, although it's officially slower than the M35i, the xDrive30's rolling response is predictably excellent. BMW has done a great job calibrating the regenerative braking, too.

I found Moderate was my preference, and because the brake pedal blends caliper and regenerative forces you lose precious little range from not having it jacked all the way up.

The iX2 is quiet inside, too. There's almost no wind intrusion and tyre roar is kept to a bare minimum inside, especially impressive given that the M35i sends quite some road noise into the cabin.

Returning through Hobart's outer suburbs, we notice some shortcomings. The iX2's high bonnet, low-set seating position and letterbox rear glass with protruding rear lip spoiler mean visibility is compromised. The X1 doesn't suffer from such issues.

That's the cost of visual flare and the excellent 360-degree camera and head-up display help to alleviate guesswork and keep eyes on the road.

The M35i didn't feel the most complete on the road. If you're chasing a sporty coupe statement at this kind of price, the BMW 230i coupe is a great driver's car.

Instead, you're better to spend money on either the xDrive20i or iX2 xDrive30 with some choice options and enjoy a slick coupe SUV driving experience.

The BMW X2 and iX2 are yet to be rated by ANCAP or Euro NCAP.

The X1 and its electric cousin scored five star ratings in 2022 under a less stringent set of tests.

Standard safety equipment includes seven airbags, frontal AEB with day/night pedestrian and cyclist detection, blind-spot monitoring, adaptive cruise control, speed sign detection, lane-departure warning, lane-keep assist and driver attention monitoring.

Systems such as anti-lock brakes, electronic bake force distribution and electronic stability control are all standard.

Ford’s five-year/unlimited kilometre warranty applies to the Trail.

Servicing is set down for every 12 months or 30,000km and capped-price servicing is offered. Four scheduled services will set you back $2000 (including a brake fluid change at year three) which isn't over the top for a vehicle of this type.

Ford Australia has about 195 independent Ford dealers in Australia, with many located in metropolitan or suburban areas.

Since 2022, BMW has backed all of its cars with a five-year/unlimited kilometre warranty.

You’ll need to service the iX2 ands X2 based on condition, rather than kilometres traveled. The multimedia system will prompt you when it's time to visit a workshop. 

You can pay upfront for service plans with BMW: a five-year servicing package will cost you $3171 for the petrol X2s, while the iX2 is $2186 for six years.