Kia Sorento vs BMW M235i

What's the difference?

The Kia Sorento GT-Line PHEV is a sumptuously equipped seven-seater that delivers comfort, tech and an easy-going drive. It presents well on the surface, and for the right buyer (one who can make the most of its plug-in capabilities ) it could be a smart, low-emissions option for family life.

But for all its polish, it doesn’t quite do enough to justify itself as the best Sorento in the range. The electric-only driving range isn’t especially generous, and the higher price tag , combined with its lower towing capacity, may leave some families wondering whether the diesel variant is the more practical choice.

It’s not a bad car by any means, but the flagship GT-Line PHEV feels more like a stepping stone than a standout.

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 Sorento looks exactly how a modern SUV should - confident, capable, and well-proportioned without feeling bulky. It wears its size well, delivering that commanding presence families often want in a seven-seater, without coming across as too aggressive.

I especially like the 19-inch alloy wheels as they suit the vehicle’s stance perfectly. I also like the striking LED lighting signatures front and rear, which really come to life after dark.

Step inside and the cabin strikes a neat balance between tech-forward and user-friendly. You’re greeted by dual 12.3-inch widescreen displays that make a strong first impression, but thankfully Kia hasn’t gone all-digital! You still get physical buttons and dials where they matter, making everything feel intuitive and easy to navigate.

Material quality is a highlight. There’s quilted Nappa leather upholstery, soft-touch surfaces throughout, and even a luxe suede headliner. These premium touches, coupled with the panoramic sunroof, lift the ambience and it's a cabin that feels genuinely upmarket, but not at the cost of family friendly functionality.

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.

Space up front is generous, with excellent seat comfort thanks to wide seat bases, extendable under-thigh support and heating and ventilation. Getting in and out is easy, too, helped by wide door openings and a manageable 176mm ground clearance.

Storage throughout the cabin is thoughtful and abundant. Up front, there’s a large glovebox, a spacious centre console with a removable shelf, two cupholders, door bins with bottle holders, and a handy phone cubby beneath the dash.

The second row adds its own bottle holders and storage bins in each door, map pockets, four cupholders (including one cleverly placed on each door) and a removable floor shelf in front of the centre seat.

Even the third row isn’t forgotten, with a snack cubby and cupholder built into each wheel arch.

Tech-wise, the dual 12.3-inch displays look sharp, and the media system is intuitive and quick to respond. The instrument cluster isn’t particularly customisable, and I’m not a huge fan of the layout, but it displays the essentials clearly. You also get a head-up display, satellite navigation with over-the-air updates, and both wireless and wired Apple CarPlay and Android Auto.

Charging options are solid across all three rows, with multiple USB-C ports, a 12-volt socket in the second row and boot, and a wireless charging pad up front.

The second row offers ample legroom, though headroom is slightly reduced due to the panoramic sunroof. The lack of a transmission tunnel is a win for middle seat comfort, and the bench is wide enough to accommodate three child seats side-by-side. There are three top-tether points and ISOFIX anchors on the outboard seats.

Comfort and convenience features in the second row include heated outboard seats, device pockets, directional air vents, and the same handy storage and charging options mentioned earlier. My son especially loves the retractable sunblinds and the cupholders built into the door handles as they’re easy to reach and super practical. I am, however, disappointed that there’s no separate climate control zone for this row.

As for the third row, it’s best treated as a sometimes seat for adults. Access is more child-sized, and amenities are limited, but you do get directional air vents and a fan control, which are definitely appreciated.

Boot space is tight with all three rows in use, at just 175L, but that was still enough for the odd errand during the week. Fold the third row down and you get a much more usable 604L. Both rows fold completely flat, making it easy to slide in larger items, and the GT-Line includes a powered tailgate and a rare full-size spare wheel for extra convenience.

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.

This depends on how much you buy into this being a sporty Gran Coupe rather than a small sedan.

From $59,900 (all prices are before on-road costs), the German-made front-wheel-drive 218 base grade is slightly cheaper than the previous 218i equivalent, yet gains more kit. It also matches the A200 Sedan and costs a bit more than the (also recently facelifted) A3 Sedan, while offering similar performance and equipment to both.

Along with a host of advanced driver-assist safety (ADAS) systems like adaptive cruise control – to be covered in more detail later on – the base 2 Series Gran Coupe comes with the M Sport styling package inside and out as standard.

You’ll also find goodies like adaptive LED headlights with auto high beams, adaptive dampers, keyless entry/start, a curved all-in-one 10.25-inch instrument display/10.7-inch centre control display using BMW’s latest OS9 system offering cloud-based navigation, an M Sport steering wheel, heated sports front seats, a head-up display, surround-view camera, wireless smartphone charger, Apple CarPlay/Android Auto, BMW Connected Drive with auto emergency call and other services, artificial leather upholstery, a 40:20:40-split backrest, an electric tailgate and 19-inch M-Sport alloy wheels.

From $62,900, the 220 ditches the 218’s 115kW 1.5-litre three-cylinder turbo petrol engine for a 150kW 2.0-litre four-pot turbo, while the 233kW M235 xDrive from $86,600 adds a lot more muscle to that 2.0-litre engine, all-wheel drive, more ADAS tech, massaging front seats, a Harmon/Kardon audio upgrade, uprated brakes, a panoramic sunroof, a heated steering wheel, rear spoiler and higher-gloss trim.

Many of those items are available with a $6700 Enhancement pack on the lower grades.

These more-or-less line up with rival premium small sedans.

Note, though, that they are expensive compared to fine mainstream C-segment alternatives costing far less, like the Subaru WRX, Toyota Corolla hybrid and Mazda3. Or Hyundai’s criminally underrated Ioniq 6 EV. Labels, eh!

Still, for some folk, the 2 Series Gran Coupe’s swoopier silhouette might make it seem like more of a rival to the sleeker CLA than a mere A200/A3 competitor, and that Benz kicks off from about $15K more than the 218. If that’s you, the BMW might be construed as a bit of a bargain.

Since we’re talking about styling, let’s take a deeper dive into the F74’s newly minted looks.

Powering this GT-Line variant is a plug-in hybrid system that pairs a 1.6-litre turbocharged four-cylinder petrol engine with a small electric motor and battery. Combined, the system delivers up to 195kW of power and 350Nm of torque, which is plenty to get this sizeable SUV moving with confidence.

It’s a part-time all-wheel-drive set-up with a lock mode for extra traction when needed, and it’s paired with a smooth-shifting six-speed automatic transmission.

Around town and on the highway, the power delivery feels seamless and refined, with the electric motor doing a nice job of smoothing out stop-start driving.

One key trade-off, however, is towing capacity. While the diesel Sorento can tow up to 2000kg braked, the PHEV’s figure drops to just 1010kg. That’s a significant reduction and could be a deal-breaker for families who regularly tow a camper, trailer or boat.

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.

The Sorento GT-Line PHEV offers a WLTP-rated electric-only driving range of up to 57km - not huge, but enough to cover most daily commutes or school runs without dipping into the petrol tank.

When driven as intended and regularly charged, it’s capable of a combined fuel consumption figure as low as 1.6L/100km and this is paired with a 67-litre fuel tank. That means you could go a seriously long time between fill-ups if you’re topping up the battery daily.

In my week of testing, which included a mix of highway stints and urban errands, the trip computer reported an average of 7.2L/100km.

That’s well above the official figure, but still pretty reasonable considering the type of driving I was doing.

Charging is simple enough. The Sorento uses a Type 2 charging port, and on a standard 3.3kW AC charger, the 14kWh battery can be charged from 15 to 95 per cent in about three hours and 26 minutes.

Kia includes a portable AC charger with this grade, which is a handy bonus for charging at home or on the go.

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.

The Sorento PHEV hits most of the right notes when it comes to power delivery and gear shifts. Occasionally, there's a slight hesitation between whether the engine or electric motor should take the lead - like a dance partner who’s just a touch out of step. It’s noticeable, but not disruptive.

Most of the time, the transition between power sources is smooth, and there’s more than enough grunt for overtaking or merging confidently.

The suspension has a springy, soft edge to it and you’ll feel some movement over bumps but it’s never harsh or uncomfortable. It corners surprisingly well for a large SUV, with responsive, albeit lighter, steering. Body roll is present if you push into tight bends, but that's par for the course in a seven-seater.

Regenerative braking is subtle, almost too subtle. There’s not much feedback, and it can feel a bit heavy underfoot in stop-start traffic. It’s not a deal-breaker, but worth noting if you’re expecting the more pronounced regen feel you get in some other hybrids or EVs.

The cabin remains quiet at both urban and highway speeds, making it easy to hold a conversation across all three rows. Visibility is generally good, though the thicker pillars take a little getting used to. The digital rearview mirror is a great touch when the back seats are loaded with people or gear.

Parking is refreshingly simple thanks to a crisp 360-degree camera and front and rear sensors. One of my favourite features is the remote smart parking, which lets you move the car forwards or backwards via the keyfob, a lifesaver in tight parking spots. Just don’t teach your eight-year-old how to use it ...

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 latest, F74 2 Series Gran Coupe scores neither an ANCAP nor EuroNCAP rating at this stage, but its F44 predecessor managed a five-star result back in 2019.

For the latest version, BMW is highlighting an elevated level of advanced driver-assist safety (ADAS), including lane-change/departure alerts, forward collision warning and automatic emergency braking tech that detects vulnerable road users like pedestrians and cyclists, rear cross-traffic warning, exit warning, adaptive cruise-control with full stop/go functionality, blind-spot monitor and traffic-sign speed-limit alerts.

No information on AEB operating parameters is available as yet for the F74, but the earlier series’ low-speed AEB worked from 8km/h to 85km/h and inter-urban AEB kicked in between 5-80km/h, while the lane-support systems functioned from 70-210km/h.

Tyre-pressure warning, 360-degree surround-view cameras and six airbags are also included, along with Parking Assistant Plus that brings sensors, automatic parking, a reverse assistant that automatically retraces the last 50 metres travelled and a drive recorder.

Note that the 218 misses out on the 220/M235 grades’ ADAS-related crossroads warning, evasion assistant tech, lane-keeping assist with active side-collision prevention and front as well as rear cross-traffic warning. These are available in the aforementioned Enhancement Pack, but at this lofty price point, they should be standard.

Finally, there are ISOFIX child-seat anchorages in the rear-seat outboard positions, along with a trio of child-seat tether latches.

The Sorento is backed by Kia’s seven-year/unlimited-kilometre warranty, which keeps the Sorento competitive in a market that is slowly starting to offer seven/year plus terms as standard.

You’ll also benefit from capped-price servicing for up to seven years or 70,000km, with an average cost of $764 per visit. That’s on the pricier side, especially when compared to some rivals.

Service intervals are every 12 months or 10,000km, whichever comes first, so if you’re someone who racks up the kilometres quickly, that could mean more frequent trips to the service centre than you’d like.

It’s also worth noting that the GT-Line PHEV requires a minimum of 95 RON premium unleaded petrol, which is something to factor into your ongoing running costs, particularly if you're already trying to offset fuel usage with regular charging.

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.