Lexus ES250 vs BMW 218i

What's the difference?

Since day one Lexus has aimed to prise buyers away from the limpet-like grip of traditional luxury car players. Conventional marketing wisdom says consumers buy brands, with the actual product a secondary consideration. 

The updated ES has the value, efficiency, safety, and driving refinement to again challenge the establishment. Amazingly, the ownership package, specifically the warranty, is starting to lag the market. 

But for open-minded premium buyers this product is worth a look before following a well-worn brand path. And if it was my money, the ES 300h Luxury with Enhancement Pack is the range sweet spot for value and performance.

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.

From shy wallflower to life of the party, the Lexus ES was given a comprehensive design makeover for its seventh generation.

A dramatic, angular exterior incorporates signature elements of the Lexus brand's distinctive design language including an unmissable ‘spindle grille’, but is still clearly recognisable as a conventional 'three-box’ sedan.

The jagged headlights now feature ‘tri-beam’ LEDs on F Sport and Sports Luxury grades, adding an extra air of purpose to an already bold face. And the grille on Luxury and Sports Luxury models is now made up of multiple L-shaped elements, mirrored across the top and bottom sections, then finished in gunmetal grey for a close to 3D effect.

The ES is offered in 10 colours - ‘Sonic Iridium’, ‘Sonic Chrome’, ‘Sonic Quartz’, ‘Onyx’, ‘Graphite Black’, ‘Titanium’, ‘Glacial Ecru’, ‘Radiata Green’, ‘Vermillion’ and ‘Deep Blue’ with two other shades reserved for the F Sport only - ‘White Nova’ and ‘Cobalt Mica.’

Inside, the dash is a mix of simple sweeping surfaces contrasted by a flurry of activity around the centre stack and instrument cluster.

Located roughly 10cm closer to the driver, the new multimedia screen is a 12.3-inch unit with touch functionality, a welcome alternative to the laggy and inaccurate Lexus ‘Remote Touch’ trackpad set-up. Remote Touch remains, but my advice is to ignore it and use the touchscreen.

The instruments sit in a deeply hooded binnacle with buttons and dials on and around it. Not the sleekest design in the segment and passable only from an ergonomic point-of-view, but the overall feel is suitably premium.

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.

An overall length just under 5.0m long shows how much the ES and its competitors have crept up in size over recent generations. The Merc C-Class is more a mid-size car than the compact sedan it once was, and at nearly 1.9m wide and standing a bit over 1.4m tall the ES more than matches it for space.

There's plenty of room up front, the car feeling open and spacious from behind the wheel, thanks in part to the low sweep of the dash. And the rear is just as commodious.

Sitting behind the driver's seat set for my 183cm (6'0”) position I enjoyed good leg and toe room, with more than enough headroom, despite inclusion of a tilt and slide glass sunroof on all models.

Not only that, entry to and egress from the rear is a breeze thanks to a large aperture and wide opening doors. And while the back seat is best for two, three adults across is do-able without too much pain and suffering for short to medium journeys.

Connectivity and power options are plentiful with twin USB ports and a 12-volt socket front and rear. And storage starts with two cupholders in the front centre console, and another pair in the fold-down rear centre armrest.

If the remote touch system was (deservedly) given the boot, there would be room for extra oddments space in the front console.

The front door pockets are adequate rather than large (smaller bottles only), the glove box is modest, but the storage box (with padded armrest lid) between the front seats is more generous.

There are adjustable air vents for rear passengers, which you'd expect in this category, but are always a plus none-the-less.

The rear door pockets are okay, except the opening is relatively slim so bottles are a struggle, but there are map pockets on the back of both front seats as another bottle option.

Important to note that while boot space is decent at 454 litres (VDA) the rear seat doesn't fold. At all. A lockable ski port door sits behind the rear armrest, but the lack of a split-folding back seat is a significant practicality compromise.

A reasonably high loading lip into the boot isn't great, either, but there are tie-down hooks to help secure loose loads.

The Lexus ES is a no-tow zone and a space-saver spare is your only flat tyre option.

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.

The ES 250 is powered by an all-alloy, 2.5-litre, naturally aspirated (A25A-FKS) four-cylinder engine featuring DVVT (Dual Variable Valve Timing) - electrically actuated on the intake side, and hydraulically on the exhaust side. It also uses a combination of direct and multi-point fuel-injection (D-4S).

Maximum power is a handy 152kW at 6600rpm and peak torque of 243Nm is available between 4000-5000rpm, with drive going to the front wheels via an eight-speed automatic transmission.

The 300h features a modified (A25A-FXS) version of the same engine using the Atkinson combustion cycle which plays with valve timing to effectively shorten the intake stroke and lengthen the expansion stroke.

The down-side of this set-up is a loss of low-end power, while the up-side is improved fuel efficiency. Which makes it perfect for a hybrid application where an electric motor can make up for the low-end shortfall.

Here, the result is a combined output of 160kW, with the petrol engine producing its peak power (131kW) at 5700rpm.

The 300h's motor is a permanent magnet synchronous type producing 88kW/202Nm, and the battery is a 204-cell nickel-metal hydride type with a capacity of 244.8 volts.

Drive again goes to the front wheels, this time via a continuously variable transmission (CVT).

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.

Hyundai's official fuel economy figure for the ES 250, on the ADR 81/02 - urban, extra-urban cycle, is 6.6L/100km for the Luxury and 6.8L/100km for the F-Sport, the 2.5-litre four emitting 150 and 156g/km of C02 (respectively) in the process.

The official combined cycle fuel economy figure for the ES 350h, is just 4.8L/100km, the hybrid powertrain emitting only 109g/km of C02.

While the launch program didn't allow us to capture real-world (at the bowser) figures we did see a dash-indicated average of 5.5L/100km in the 300h, which is brilliant for a car in this class, weighing in at 1.7 tonnes.

You'll need 60 litres of 95RON premium unleaded to fill ES 250's tank and 50 litres to brim the ES 300h. Using Lexus figures that equates to a range of a little less than 900km in the 250 and just over 1000km in the 350h (900km using our dash-indicated number).

To further sweeten the fuel economy equation Lexus provides an Ampol/Caltex five-cents-per-litre discount as a permanent offer via the Lexus app. Nice.

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 first thing you notice behind the wheel of this ES is how extraordinarily quiet it is. Sound absorption materials are stuffed all around the body. Even the engine cover has been designed to keep the decibels down.

And ‘Active Noise Control’ (ANC) uses the audio system to generate “noise-cancelling waves” to suppress mechanical clatter from the engine and transmission. The car is eerily EV-like in it's pin-drop interior tranquility.

We focused on the ES 300h for the launch drive, and Lexus claims 0-100km/h 8.9sec for this version of the car. It feels every bit that quick, but the engine ‘noise’ and exhaust note are like the humming of a distant bee hive. With thanks to Daryl Kerrigan, how's the serenity?

Around town the ES is composed and supple, absorbing pock-marked urban irregularities with ease, and on the freeway it feels like a hovercraft.

Lexus makes a lot of noise about the torsional stiffness of the ‘Global Architecture-K’ (GA-K) platform sitting under the ES, and it's clearly more than hot air. Through twisting B-roads it remains balanced and predictable.

Even in non-F-Sport variants the car points nicely and will steer accurately on the throttle through constant radius corners, with only modest body roll. The ES doesn't feel like a front-wheel drive car, with neutral handling up to an impressively high limit.

Luxury and Sports Luxury grades are offered with three drive modes - ‘Normal’, ‘Eco’ and ‘Sport’, tweaking engine and transmission settings for economy or a more spirited drive.

ES 300h F Sport variants add three more modes - ‘Sport S’, ‘Sport S+’ and ‘Custom’, further revising engine, steering, suspension and transmission characteristics.

Despite all the tuning options, road feel is not the ES's strongest suit. Dialing in sportier modes will add steering weight but no matter what the setting, the connection between the front wheels and the driver's hands is less than intimate.

The CVT auto suffers some of that disconnect between road speed and revs, the engine moving up and down the rev range in search of the power/efficiency sweet spot. But wheel-mounted paddles allow for manual shifting through pre-set ‘ratio’ points, and that option works nicely if you prefer to take the reins.

And when it comes to slowing down the ‘Auto Glide Control’ (ACG) system smooths out regenerative braking when you're coasting to a stop.

The conventional brakes are ventilated (305mm) discs at the front and a solid (281mm) rotor set-up at the rear. Pedal feel is progressive and outright stopping power is strong.

Random notes: The front seats are great. Super-comfortable yet neatly bolstered for secure location. The F Sport's chairs, even more so. The new multimedia touchscreen is a winner. It looks good and menu navigation is agreeably straight forward. And the digital instrument cluster is similarly clean and clear.

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.

From the time it arrived in the Australian market just over 30 years ago Lexus has made the ownership experience a key differentiator for the brand.

Its focus on post-purchase benefits and ease of servicing shook the established luxury players out of their button-backed leather lounge slumber and into a new aftersales mindset.

That said, the Lexus standard four-year/100,000km warranty is some way off luxury newcomer, Genesis, as well as traditional heavyweights Jaguar and Mercedes-Benz, all at five years/unlimited km.

Yes, Audi, BMW and others are at three years/unlimited km, but the game has moved on for them, too. Plus, the mainstream market standard is now five years/unlimited km, with some at seven, even 10 years.

On the other hand, the ‘Lexus Encore Privileges’ program provides 24-hour roadside assistance for the duration of the warranty, as well as, “dining, hotel partnership and luxury lifestyle experience offers exclusive to owners of new Lexus vehicles.”

The Lexus Enform smartphone app also offers access to everything from real-time advice on events and the weather to nav destinations (restaurants, businesses, etc), and more.

Service is scheduled every 12 months/15,000km (whichever comes first), and the first three (capped price) services for the ES are $495 each.

A Lexus loan car is provided while your pride and joy is in the workshop, or a pick-up and return option (from home or office) is available. You'll also receive a complimentary wash and interior vacuum.

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.