BMW 2 Series Convertible 2015 Review

It might surprise some people to learn that the droopy-looking 1 Series Convertible sold more than 130,000 units globally during its tenure (2007-13), and 5094 of those were in Australia. Now, the Bavarian marque hopes to emulate that success with the heir to its small-segment topless throne — the 2 Series Convertible.

Arriving in Australia from March (2015), the elegantly-styled BMW 2 Series Convertible offers turbocharged four-cylinder power, with a turbocharged six-cylinder petrol model arriving next month. Offered in a range of models familiar to its hard-top sibling — but excusing the 220d (diesel) — the range commences with the 220i at $54,900 continuing through the 228i from $68,900 and topping out with the scintillating M235i at $85,800.

As noted earlier this year, the 2 Series Convertible is priced to please and includes Sport and Luxury model lines familiar elsewhere in the BMW range, as well as a long list of extras, options, packs, paints and accessories.

The (F32-series) 2 Series Convertible is longer (+72mm to 4432mm), wider (+26mm to 1774mm) and taller (+2mm to 1413mm) than the (E88-series) 1 Series Convertible it replaces, but it’s also heavier, with the entry-grade 220i tipping the scale at 1530kg (+70kg, compared to 120i Convertible).

Supporting the larger body is a wider track front and rear (+41mm and +43mm respectively) and a longer wheelbase (+30mm to 2690mm). The dimensions grow cabin space incrementally and add luggage space in both roof down (+20 litres to 280 litres) and roof up (+30 litres to 335 litres) mode. A larger boot aperture and split-fold rear seats allows the 2 Series Convertible to carry two golf bags or a pair of snowboards, according to BMW.

The four-seat 2 Series Convertible offers an automated five-layer folding soft-top, available in three colours (black, anthracite and brown). BMW says it will stow on the go in 20 seconds at speeds up to 50km/h, and reckons it has also addressed some of the noise issues associated with the outgoing model's cloth roof, reducing ambient noise by 5dBA in the front seats and 7dBA in the rear seats at freeway speeds with the lid in place.

Of course 'The Ultimate Driving Machine', as BMW calls it, also needs to prove its worth on dynamic and performance fronts. In that respect, the flagship (at least until the rumoured M2 arrives) of the range is the M235i. With its N55-series turbocharged 3.0-litre six-cylinder petrol, eight-speed automatic and (-10mm) M Sport suspension the M235i Convertible will hit 100km/h in 5.2sec (0.4sec slower than the M235i Coupe) and consume 7.9L/100km of fuel on the ADR Combined cycle.

Double VANOS variable camshafts, variable valve timing and direct injection mean peak power of 240kW arrives at 5800-6000rpm with full twist of 450Nm on tap from 1300-4500rpm.

Power is put to the tarmac via a mechanical limited-slip diff and 18-inch alloys, shod with 225/40-series rubber on the steering wheels and 245/35-series hoops on the driving wheels. A 19-inch lightweight aluminium wheel package is available optionally.

'Regular' variants are powered by BMW's N20-series turbocharged 2.0-litre four-cylinder petrol, common to the likes of just about every hatch, sedan and SUV model in the current portfolio.

Like the Coupe, the Convertible is offered with 220i and 228i variants providing 135kW/270Nm and 180kW/350Nm respectively. The 220i is said to consume 6.2L/100km on the ADR Combined cycle and hit triple figures in 7.5sec, while the 228i sips 6.6L/100km and accelerates 0-100km/h in 6.1sec. Each is fitted with 17-inch alloys as standard.

The 140kW/400Nm turbo-diesel-powered 220d Convertible will not be offered in Australia any time soon.

The six-speed manual transmission offered in European markets may be ordered as a no-cost option. (An eight-speed automatic transmission, complete with paddle shifters and launch control, is standard across the range).

BMW says the body of its newest rag-top boasts around 10 per cent better bending strength and almost 20 per cent more torsional stiffness that the outgoing 1 Series Convertible, allowing the strut (front) / multi-link (rear) suspension to better do its job. It's a point proven during our time with the car in the hills outside of Adelaide. A mix of undulating topography, abruptly connected corners and differing road surfaces showed the 2 Series Convertible is very nearly as tidy as its hard-top sibling.

The body control of the stiffened frame presents none of the scuttle shake often found in soft-top models, and though the ride leans toward firm, it isn’t what you’d call harsh. Sampling both 17- and 18-inch wheels on test it was pleasing to find both deliver similar levels of ride comfort, with the 18s presenting a little more noise at highway speeds.

We sampled the 2 Series Convertible roof on and roof off, and agree with BMW’s claims that the soft-top is as quiet as its hard-top sibling with the roof in place. With the roof off, however, and even with the rear-seat-eliminating draft blocker in place there’s a noticeable ruffle of wind from behind the front seats, channeled predominantly through the centre console area.

It’s a nice feeling on a warm day, though we’d imagine it could get quite brisk at other times. The 2 Series Convertible is not offered with warm air vents in the seats (owing to packaging concerns against the already tight rear-seat legroom), but is available with seat heaters and as standard with a climate-control tuned to operate at its best with the roof on or off.

As was noted in the 2 Series Coupe, the electrically-assisted steering is one of the best in the biz for road feel and feedback. The steering isn’t adversely affected by lumps and bumps mid-corner, and holds its line even when challenged by nasty potholes on apex.

Driving from the corners the eight-speed automatic remains as decisive as the poised suspension. It’s a quick-acting unit that shifts quite seamlessly, even in more aggressive SPORT and SPORT+ modes. The transmission responds quickly to throttle inputs, too, though is shrewd enough to ignore slight prompts from the accelerator, instead relying on the in-gear pull of the turbocharged engine.

On test it was interesting to note that both the 220i and 228i average very similar fuel consumption figures (10.2 and 10.3 respectively), which we put down to the smaller engines need to maintain higher revs across the challenging road circuit. With a little less enthusiasm we’re sure both engines would come closer to their claimed figures, though just like us we’re sure many owners would sooner enjoy the rewards of a fun stretch of road than save a few bucks at the pump.

That said, we’d opt for the 228i in a heartbeat were the price not an issue. It’s a flexible and enjoyable engine with just the right level of power and torque for the job.

In its best year of sales in Australia, the 1 Series Convertible sold just more than 1000 units… If our test drive is anything to go by, we’re sure the 2 Series Convertible will have no trouble matching that, and we’d wager that come this time next year it’ll be a done deal.

Also consider:
>> Audi A3 Cabriolet (from $47,300 plus ORCs)
>> Holden Cascada (arrives mid 2015)
>> Renault Megane CC (from $45,990 plus ORCs)