BMW 2 Series Coupe 2014 Review

Hit the starter and Beemer’s strident in-line six whirs to life with a sense of urgency. There’s a crisp bark through its twin pipes as it falls back to idle, starting with such immediacy it seems apologetic for having been at rest. There’s real purpose in this engine, and a healthy dose of theatre as I lightly prod the throttle just to hear it talk... If it’s this good parked, I can’t wait to get it on the road.

Wrapped in a low-slung, taut and visually broad body, the new 2 Series seems to recall a time when BMW was all about light, lithe and liveable Coupes.

The proportions are just right: big enough to be practical, yet small enough to truly involve the driver.

It’s also the first of its kind; essentially a replacement for the 1 Series Coupe (launched in 2007) and, eventually, Convertible (due in 2015). As well as being (72mm) longer, (26mm) wider and (5mm) lower than the outgoing model, the 2 Series boasts genuine 50:50 weight distribution and, we think, inherits the classic lines and proportions of the classic 1600 and 2002 models of the 1960s and ‘70s.

For the time being, the 2 Series range offers two petrol variants and one diesel, with pricing from $50,500 (plus on-road costs). Both the 220i and 220d are identical, equipment-wise and offer the same 135kW output from turbocharged four-cylinder engines. Of course, and as the nomenclature suggests, one is petrol (i) and the other diesel (d), and the torque output varies accordingly (270Nm vs. 380Nm). On the plus side, that extra 110Nm will only cost you an additional $2000.

From here, there’s a big jump, both in price and performance, to the high-output 3.0-litre six-cylinder-powered M235i. At $79,900 (plus ORCs) the sporty Coupe boasts 240kW and 450Nm which is the same torque but 5kW more than the current M135i hatch. If, however, you prefer the Coupe body style, you’ll have to cough up an additional $15,000 for the privilege.

The disparity in the pricing between entry and high-grade variants will be addressed when the mid-grade 228i lands in October (2014). A Convertible line-up is expected to follow in 2015, and perhaps an even hotter M2 variant as well.

As you’d no doubt expect of a Coupe, the focus is on dynamism and front-seat happiness. Sure, there are back seats to carry two additional bodies for short periods of time, but headroom and legroom is limited. That’s in spite of the 2 Series providing 21mm more of the latter when compared to the 1 Series Coupe.

Cargo space is also up with an additional 20L (to 390L) gained from a 38mm increase in width (again compared to the 1 Series Coupe). The 2 Series Coupe is fitted as standard with 60:40 split-fold rear seats, with a more flexible 40:20:40 option available for $385.

Up front the 2 Series’ cabin is typically BMW. From the electronic gearshift to the leather-clad wheel and the orange-lit dials there’s a sense of familiarity right from the get go. Another BMW trait – sensible ergonomics – is also evident, with the little Coupe placing the driver at its focus, and within perfect reach of the primary controls.

All 2 Series variants are equipped with electrically-assisted steering, with Servotronic variable weighting on the 220i and 220d, and speed-sensitive variable ratio assistance on the M235i.

Driving the 220i and M235i on both road and racetrack at the Australian launch, it’s obvious the difference in output affects both performance and handling significantly, with each ‘badge’ skewed toward its expected buyer demographic.

The 220i is a plush yet capably suspended vehicle with adequate spring travel for even the harshest sections of Tasmanian back-road. Fitted with optional 18-inch rubber our test vehicle was a little noisier than we’d expect the standard model (on 17-inch rubber) to be, but still accurately communicating its intent while steadfastly holding its line.

BMW’s TwinPower technology sees the 2.0-litre four-cylinder force-fed by a variable geometry turbocharger for linear power delivery across most of the rev range. This allows strong torque from fewer RPMs and, in conjunction with eight transmission ratios, allows better drive out of corners than would otherwise be expected from its relatively diminutive output figures (135kW at 5000-6250rpm / 270Nm at 1250-4500rpm).

In regards to steering, the 220i’s Servotronic system has a longer ratio at speed, but is no less candid in telegraphing the intentions of the front tyres. Such honest communication allows perfect placement in the bends and prompt feedback of any break in adhesion.

Admittedly, these limits are near-impossible to find on public roads – despite the best attempts of patchwork surfaces! – and in the M235i’s case, this threshold is higher again.

On the tar covered goat track (it can’t really be called a road) around Mount Wellington, the M235i performs admirably in spite of its noticeably firmer ride. Lowered 10mm, the sporty Coupe maintains impeccable grip without unduly disrupting the direction decreed from the sweet three-spoke steering wheel. It takes a lot of provocation to upset the car’s balance, and just as much to find the bump stops; a fair feat considering the sum of suspension and tyre profile (245/35R18).

Hounding around Baskerville Raceway the following day, the M235i reiterated its tenacious ride/handling compromise. A deliberate stab of the throttle induces as much oversteer as you can handle, but driven sensibly, the tied-down feeling of rubber on road allows impressive cornering pace and rapid changes in direction.

The M235i comes standard with an open differential, assisted by braking input on the inside wheel to simulate the effects of a limited slip diff. It’s a reactive arrangement that feels slightly out of sorts in a car as visceral as this one, and were it up to us, the optional mechanical LSD would be a must-have.

A well modulated brake pedal allows tangible control over the four-pot calipers clamping hard on 340mm rotors. Balanced stopping is supported further by two-piston calipers arresting 330mm rear discs, with just a hint of ‘chirp’ from the Michelin-sourced bags.

Yes, it’s expensive when compared to the nearly-as-quick M135i hatch (4.8secs vs. 4.9 to 100km/h), but it’s a whole lot sexier, and better spoken.

After driving the M135i Hatch the previous day, the M235i sounds crisper, almost as if it’s normally aspirated; the sonorous six-cylinder conspiring with a rich, resonant exhaust all the way to redline (6500rpm).

The M235i makes 240kW at 5800-6000rpm and 450Nm at 1300-4500rpm. It’s a fair crack from 3.0-litre displacement, and utterly intoxicating under load, though we can’t help but wonder just how much sweeter if optioned with that six-speed manual…

A rewarding drive, the BMW 2 Series is a car with both the looks and personality to catch the attention of two-door die-hards.

Is it a future classic? Perhaps. Does the sweet sounding six seduce the driver? Absolutely. Can the price premium be justified over the equally brilliant M135i Hatch? Probably not.

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