BMW M240i 2017 Review

It’s not easy to find a direct competitor for BMW’s M240i coupe. In fact its nearest rival could almost be the $98,615 (plus on-road costs) M2. For a fair bit less money than its mighty sibling, the M240i coupe brings formidable on-road abilities with a softer edge. At $74,900 (plus ORCs), the rear-drive, turbo six-cylinder coupe has the compact high-performance market segment virtually to itself. It fully justifies the M badge.

There was a time, in the mid-naughties, when BMW fans fantasised about the potential of a legitimate, high-performance M version of the then-new E87 1 Series compact hatch. It seemed a logical extension of the light, rear-drive mini BMW.

The company did have a chunky 195kW six-cylinder version of the 1 Series providing some separation from the base 1.6 and 2.0-litre four-cylinder variants, but if there were any thoughts among BMW executives about a true, all-stops-out M version to sit below the M3, M5 and M6, they weren’t telling anybody.

Whether it was because the small, rear-drive hatchback was only in its infancy and its long-term existence was not guaranteed, or whether the product planners simply didn’t want to commit sacrilege by following up the legendary, early-1980s M1 mid-engined coupe with a compact hatch bearing the same name, we’ll probably never know.

The fact is, it took BMW until 2014 to find a potential way out of the M nomenclature quandary – which had sort-of been addressed, in an 80 per cent kind of way, with the M135i – when the chance to have a proper, unapologetically-badged M came through the introduction of two-door coupe/convertible 1 Series derivatives, labelled as the 2 Series.

So, in 2016, voila, the BMW M2 coupe and convertible were launched.

Under the skin, the M2 was fundamentally a balls-out, coupe version of the M135i. The M2 was something else, and gave rise to a solid effort by BMW engineers to develop a car worthy of the M badge.

The interesting thing is the prevalence of M badges throughout 1 and 2 Series BMWs. Not only do we have the latest M140i hatch, which has grown from the M135i, we also have the M240i coupe and convertible that share the hatchback’s mechanicals to sit within a hair’s breadth of the sizzling M2.

So how does the M240i understudy compare with the star of the show?

We took an auto-transmission M240i coupe for two weeks during the summer holidays to see whether the M2 is worth the extra $24,000 or thereabouts (without considering the raw, luxury-downgraded, manual-only $89,615 M2 Pure version) added to the price tag.

True, the M240i doesn’t have the wide-body big-wheel stance of the M2, nor the boldly-sculptured, quad-exhaust rear end with its diffuser and faux outrigger guard vents, but it’s still hunkered down and suggestive. From the front end, where the big central and outer air intakes bring it close to equalling the M2’s air-gulping visage, the M240i could not be described as apologetic.

Like the latest M140i hatch, the M240i coupe and convertible use a new, higher-compression, longer-stroked development of the M2’s twin-scroll turbo 3.0-litre inline six to up the capacity (from 2979 to 2998cc) and produce a solid 250kW at a relatively lazy 5500rpm. Although less than the M2’s 275kW (at 6500rpm), it is compensated by a monumental 500Nm that comfortably shades the M2’s 465Nm. This all points to an easily-accessed, user-friendly mid-range.

Though it might not exactly define the true nature of the M240i, this deep well of torque translates to a seriously powerful and flexible small car. In eight-speed auto form, the M240i Coupe can sprint to 100km/h in a head-spinning 4.6sec, only 0.3sec behind a DCT-equipped M2.

It does its accelerative thing with aplomb too, surging with tremendous speed from just about any pace through the sharp-shifting and efficient auto. Although there’s a lovely BMW six-cylinder crackle from the twin exhausts to be heard from outside, it’s all quite serene inside, which some will love and some will loathe.

BMW appears to have done a masterful job in terms of engine efficiency too: The official claims for an auto-transmission M240i coupe are 7.1L/100km and 163g/km, which put the likes of Lexus RC 350 F (9.4L/100km and 217g/km) and Mustang GT (12.6L/100km and 293g/km) in the shade.

But although you’d think this would help the smallish 52-litre fuel tank provide a decent 500km cruising range, our recorded 11.6L/100km on extended test indicated that might be a bit of a stretch.

In terms of agility, the M240i is endowed with plenty of fast-twitch behaviour from the wheels, suspension, brakes and steering to competently haul in and contain the quickly-gathering pace.

Wheel and tyre sizes may be down on the M2, but that doesn’t mean the M240i is soft, or lacking in grip: Complete with launch control, adaptive M suspension, four modes of selectable driving characteristics, four-piston front and two-piston rear M Sport brakes and variable sport steering, it’s adequately loaded with ‘M’ DNA.

Less fixated on sheer ability to carve the sharpest, tightest roads and racetracks at the highest speed, the M240i is a more relaxing and not quite as quick a drive or as track-ready as its wide-body, 19-inch tyre clad sibling. That said, the steering is beautifully weighted and responsive, kind of like a dialled-back M2, and the grip is solid and confidence-inspiring, notwithstanding the substitution of the M2’s mechanical limited-slip differential with a less-tenacious electronic locker system.

The staggered 18-inch wheels with their not-so-aggressive 225/40, 245/35 aspect-ratio Michelin Pilot tyres combine grip with better bump-absorption than the run-flats used elsewhere in the 1 Series line-up (not M2) to help minimise ride-handling compromises. The only compromise is the “mobility kit” you’ll need to access if you happen to cop a flat.

Front-seat passengers, held steadfastly in place by adjustable side bolsters and slide-out seat extensions, are given plenty of stretching room, making it clear who is really important in the scheme of things: As you’d expect, given that even in its latest guise the small BMW lacks the space-making characteristics of a front-drive configuration, the back seat is pretty tight for legroom and, in our split-fold-optioned test car, there was no centre armrest. And the powered front seats only slide back into place after giving access to the rear if you ask them to. However, if 390 litres don’t exactly make for a massive boot, the ($500) 60:40 split-fold rear seatback option does help versatility.

The options list is in fact quite short for a BMW. The M240i’s cabin ticks most boxes in terms of standard equipment: Heated and powered front seats, high-grade leather trim, Navigation System Professional with 8.8-inch screen and the latest-generation of BMW’s intuitive iD5 iDrive controller, harman/kardon 12-speaker audio, DAB+ digital radio, climate-control and an M leather multifunction steering wheel are all part of the M240i deal and promote a feeling of luxury far removed from perceptions of the original 1 Series BMW.

The M240i coupe and convertible also come as standard with BMW’s Driving Assistant, which incorporates approach control, lane-departure and pedestrian warnings, low speed autonomous emergency braking and Attentiveness Assistant. A rear-view camera, front and rear park distance controls and rain-sensing wipers are included too but, surprisingly, there’s no blind-spot monitor.

Although it’s hardly likely a BMW buyer would seriously consider the pros and cons of the M240i coupe’s $24,000 price advantage over an equivalent M2, there is no doubt the former’s presence, and on-road abilities, qualify it is a tremendously appealing driver’s car with bucket loads of performance and no lack of style or luxury.

And when you think of it, there’s really very little out there, for similar money, from other car-makers that could be considered direct competition.