BMW 230i vs BMW M240I

What's the difference?

The BMW 2 Series coupes and convertibles combine understated good looks with great dynamics and top-shelf quality. Extra equipment, especially the iDrive6 multimedia system, has brought it up to speed in terms of tech and value, while the M240i sets the compact performance benchmark. And if you really want to push the envelope, the M2 is right there at the top of the under $100k performance pyramid.

With a six-cylinder sweetheart of an engine and a thrilling drive experience on offer, there are some seriously good reasons to consider the BMW M240i. But there are a couple of question marks over some of the finer details - none of them are deal-breakers, however.

So, back to the preposition I plotted at the beginning - does it make sense as a more affordable alternative to the M2? The answer is yes... but it's also, no.

I'd spend the extra money and get the M2, but power and presence matters more to me than it might to most. And then again, I'd probably buy a manual M2 Pure, which is not as far a stretch.

The biggest visual clue to the revised 2 Series is the circular design bi-LED headlights, now standard on the 2 Series entry 220i, and mid-range 230i models, while hexagonal adaptive LEDs are standard on the top-shelf M240i.

But BMW couldn't leave those little light-emitting diodes alone, with LED front fog lights joining one-piece L-shaped LED tail-lights across the range.

Luxury Line-equipped cars feature a subtly revised nose treatment with larger intakes and a reshaped 'kidney' grille. There are also four new alloy wheel designs – a 17-inch alloy fitted standard to the 220i Luxury Line, and three optional M alloys for M Sport models (all no-cost options on the M240i).

The 230i M Sport features black, high-gloss bars in its kidney grille, as well as a black chrome finish for the exhaust finishers.

On the inside, there's the addition of a 'Black Panel' digital instrument cluster, which remains matt with the ignition off, and lights up with sharp graphics, configurable across conventional speed and rev readouts, as well as gear position, engine-efficiency data, vehicle settings and nav guidance.

There are also high-gloss finishes across the centre stack and front console, and even greater attention to detail around panel joins, trim stitching and switchgear.

But the hero is the latest iDrive6 multimedia system, run through an 8.8-inch colour touchscreen (6.5-inch on 220i), providing access to live content, radio and audio, navigation and maps, phone functionality, and vehicle settings through a simple and customisable app-style interface. The iPhone really as inspired car companies.

The M2 boasts M-specific instrument display content and a go-fast red needle on the tachometer.

From most angles the M240i looks fairly sporty, which is precisely the requirements for a driver-oriented two-door car. The styling of the body lends itself to the rear-drive underpinnings, with short overhangs at the front and the rear - but to my eye, it still looks a bit funny side-on, where the bubble top gives away its hatchback heritage (it's based on the 1 Series hatch).

New for the 2018 model are adaptive LED headlights, new L-shaped LED tail-lights, re-sculpted bumpers front and rear, and a new set of 18-inch wheels. On the whole, I think the appeal and appearance of the 2 Series coupe is getting better with age - a bit like a scrawny teen, it's slowly growing into its clothes. I guess that's what happens when you have a muscle man like the M2 for a big brother.

Surprisingly, at a little over 4.4 metres long, the 2 Series (Coupe) is around 10cm longer than its 1 Series hatch stablemate (M240i +15cm), but aligns with its just under 1.8m width, and 1.4m height.

It seats four, with plenty of room up front and multiple storage options, including two cupholders in the console with an oddments tray behind, a 12-volt outlet, a lidded storage box between the seats with USB connection, a reasonably sized glove box, and segmented bins in the doors big enough for large water bottles.

While it was coupes only on the launch drive, we know the convertible has a pair of cupholders in the back, but not so in the coupe, and while headroom in the soft-top is okay (especially with the roof down) it's a squeeze in the hardtop.

More a 2+2 than a full four-seater, getting into the rear is an athletic exercise, and once installed, leg and headroom for this 183cm tester is tight. That said, kids up to teenager-size would be fine.

Boot volume is 390 litres (a 3 Series Coupe is 480 litres), with run-flat tyres on the 220i and 230i meaning there's no spare (or repair kit) under the floor, but the performance-focused M240i and M2, pack a 'BMW Mobility Kit' (compressor and tyre sealant to cover minor damage) in line with their high-performance (non-run-flat rubber).

A 60/40 split-folding rear backrest liberates extra load space, and a 'Through Loading System' with luggage compartment dividing net, and 40/20/40 split-folding rear seat is optionally available (220i & M2 Pure - $350 / 230i - $385 / M240i & M2 - $500).

And if you're keen on towing the 220i can pull 680kg of unbraked trailer, and 1500kg braked, with the minimum number stepping up to 715kg for the 230i. The M240i and M2 are no-tow zones.

What is perhaps the most peculiar thing about the 2 Series Coupe range is that from the back seat it feels almost more spacious than in the 1 Series hatch. Odd, right? And the access to the second row - by way of a pair of folding-and-electronic-sliding seats - is reasonably easy unless you're a plus-size adult.

If you do find yourself in that category, there's a good chance you won't want to be finding yourself in the back seats very often, as there isn't a whole lot of space - anyone pushing 183cm (six-foot) will find their hair brushing the head-lining and their knees bumping the seat ahead. There are only two seats, but they would be well suited to children or occasional adult use.

Up front is BMW’s 'Navigation System Professional' is standard in the M240i, with its large 8.8-inch screen offering touch capability as well as the clever dial controller between the front seats. The system has the new 'iDrive 6' software, just like you'll find in the new 5 series, and there is Apple CarPlay, which is cable-free in this iteration, but BMW asks buyers to pay $623 for the privilege.

The multimedia system also includes BMW ConnectedDrive capability, with emergency calling if you happen to have an accident, and real-time traffic information. When I was driving in to the office, I was alerted of a particularly bad snarl caused by a break-down, which I wouldn't have known otherwise. Clever! And the M240i has a 12-speaker harman/kardon surround sound system, which is good - but not great.

The red leather trim of our test car mightn't be to all tastes, but it certainly is eye-catching, and the quality of the 'Dakota' trim (I always wonder, was that the name of the cow(s)?) is excellent quality. There are front seat heaters, too. Height-adjustable seat belts would be nice, as would seat belt presenters - it's a bit of a reach back to retrieve your clicker, particularly for shorter drivers.

There is good storage on offer, with large enough door pockets for a bottle, though they aren't sculpted as such. There are cupholders in the front, but not in the back - between the two seats is a small storage tray, and there's no flip-down centre armrest between those rear positions, either.

The boot is a sizeable 390 litres, 30 litres larger than the 1 Series hatch, and because there isn't a spare wheel (the 2 Series, like all BMWs, uses run-flat tyres, and tyre pressure monitoring is fitted) there is no penalty to pay for boot depth. The rear seats fold down by way of triggers mounted in the cargo area, but if the headrests have been up on the back seats, they may snag when you drop them down.

The 2018 update for the BMW M240i didn't see it mirror the hatchback version's (M140i) big price cut. Instead, the M240i is up $2190 compared with the model that preceded it, but it has some new features that set it apart from its forebear, such as new lighting and a new multimedia system.

Plus it still has a glorious six-cylinder drivetrain, which pairs to a standard-fit eight-speed automatic transmission with paddleshifters, but you can option a six-speed manual if you so choose - danke schön, Bayerische Motoren-Werke!

At this price point - $76,800 plus on-road costs - there is no doubting that this is car has the potential to be considered the thinking person's M2 - it is nearly $20,000 more affordable than the only automatic M2 you can buy, and while it doesn't have the stripped-out sportster vibe of that car - nor the punch, if I'm honest - if you consider the M240i as a more liveable alternative to the flagship, you won't be disappointed.

When it comes to competitors, there aren't many rear-drive luxury coupes at this price point. You could stretch the budget and consider a Porsche 718 Cayman, but that'll hit your hip pocket hard. An Audi TT with AWD could be one to think about, but it's only a two-seater, and it's expensive.

You could take a look at a Mercedes-Benz SLC, but it's a two-seat convertible. Maybe a Ford Mustang, then? Or perhaps an Infiniti Q60 Red Sport, which I reckon looks a heck of a lot better than it drives...? Um, yeah - the 2 Series Coupe plays in rarefied air.

The 220i is powered by a 2.0-litre 'TwinScroll' turbo-petrol four, featuring 'Valvetronic' variable valve control and 'Double-VANOS' variable camshaft control, and developing 135kW at 5000rpm, and 270Nm between 1350-4600rpm.

Using a retuned version of the same engine (lower compression ratio, more turbo boost), the 230i pumps out a solid 185kW at 5200rpm, and a grunty 350Nm from just 1450-4800rpm.

The same (8HP50) eight-speed auto transmission is used across the board, pushing drive to the rear wheels only.

Then, the M240i is powered by a 3.0-litre, six-cylinder, turbo-petrol, pushing out no less than 250kW at 5500rpm, and a thumping 500Nm between 1520-4500rpm.

The same (8HP50) eight-speed auto transmission is used across the board, pushing drive to the rear wheels only, and happily, a six-speed manual gearbox is a no-cost option on the M240i.

The full-house M2's 3.0-litre turbo six produces 272kW at 6500rpm, and 465Nm from just 1400-5650rpm (500Nm from 1450-4750rpm on overboost), driving the rear wheels through a seven-speed dual-clutch auto, although a six speed-manual is a no-cost option (and standard on the M2 Pure).

The 3.0-litre turbocharged six-cylinder engine is good for a stonking 250kW of power and 500Nm of torque, which is well good for a car of this size. So good, in fact, that BMW claims a 0-100km/h sprint time of 4.6 seconds - just 0.3sec slower than the M2. Sounds like money well saved - you'd have to spend quite a bit more on other German coupes to get this sort of performance.

Shifting gears is an eight-speed automatic with a sport mode, manual mode and paddles, with drive being sent to the rear wheels.

Claimed fuel consumption for the 220i Coupe, on the combined (ADR 81/02 - urban, extra-urban) cycle, is 5.9L/100km, emitting 135g/km of C02 in the process. The 220i Convertible rates 6.1L/100km (140g/km).

The 230i Coupe is line-ball with that at 5.9L/100km (134g/km), and the the 230i Convertible at 6.2L/100km (142g/km).

The price of performance starts to bite with the M240i consuming 7.1L/100km (163g/km) in coupe form, and 7.4L/100km (169g/km) as a convertible.

Then, as you might expect, the M2 is thirstiest of all, the dual-clutch auto consuming 7.9L/100km (185g/km), while the six-speed manual version slurps 8.5L/100km (199g/km).

Auto start-stop is standard, fuel tank capacity is 52 litres across the board, and although technically these engines can run on anything from 91-98RON unleaded, BMW recommends 95RON premium as a minimum.

BMW claims fuel use of 7.1 litres per 100km, with emissions rated at 163g/km. I didn't quite get that, with my mix of highway, stop-start and spirited steering returning a consumption number of 8.1L/100km. I'm going to call that better than fair, considering the grunt on offer.

You'll need 52 litres of 95 RON premium unleaded to fill the tank.

Four 2 Series variants were offered for the launch drive program, a 230i Coupe (which BMW nominates as the most popular model in the range), M240i Coupe, M2, and M2 Pure.

Claimed 0-100km/h acceleration of 5.6sec for the 230i M Sport Coupe is quick, with the convertible stopping the clocks three tenths later.

Peak torque of 350Nm is plenty, and with that number available from 1450-4800rpm the mid-spec 2 Series is an entertaining drive.

It's M Sport (strut front, five-link rear) suspension keeps the body well buttoned down in quick going, while the beefier M brakes provide strong and progressive stopping power.

Even a firm squeeze of the throttle can't side-step some hesitation as the turbo spools up before right foot pressure translates into forward momentum, but despite the sporty tune, ride quality is good (even riding on notoriously harsh 18-inch run-flat rubber), while response and road feel from the variable-ratio steering are excellent.

The eight-speed auto is beautifully slick, with manual changes, via wheel-mounted paddles, sharp and positive.

Add the grippy leather sports wheel, snug sports front seats, and racy cloth/Alcantara trim (leather in the convertible), and you have a comfortable, nicely balanced and fun-to-drive package.

Accelerating from 0-100km/h in 4.6sec (convertible 4.7sec), the M240i effortlessly achieves 'genuinely rapid' status. Yes, it's fast, but never furious, in the sense that even under the pressure of enthusiastic peddling it remains civilised and composed.

Maximum torque of 500Nm is not to be sneezed at, and when you realise that mountainous maximum is actually a flat-top plateau stretching from only 1520rpm up to 4500rpm, satisfying urge is never far away. And the flexible 3.0-litre turbo-six is an aural treat as it howls its way towards a 7000rpm rev ceiling.

The standard 'Adaptive M Suspension' offers settings from 'Comfort' through to 'Sport+', but even in the most forgiving mode the car remains taut and communicative.

The 18-inch rims, shod with Michelin Pilot Super Sport rubber (225/40 front / 245/35 rear) don't upset the ride as much as you'd expect, although coarse-chip surfaces send rumble through to the cabin.

In terms of ergonomics and general function, the new iDrive6 system is simple and intuitive to use, the current BMW dash and console layout is a model of efficiency, but the two-stage (depress small button on stubby lever, then shift) process to select drive or reverse can be a frustratingly hit-and-miss affair if you need to get going quickly.

Then, the M2 is all business, with a properly focused feel, and the ability to accelerate from 0-100km/h in a claimed 4.5sec for the six-speed manual, and just 4.3sec for the seven-speed dual-clutch. Try not to smile as that g-force shoves you back in your seat. You won't succeed.

Although peak power arrives at a relatively high 6500rpm, maximum torque of 465Nm (500Nm for limited periods on overboost) is ready for action across a broad spread from 1400-5650rpm, so the M2 has adrenalin flowing through its veins at all times.

An electronically controlled 'Active M Differential' manages torque distribution across the rear axle to optimise power down, with the ability to send anywhere from zero to 100 percent of drive to either back wheel.

The 'M Servotronic' steering, switchable through comfort and sport modes, is feelsome and linear in its response, the mega 'M Compound Brake' package (borrowed from big-brother M4) is professional grade, and while the seven-speed dual-clutch may shift faster, snicking up and down the manual's six ratios is a rare pleasure.

Rolling on 19-inch, ultra-high-performance Michelin semi-slick rubber (255/35 front / 275/35 rear) the M2 is never going to waft like a limousine, but if you're signing on for this kind of performance and dynamic ability, some ride harshness over less than perfect surfaces goes with the territory.

If you want to feel on edge, you really ought to take a no-holds-barred spin in the BMW M240i. I mean, ideally, you'd want a closed road or a race track - but a quiet twisty road could be enough to entice your inner enthusiast.

The 3.0-litre turbo six is superb, with plenty of push - you've got to keep an eye on the instruments to make sure you're not moving too quickly: it's that fast. What a shame that those outside of the car get to hear more of it than those in the cabin, though: there is a nice chortle and some crackle on the overrun, but you only get to really hear that if you have the windows down, or you're standing to the side as the car drives past you.

The automatic transmission can be a little tentative in its most sedate mode, but the paddles can fix that, allowing you to bounce off the rev limiter without overriding your choices, bad as they may be.

No doubt this is a brilliant driver's car.

It has staggered width Michelin Pilot Super Sport tyres - 225/40 up front and 245/35 at the rear - around the 18-inch wheels (7.5-inch at the front, 8.0-inch at the rear), but to be honest it could do with even more at the back, because when the engine's 500Nm of torque comes on from 1520rpm all the way up to 4500rpm, you'll be asking a lot of those rear rubbers to keep a grip on the road.

The traction control system does a decent job of keeping things under control - if that's what you want - but the Sport+ setting allows a bit more slip at the back, making for a pretty fun experience in corners. The brake pedal is a little soft under foot, but pulls the car up pretty well.

The adaptive M suspension is changeable based on the drive mode chosen, with Sport and Sport+ setting the chassis up for corner carving over comfort, while Comfort is, er, more comfortable. That isn't to say it is plush, with the rear-end in particular still offering some abrupt reactions to sharp-edged bumps.

No doubt this is a brilliant driver's car - one you won't find the limits of, nor appreciate the abilities of, unless you find yourself on a race track or a closed road. But it also doubles as an amenable commuter, dealing with the droll days of driving to and from work without much hassle at all.

The M240i has driver-assistance technology including AEB, forward-collision warning, pedestrian-detection and lane-departure warning as standard. Other safety aids include dynamic braking lights, DSC, ABS, 'Braking Assistant', 'Cornering Brake Control' (CBC), 'Dynamic Traction Control' (DTC), cruise control with braking function (not adaptive cruise control - but it will hold a speed down a hill), a reversing camera, 'Park Distance Control' (PDC) front and rear sensors. No blind-spot, lane-keeping assistance or rear cross-traffic alert systems are on offer.

There are two top-tether restraints across the back seat, with ISOFIX anchor points in each position.

The BMW 2 Series Coupe, and therefore the M240i, has never been tested by ANCAP. Only the 2 Series Active Tourer - the odd-bod MPV that shares very little with the 2 Series Coupe - has been, and it managed a four-star score. The 1 Series hatch managed a five-star score back in 2011.

BMW uses 'condition-based' servicing, with the car effectively telling you when it's time to visit the workshop, but the 'BMW Service Inclusive' program offers distance and time options to fix maintenance costs (on a 'Basic' or 'Plus' plan) for up to 10 years/200,00km.

For example, a five year/80,000km service package for the 2 Series costs $1340 for the Basic option (oil service/top-up, annual vehicle check, microfilter, air filter, fuel filter, brake fluid, spark plugs), and $3550 for the Plus pack (adds brake pads and discs, wipers rubbers, and clutch disc and plate).

The standard BMW warranty covers three years/unlimited km.

BMW's standard warranty program spans three years/unlimited kilometres, with the same period of cover for roadside assistance. There's a basic five-year/80,000km service plan available for $1340, which covers annual vehicle checks, oil changes, filters and plugs, and labour costs. The car's condition-based service system will tell you when it thinks it needs maintenance.