BMW 2 Series VS Audi A3
BMW 2 Series
Likes
- Sleek sedan design
- Excellent three-pot turbo engine
- Sharp steering and handling
Dislikes
- Why $7000 more than the hatch?
- Lacklustre warranty term
- Cheap feeling leather trim
Audi A3
Likes
- Quality look, quality feel
- Overall balance and driver involvement
- Proves there’s life in sedans and hatches
Dislikes
- Mild-hybrid interesting, but not a game-changer
- Active cruise extra cost in premium version. Should be standard
- Sportback looks don’t flatter the car
Summary
BMW 2 Series
You’d be forgiven for thinking there aren’t many sedans left on sale in Australia, thanks to the massive shift in buyer preference to SUVs.
But while mainstream carmakers like Ford, Mitsubishi, Nissan, Subaru, Volkswagen and a lot more have scaled back their booted offerings, premium brands are yet to give up on sedans.
BMW alone has seven sedan models in its line-up ranging from small offerings like the 2 Series Gran Coupe all the way up to the 7 Series and 8 Series.
We are focusing on the former for this review, in entry level 218i guise. It’s a sleek sedan that certainly catches the eye, but can it compete with similarly priced SUVs in our crossover-loving country?
| Safety rating | |
|---|---|
| Engine Type | 1.5L turbo |
| Fuel Type | — |
| Fuel Efficiency | 5.9L/100km |
| Seating | 5 seats |
Audi A3
If it was the original BMW 3-Series that invented the compact luxury car market segment all those years ago, then it’s probably fair to claim it was Audi’s A3 franchise that gave rise to the luxury small-hatch category.
On that basis, any new Audi A3 is news but, in the face of the SUV onslaught (including its own stablemate the Q3) the new small Audi has its work cut out for it.
With this update, there’s refreshed styling, a new interior layout and, for the launch of the new cars, two body styles, a conventionally styled sedan and what Audi calls the Sportback; fundamentally a five-door hatchback but with the German brand’s own flair plastered all over it.
Read more on Audi
- 2022 Audi A3 price and features: Australian pricing of new-gen Mercedes-Benz A-Class and BMW 1 Series rival creeps up
- Audi Q2 to be axed! BMW X2, Mini Countryman SUV rival to be discontinued as Audi heads further upmarket
- Audi Australia draws level with Mercedes-Benz, Lexus, Volvo, Jaguar Land Rover and Genesis with new five-year warranty for A1, A3, A4, A5, A6, A7, A8, Q2, Q3, Q5, Q7, Q8 and e-tron
As well as new connectivity and safety tech, the big news is the availability of a mild-hybrid driveline as well as a second powertrain option with more performance from a more conventional layout.
Interestingly, it’s that (mild) hybrid version of the A3 that represents the entry-level variant of the A3. A sign of the times? Perhaps.
As well as the two powertrains, there are two distinct chassis layouts, starting with a front-drive set-up and extending to the option of Audi’s Quattro all-wheel drive (AWD) system.
| Safety rating | |
|---|---|
| Engine Type | 1.5L turbo |
| Fuel Type | Premium Unleaded Petrol |
| Fuel Efficiency | 4.9L/100km |
| Seating | 5 seats |
Verdict
BMW 2 Series7/10
The sleek 2 Series Gran Coupe has injected some life into the sedan segment and adds another dimension to BMW’s line-up.
After spending a week with the 118i hatch and another week with the 218i Gran Coupe, I would pick the hatch because it suits my needs better and has a more understated design, at least from the A-pillar back.
But there is little to fault in the 218i, aside from the obviously higher price compared with a mainstream sedan like a Mazda3. But, as with the hatch, if you want something a little more premium and a little more special, then this funky sedan is well worth considering.
Audi A37/10
Producing a car that takes the end result beyond appliance status is no given in a world car-park dominated by SUVs. But Audi has, over the last few decades, shown it is very good at doing just that and the latest incarnation of its A3 stalwart backs that up.
While it might take a bit of mental gymnastics to understand why the base model gets the hybrid driveline, or why the more expensive variant costs more to option with adaptive cruise-control, the fact remains these are driver’s cars from a company that understands that concept.
Yes, the A3 is a relatively expensive way to arrive at a compact hatch or sedan, but if you value the journey as much as the destination, it will all make sense.
While the technical aspects of the 35 TFSI are interesting, the extra power and all-weather grip of the AWD 40 TFSI seem to be worth the additional dollars to us. The A3 has always been a sporty alternative, meaning the sportiest version is the one for us.
CarsGuide attended this event as a guest of the manufacturer, with meals provided.
Design
BMW 2 Series
From the front, the 2 Series Gran Coupe carries the same face as the handsome 1 Series hatchback. But from the A-pillar back, it’s a completely different look.Â
BMW’s ‘Gran Coupe’ series of models - 2, 4 and 8 Series - are not just regular sedans. They are sleeker, with a coupe-like sloping roofline and a more squat stance. It’s BMW’s way of making sedans sexy. And it has worked on each of those models.
The 218i’s boot sits up high and the rear treatment with the wide slimline tail-lights and integrated boot lip spoiler make the car visually appealing. I prefer the look of the 1 Series hatch, but appreciate the sleek sedan.
As with the hatch, the 218i’s interior is a modern take on the unmistakable BMW cabin, and for the most part it’s a successful design.
Audi A36/10
It’s actually refreshing in 2022 to see a carmaker putting such an effort into something that isn’t an SUV.
That Audi has bothered with two distinct bodies and two equally distinct drivelines is also one for the books, really.
Technically, the mild-hybrid driveline as seen in larger Audis in recent years is probably the highlight of the new A3, and even though it doesn’t compare with a conventional petrol-electric hybrid, it demonstrates Audi’s attention to detail.
The same goes for the digital instruments which allows the driver to tailor the information displayed at any given time. Need a city map more than you need a tachometer at a particular point in you journey? That’s where this technology comes into its own.
Practicality
BMW 2 Series
The main key difference between the 1 and 2 Series is the boot capacity. But in terms of interior appointments, not much separates the two.
Our 218i test car was optioned with black ‘Dakota’ leather trim, which does not look or feel particularly premium. The blue pattern trim in the 118i hatch was much more visually appealing, helping to break up the dark greys of the cabin. But in the 218i, it just makes everything look rather dark and gloomy.
As with the 118i, the BMW 'iDrive' controller and multimedia touchscreen are top notch, all controls come to hand easily, and the dash is angled to the driver. For more details on the interior, check out my 118i review.
The bigger differences are in the second row. The Gran Coupe has less headroom compared with the hatch, due to the sloping roofline and the optional sunroof.
Both body styles share the same 2670mm wheelbase, which should mean legroom is the same. For some reason the 218i feels ever so slightly tighter in the rear, but we are splitting hairs here.
Rear-seat occupants have access to two USB-C ports, map pockets and, unlike the hatchback, the Gran Coupe has a central fold-down armrest with two cupholders. Tall bottles will fit in the door storage compartment. Sadly the 218i lacks any rear air vents.
The doors also have a smaller aperture, so it’s not as easy to get in and out of compared to the hatch.
The rear seats fold 60/40 via levers in boot. Speaking of which, the boot can swallow 430 litres of cargo, which easily exceeds the 380L capacity of the 118i hatch. It also matches the boot space in the Mercedes-Benz A180 sedan and is just five litres bigger than the Audi A3 35 TFSI sedan.
Audi A36/10
Although it’s a compact car externally, clever packaging means there’s ample space inside. Even a tall-ish rear-seat passenger can sit behind a tall-ish driver, and the sculpted rear seat-backs help make that possible.
The only complaint would be that the dark headlining material makes the interior a bit of a cave at times.
Paying more for the 40 TFSI gets you extra cargo nets on the front seat backrests and luggage area, 12-volt sockets in the rear seat and boot. Both versions get floor mats and a centre arm-rest front and rear.
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The rear seat in either is split 40/20/40 for a range of possibilities, with the Sportback offering 325 litres (VDA) for the Sportback quattro models, and 380L (VDA) for the 2WD models and its boot capacity is increased to 1145L (VDA) with the rear seat folded flat. The luggage space in the sedan is 390L (VDA) for the quattro AWD version, and a more capacious 425L (VDA) for the FWD model.
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Price and features
BMW 2 Series
Determining whether the BMW 218i Gran Coupe represents good value is tricky. Because you can get any number of small sedans from mainstream brands - like the Mazda3, Toyota Corolla, Subaru Impreza and more - for much less money, but with similar, or in some cases, more kit.
But if you’ve been 'glamoured' by the BMW badge and couldn’t possibly buy something non-European, the good news is the Bavarian brand is much better at including standard features than it used to be.
Could there be more standard gear for the price in this car? Absolutely. But, it’s not a slim features list either.
The 218i kicks off the 2 Series Gran Coupe line-up from $56,900, before on-road costs. From there you can step up into the 220i ($59,900) which gets a little more power and torque, and then there’s the sporty M235i xDrive Gran Coupe in Pure ($74,900) and regular guise ($79,900).
The price difference between the 218i sedan and the 118i hatchback I reviewed recently, is $7000. That is a massive uptick in price for a vehicle that, underneath, is identical. Essentially you’re paying for the boot.
It’s especially surprising when you consider the price gap between the hatch and sedan versions of its chief rival - the Mercedes-Benz A-Class A180 - is just $1700. While the Audi A3 35 TFSI sedan is only $2500 more than the Sportback hatch.
A lot of mainstream brands don’t charge any extra for a sedan body style over the hatch model in the small segment. Take a bow Mazda3, Kia Cerato and Toyota Corolla.
Audi A37/10
These are not bargain basement cars, and with a kick-off price of $46,900 for the A3 35 TFSI Sportback (the hatch version) and $49,400 for the sedan in the same specification, that much is obvious.
The fact is, both the new A3 variants represent a fair mark-up on the previous model. But if you look at the post-Covid car market in a macro sense, you can see the same trend across a lot of brands and a lot of previously entry-level models.
Ante up to the 40 TFSI, and the news is no different with an asking price of $53,500 (Sportback) and $56,000 (sedan).
If the price sounds steep on a per-kilo basis, you need to remember this is an Audi we’re talking about and that price premium is part and parcel of a prestige badge. Don’t like it? Go and buy a VW Golf. That’d be Audi’s advice, anyway.
To justify that viewpoint, the A3 is loaded with some impressive standard kit. The 35 TFSI starts things off with Audi’s vaunted 'Virtual Cockpit', wireless phone charging, voice recognition, Apple CarPlay and Android Auto, remote central locking, paddle shifters, park-assist, sat-nav, a 10.1-inch touchscreen, LED headlights, a multi-function steering wheel, automatic lights and wipers, digital radio, cruise-control and dual-zone climate control.
The 40 TFSI adds a range of aluminium trim pieces and garnishes, Audi’s 'Drive Select' system which allows the driver to choose the characteristic of the dampers, steering response, exhaust sound, throttle response and transmission shift points.
The 40 TFSI also adds sportier front seats, a rear spoiler, body kit, extra courtesy lights around the car and details such as a 12-volt socket in the luggage area.
Options on the base model include a 'Comfort Pack' consisting of adaptive cruise-control, electric front seats, heated front seats, auto dimming headlights, heated and folding mirrors, four-way electric lumbar control and 'Adaptive Drive Assist', including 'Emergency Assist.'
That will set you back $2600, while the 40 TFSI can be enhanced with Audi’s 'Premium Package' which adds those same items as well as aluminium-look trim pieces, a better sound system, head-up instrument display and a memory function for the driver’s seat. That adds $4500 to either the 40 TFSI Sportback or sedan.
Under the bonnet
BMW 2 Series
Mirroring the 118i, the 218i uses BMW’s three-cylinder turbocharged petrol engine, with power and torque outputs of 103kW and 220Nm, respectively. This compares to 110kW/250Nm for the base Audi A3 and 100kW/200Nm for the Mercedes-Benz A-Class.
The 218i uses a seven-speed dual-clutch automatic transmission driving the front wheels only.
According to BMW, the 218i can complete the 0-100km/h dash in 8.7 seconds - 0.2sec slower than the hatch.
Audi A37/10
While both versions of the A3 use a seven-speed dual-clutch transmission (no manual gearbox will be offered) there’s not a lot of commonality beyond that.
So let’s start with the 35 TFSI’s mild-hybrid running gear. To begin with, mild-hybrid in this sense refers to a starter motor/alternator unit that is linked to a 48-volt battery (the car also has a conventional 12-volt electrical system).
When coasting, the engine can shut off and the starter switches to alternator mode and harvests the otherwise lost energy to charge the 48-volt battery. This 48-volt system also powers the car’s functions when the engine is switched off.
When the car needs to restart (when the traffic-light goes green) the starter kicks in, using that harvested voltage. There’s also a regenerative braking function, saving the car’s actual brakes for more severe stops.
Unlike a 'normal' hybrid system, there’s no electric motor to help drive the car, but Audi claims a potential fuel saving of 0.4 litres per 100km from the set-up. Any benefit will be most noticeable in urban running where the car is speeding up and slowing down regularly.
The rest of the 35 TFSI is technically interesting, too, with the 1.5-litre four-cylinder turbocharged engine featuring cylinder-on-demand where it can shut down individual cylinders during cruise conditions to save fuel.
When firing on all four, however, the engine is good for 110kW of power and 250Nm of torque, figures which have become almost an industry standard in this sized vehicle.
The 40 TFSI, meanwhile, ditches the hybrid gear for a conventional 2.0-litre powerplant with a turbocharger and 140kW of power. Torque is a handy 320Nm and is developed over a wide range of engine speeds (anywhere from 1500 to 4100rpm).
The other big difference is in the driveline. The 35 TFSI is a front-wheel drive platform while the 40 TFSI uses Audi’s Quattro AWD as it applies to Audis with an east-west engine layout.
That means the car behaves as a front-drive vehicle until the electronics decides more power should be sent to the rear wheels. At that point, anything up to 99 per cent of the available torque can be transferred rearwards via an electronically-controlled multi-plate clutch housed at the rear of the car, just in front of the rear axle.
Efficiency
BMW 2 Series
On the official combined fuel cycle, the 218i uses 5.9 litres of fuel per 100 kilometres - the same as the 118i hatch. After a week of mixed driving, I recorded a figure of 9.1L/100km, which is quite a bit more than that official figure.
In terms of CO2 the official emissions figure is 135g/km and the 218i requires 95 RON premium fuel for its 50-litre fuel tank.
Audi A37/10
With all its cylinder shut-off, hybrid tricks and small capacity, the 1.5-litre engine boasts a 5.0 litres per 100km combined cycle fuel economy figure.
Combined with its 50-litre tank, that’s a potential for 1000km between service-station visits. It’s also commendably close to the numbers you’d expect from a similarly sized vehicle with a turbo-diesel engine.
The more conventional 2.0-litre A3 variant, meanwhile, boasts a still-credible 6.7 litres per 100km for the same test. To counter its greater thirst, Audi has fitted a slightly bigger, 55-litre fuel tank.
The headline act, of course, is the base-model’s highway figure which, thanks to the small capacity engine and its reduced pumping losses at small throttle-openings, can get right down into the low-fives (5.0 litres per 100km) in the real world at real highway speeds.
With a tail-wind, you might even see a number starting with four. This is why you don’t need a diesel engine any longer.
Expect the 40 TFSI to use roughly a litre more across every 100km travelled. And in either case, you are stuck with paying for 95-RON premium unleaded.
Driving
BMW 2 Series
If you love the look of the 2 Series Gran Coupe but are after an extra dollop of performance, the all-wheel drive 225kW/450Nm M235i xDrive is the pick of the range.
But don’t think the 218i is a lazy performer - it’s far from it.
The 218i’s acceleration is responsive, even quick, and it offers more than enough straight-line performance to satisfy most drivers.Â
On take-off there is some turbo lag, which isn’t helped by the fuel-saving idle-stop system, however that can be switched off, which we did every time we got behind the wheel.
Momentum was a little blunted by a steep hill, but other than that, no complaints about the sweet engine.
Steering is weighted on the heavier side but it is sharp.
As is expected of a BMW sedan, the 218i is engineered for engaging handling, and the balanced chassis and well-tuned suspension set-up encourage enthusiastic driving. Â
Excellent road-holding and grip ensured it did not come unstuck on uneven roads and overall the 218i feels really solid. Those front-wheel drive naysayers have officially been put in their place!
'Sport' mode livens things up with a noticeable improvement to throttle response.
The ride seems more supple at speed, but can feel on the firmer side in urban driving. But nothing that would strike it from your shopping list.
Audi A38/10
Let’s start with the less powerful 35 TFSI, if only because - even though we know better in 2022 - there’s a temptation to think a 1.5-litre engine will be underdone. The reality, however, is that you’re not going to drive this car and judge it as anything other than very resolved.
While it’s true the peak power of 110kW isn’t startling, it’s the way it’s delivered (along with the 250Nm of torque) that sets the mood here.
Like many late-model Audis, this one has an engine with a fizzy, zingy feel that makes you want to rev it just to hear and feel it. And when you do, it pays off with plenty of flexibility and a sophisticated, refined feel.
Whether the mild hybrid driveline is adding anything to the formula is debatable, because the technology is so seamless you won’t pick what it’s doing other than the engine stop-start function, which is one of the better ones we’ve sampled.
Move from the 35 into the 40 TFSI and you immediately notice the extra power and torque on tap. And although it’s still not a hot-hatch by modern standards, there’s always enough urge to make the 40 TFSI a convincing driver’s car.
Again, the power delivery is the key to it all, making more of what the engine has to offer by actively encouraging you to use it. The seven-speed dual-clutch transmission is your friend here.
The extra driveline functionality of the 40 (namely the AWD system) actually means less than you might imagine in day-to-day life. We didn’t get to drive the car in the wet, but it’s fair to say that those conditions (or a loose, gravel road) are really the only ones likely to make a difference to the way the basic platform feels.
That’s for two reasons; the first being the all-wheel-drive is fundamentally on demand anyway and, secondly, the basic platform is so composed and balanced in the first place, that the Quattro system will spend a lot of its time hiding in the background.
The 40 TFSI also get the selectable drive modes which break with tradition by actually making a difference to the way the car feels.
But the reality is that if you took the best bits of every other setting (Comfort, Dynamic and Efficiency) and loaded them into the Individual button, you’d probably wind up with something very close to what the non-adjustable 35 TFSI offers in the first place.
You have to admire the way Audi has made a front-drive car in the A3 steer, handle and talk to the driver in such a clear, precise way.
Yes, the 40’s selectable modes add another layer to that, but only if you can be bothered. Even more than that, the A3 in either form feels like its ultra-stable and safe, while the levels of feel and feedback give the impression they were decided upon by people who enjoy driving.
Safety
BMW 2 Series
The 2 Series Gran Coupe carries over the maximum five-star ANCAP crash safety rating awarded to the mechanically related 1 Series hatch. The test was conducted in 2019.
Standard safety equipment includes low-speed auto emergency braking, forward collision warning, lane departure warning, rear cross-traffic alert, driver attention alert, front and rear parking sensors, reversing camera, cruise control, and six airbags - although it doesn’t include a front centre airbag.
Audi A38/10
Possibly the headline (no pun intended) act here is the inclusion of a centre-front airbag. This is something we’ll be seeing a lot more of in the future, particularly in compact cars, where the proximity of the front-seat passengers can lead to head clashes in a side-impact crash.
Beyond that, the Audi has six airbags including side-curtain airbags.
In terms of driver aids, the A3 sets a high bar for its competitors, and with autonomous emergency braking including pedestrian and cyclist recognition, rear-cross-traffic alert, lane-departure assist and a rear-view camera, most bases are covered.
The major omissions are adaptive cruise-control, but that’s available in the 35 TFSI as part of the $2600 Comfort Package, and in the 40 TFSI as part of the $4500 Premium Package.
Yes, the Premium Package also includes heated, memory front seats, a head-up display, improved stereo and the multi-coloured ambient interior lighting (and more) but it does seem strange that it costs more to option up to adaptive cruise in the 40 TFSI than in the base-model.
The A3 scored the full five stars in ANCAP crash testing in 2020.
Ownership
BMW 2 Series
The 218i comes with BMW’s three-year/unlimited kilometre warranty - a term that is well behind the majority of its competitors that offer five-year/unlimited kilometre cover.Â
Rather than an annual service schedule, BMW uses ‘condition-based servicing’, which essentially means that the vehicle’s computer will inform you when the car needs a service.
BMW’s 'Service Inclusive' pre-paid plan covers owners for five years or 80,000km for the 2 Series, and involves a $1700 up-front payment. It averages out to $340 per service, which is actually pretty reasonable for a high-end brand.
Audi A37/10
Audi recently improved its factory warranty from three years to five years and unlimited kilometres. Any new Audi (including this one) sold after January 1 this year is the beneficiary of that change.
Audi specifies service intervals of 15,000km or 13 months.
There’s also the option of a fixed-price servicing program for the first five years of A3 ownership, and that will cost you $2250, for an annual average of $450.