BMW 2 Series VS Nissan 370Z
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
Nissan 370Z
Likes
- Dynamic balance
- Slick manual gearbox
- Classic exterior design
Dislikes
- Lacks latest safety tech
- No Apple CarPlay or Android Auto
- Fake engine noise
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 |
Nissan 370Z
Road testing the Nissan 370Z in 2011, I noted it was getting on. Yes, the rear-wheel drive two-seater had been given a design freshen up and a bigger engine a couple of years prior, but the 350Z it was based on had hit the local market way back in 2003. And it wasn't unreasonable to expect replacement or retirement in the not-too-distant future.
Okay, so that was seven years ago, which means if you (like many) consider the 370Z to be an update of the 350Z (the transition happening in 2009), this car has been on sale for 15 years straight. Can you imagine Apple trying to sell any one product without entirely reinventing it for that long?
You might say that makes it a modern classic; so good it's only required an occasional touch up to keep it on the Sports Car Most Wanted list. And in recent years, a consistent average of 30 Aussies a month have slotted a shiny new 370Z in their driveway.
But a less-charitable type will tell you time waits for no car, and with arch rival Toyota about to lob a Supra-shaped hand grenade over the parapet, this enduring campaigner is under the pump.
So, Nissan's reached into its bag of tricks and given the 370Z yet another cosmetic tszuj-up and added a high-performance clutch to the manual version.
Is it enough to keep Nissan's eternal Z-car flame burning?
| Safety rating | — |
|---|---|
| Engine Type | 3.7L |
| Fuel Type | — |
| Fuel Efficiency | 10.5L/100km |
| Seating | 2 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.
Nissan 370Z7/10
It's hard not to be ageist when it comes to the current Nissan Zed, because 15 years in market (nine if we're generous) is a lengthy stretch in anyone's book. But somehow the 370Z is more than the sum of its parts. It has fantastic front-engine/rear-drive balance, an increasingly rare atmo engine, and a beautiful manual 'box. The value equation is decent, and it's nicely put together. Just don't expect to be dazzled with the latest safety, driver-assist and multimedia technology.
Does the Nissan 370Z have what it takes to elevate your heart rate? Tell us in the comments below.
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.
Nissan 370Z7/10
If you want to go all the way back, the 370Z clearly takes its design direction from Datsun's star of the '70s, the original 240Z.
Inspired by Ferrari, and (along with the Toyota 2000GT) a sports-car breakthrough for the Japanese industry, the first Zed's front-engine, long-nose proportions have remained largely intact in successive iterations over the decades.
With a broad, flat nose, distinctively jagged headlights, and steeply raked rear profile, there's no mistaking the 370's signature stance, with pumped-up guards sitting over fat, 19-inch alloy rims.
Sharp-eyed car-spotters will notice the update's new design RAYS forged wheels, smoked front and rear lights, and a similar smoked finish on the exterior door handles.
A new colour, 'Cherry Red' also replaces 'Bordeaux Black' in an eight-shade colour palette. Our test example was finished in 'Gun Metallic'.
Inside, echoes of Zeds past abound, with a trio of hooded gauges (clock, voltmeter, oil temp) sitting in the centre of the dash top, and the tachometer in the middle of a cowled, three-instrument main cluster shaded by an exaggerated tube.
And aside from consciously retro design touches, some elements have been present inside the car for so long they're just... ancient.
For example, old-school orange graphics for the odometer, gear position and trip computer are dated, and the small (7.0-inch touchscreen) multimedia display has the feel of an early noughties edition of Tekken 6.
Forget a digital speedo or head-up display. A CD slot still sits proudly in the centre stack, and matt silver highlights scattered around the cabin are as on-trend as double denim.
And the steering wheel (joined with the instrument binnacle) adjusts for height, but annoyingly, not reach.
That said, friends and family who rode in the car during the week I had the keys all commented on the swoopy exterior and cozy cockpit feel of the interior. So, what do I know?
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.
Nissan 370Z6/10
Two seats means practicality is a relative term when applied to the 370Z. For example, getting in and out is an athletic exercise requiring gymnastic levels of flexibility and poise. As with most low-lying coupes, I found the outer hand on the A-pillar technique helps with swinging down into the car, or lurching up out of it.
Once ensconced behind the wheel, you're confronted with a relatively modest amount of storage space, running to a medium-size glove box, a lidded bin at the rear of the dividing console, a single cupholder, and door pockets incorporating recesses for small bottles only.
There are two lined recesses for soft bags or coats behind each seat, including a fold-out map pocket, but they're not exactly convenient for retrieving things when you're on the move. What's missing is a tray where you can easily stow things likes keys, coins or a phone.
There are also two 12-volt power outlets, a USB port and an aux-in audio connection.
Rear load space is limited to 195 litres, mainly due to the boot's shallow floor (an alloy space-saver spare sits underneath). It does incorporate a cargo blind and four tie-down hooks, but we only managed to squeeze in the largest (105-litre) suitcase from our three-piece hard set, or a combination of the two smaller ones (35 and 68 litres).
We also had a crack at stuffing in the CarsGuide pram (there is a top-tether hook provided for child seat fitment) and managed it with only a couple of beads of perspiration expended.
Forget the nappy-bag paraphernalia, though. The soft bags with all the baby stuff would have to go in the storage bays in the cabin behind the seats.
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.
Nissan 370Z7/10
The arrival of the tricked-up 370Z NISMO in August last year, offered Nissan Australia an opportunity to reposition the regular model, dropping the MSRP for the manual version from $56,930 to $49,990.
Aside from adjusting the car's value-for-money proposition (and pissing off those who'd bought one in July), that close to seven grand haircut delivered more pricing headroom up to the Roadster (starting at $60,990), and NISMO (from $61,490) versions.
For that money the standard equipment list includes, keyless entry and start, cruise control, climate control air, go-fast alloy finish pedals, 'HDD' (Hard Disc Drive) sat nav with 3D mapping, a 7.0-inch colour multimedia touchscreen, and Bose eight-speaker audio with 9.3GB 'Music Box' hard drive.
You'll also pick up sports seats with lots of features. First, they're 'leather accented', which is code for genuine hide in all the places you regularly contact, and a faux equivalent everywhere else. Not uncommon, and not necessarily unpleasant. Then they're heated and four-way power-adjustable, (with manual lumbar and height adjustment for the driver).
The steering wheel and gear knob also cop the 'leather accented' treatment, plus you can expect LED DRLs and tail-lights as well as auto headlights. It's worth noting that the headlights are garden-variety xenons, and things you might expect in a $50k coupe, like, rain-sensing wipers, dual zone climate, Apple CarPlay and Android Auto connectivity or tyre-pressure monitoring are 100 per cent absent.
Lining up direct competitors for the 370Z isn't easy, because there aren't any. But the closest is arguably a 2.3-litre EcoBoost version of Ford's Mustang at $45,990 for the manual. A further stretch of the imagination could haul in the Mazda MX-5 RF ($43,890) or the 86 GTS+ ($39,440) and Subaru BRZ tS ($39,894).
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.
Nissan 370Z7/10
The 370Z is powered by an all-alloy, 3.7-litre (VQ37VHR), naturally aspirated, quad-cam V6, producing 245kW at 7000rpm and 363Nm at 5200rpm.
Serving in a vast array of Nissan, Infiniti, Renault and Mitsubishi models, the VQ V6 engine series has been around in various displacements for over 20 years.
It features the 'Continuously Variable Valve Timing Control System' (CVTCS) with 'Variable Valve Event and Lift' (VVEL) on the intake side. And while all that may sound new and ultra-high tech, it was actually introduced in 2007.
Transmission choice is between a seven-speed auto (with manual mode and paddles) or six-speed manual gearbox, as tested here. And this 2018 upgrade brings a high-performance clutch from Japanese specialist Exedy.
Drive goes to the rear wheels via a carbon-fibre composite drive shaft, connecting with a viscous limited slip differential (LSD).
Additional features that won't necessarily be music to purists' ears include 'Active Noise Cancellation', and 'Active Sound Enhancement'.
The former monitors and measures engine sounds, using the audio speakers to produce "acoustically opposing signals to cancel undesirable sounds". So, okay, maybe filtering out the messy noise is a good thing.
But at the same time Active Sound Enhancement employs "digital signal processing to enhance the engine note, using the vehicle's sound system to augment or modify the spectrum of select powertrain sounds in the cabin". Yuck.
I can cop a tube that channels a bit of genuine engine noise into the interior, but in this context, the phrase 'digital signal processing' is a turn-off.
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.
Nissan 370Z7/10
Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 10.6L/100km, the 370Z emitting 249g/km of CO2 in the process.
Over roughly 250km of city, suburban and freeway running, we averaged 15.6L/100km, at the bowser. Far from miserly.
Minimum fuel requirement is 95 RON premium unleaded, although Nissan says "for optimum performance" you should stump up for 98 RON. And just to rub it in, you'll need 72 litres of it to fill the tank.
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.
Nissan 370Z8/10
The Nissan 370Z is actually the car many want the Toyobaru 86/BRZ to be. I can sense some of you spluttering out a sweary response to that notion. But hear me out.
If you, like many others, think the 86/BRZ would be perfect with an extra 50kW/80Nm, just bolt on a turbo or supercharger, and voila. You'll get that extra grunt, but remember, the 86/BRZ was conceived to be light, tactile, and, not least of all, affordable.
Up the outputs and you light the wick on an engineering arms race that should also lead to bigger brakes, an engine with more exotic pistons and a tougher bottom end, a stronger gearbox and clutch, a beefier diff, sturdier chassis, fatter rims and rubber... the list goes on, and on. Until you end up with something very much like the spec, weight, and price of the 370Z.
That's not to say this car isn't a fun drive. It is. Just don't expect the quick reflexes of an MX-5 or 86/BRZ.
Despite light-weighting tricks like an aluminium bonnet and all-alloy suspension, the 370Z weighs in at a not inconsiderable 1467kg. And although its 3.7-litre V6 develops a solid 245kW/363Nm, first impressions are dominated by its hollow mid-range.
Much as I love the free-revving nature of a naturally aspirated engine, there's no denying a modern turbo typically delivers lots of torque low down, with peak power also available within a useful rev range.
All the action here is at the top end, with maximum torque arriving way up at 5200rpm, and peak power taking over at a nose-bleed 7000rpm (the rev ceiling is 7500rpm). Not exactly an easily accessible sweet spot.
But there's still so much to like about this evergreen Zed. Its classic front engine/rear-drive layout results in a 53/47 front to rear weight distribution and the car feels balanced and beautifully predictable.
Suspension is double wishbone front, multi-link rear, and ride comfort, even over choppy bitumen surfaces is surprisingly good. On the flip-side, rumble coming up from the Bridgestone Potenza RE050A rubber (245/40 f / 275/35 r) is always noticeable, and often intrusive.
The steering is supported by old-school hydraulic power assist and while connection with the front wheels is impressive, overall feel is light. Hello 'Merica.
The gearbox is a sweet reminder of what a pleasure it is swap ratios in a top-notch close-ratio manual, and hats off to Exedy for producing a wonderfully progressive clutch. Personal preference was to turn off the standard 'SynchroRev Match' function, because I like having a go at the ol' heel 'n' toe tap dance myself.
Brakes are ventilated front and rear with almost equal size rotors (355mm f / 350mm r) clamped by four-piston calipers up front and two piston units at the rear. They are reassuringly powerful and consistent.
Age has not wearied the 370Z's ergonomics. Although the lack of a digital speedo and no reach adjustment for the steering column is annoying, the sports seats are snug and comfortable, the moderately chunky wheel feels great, and all the major controls are simple to use. Who needs slick screens and 'piano black' finishes?
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.
Nissan 370Z7/10
The 370Z must feel like a wall flower at the crash-test disco because it currently isn't rated for safety performance by ANCAP, its Euro NCAP affiliate, JNCAP in Japan, or the USA's NHTSA (National Highway Traffic Safety Administration) or IIHS (Insurance Institute for Highway Safety).
That said, in terms of active safety features you'll find ABS, BA, EBD, traction control, 'Vehicle Dynamic Control' (stability control), and a rear-view camera with 'Predictive Path' guidance lines.
But if you're looking for more current active tech, look elsewhere, because things like AEB, blind-spot monitoring, rear cross-traffic alert, active cruise, lane-keep assist, auto high beam or any kind of pedestrian detection are missing-in-action. They're not even available on the options list.
If all else fails and a crash is unavoidable, primary passive safety runs to active head restraints and eight airbags (driver and passenger front and side airbags, plus roof- and door-mounted curtain airbags).
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.
Nissan 370Z7/10
Nissan offers a three year/100,000km warranty, which isn't exactly ground-breaking in the age of Kia's seven year/unlimited km commitment.
But it does include 24-hour roadside assistance for three years, and Nissan's 'myNissan Service Certainty' capped-price servicing program applies for up to six years/120,000km.
The scheduled maintenance interval is six months/10,000km, with charges ranging from a low of $283, to a high of $831 (100,000km), averaging out to roughly $428 per service.