2014 BMW 2 Series
While large BMW’s undoubtedly have a lot to offer, it’s always been the small ones that we’ve like best. Well one of our favorites, the 1 Series coupe is no more. But take heart, that doesn’t mean it’s gone. It’s just wearing a new name, and with it, a whole new attitude!
By now you should be up to speed on BMW’s naming strategy of even number series for coupes and odds for sedans. Well, the latest to fall in line is the 2014 BMW 2 Series, of which this M235i is the current top rung.
But don’t let the “M” name fool you, it’s not a full on M car, but an M “Performance” model. Sort of a tweener if you will, between garden-variety Bimmers and full on M monsters. Basically, more performance, without any compromise in comfort. It makes for a fun factor that’s hard to top in value.
While the 2 replaces the 1 Series Coupe in the lineup, it’s more than a name change. The 2 has gotten bigger, though thankfully not by too much. Every dimension is increased; with overall length up most; 2.8-inches to 174.5. To further distinguish itself, styling is a bit more dramatic; though still fairly conservative; with just enough Teutonic cool to attract more ironic hipsters and young professionals.
Power in our M235i is from a familiar 3.0-liter BMW turbo I6. We’ve lost count of how many BMW’s we’ve driven with this engine and we still love it. It has gotten some M Performance specific tweaks here that raise horsepower to 320 and torque to 330 lb-ft. The base 228i comes with a still competent 240-horsepower 2.0-liter turbo-4.
An 8-speed automatic transmission with paddle shifters, as in our test car, is standard; and we found nothing to complain about as shifts are quick in auto mode and response very good when in manual mode. You can still opt for a 6-speed manual, as well.
But, enough sitting still. It’s off to our test track, where the M235i promptly moved off the line with what feels like the perfect amount of power, launching to 60 in an entertaining 5.2-seconds. There’s very little drop off in power as the trans quickly works its way through the gears and to the end of the ¼-mile in 14.0-seconds at 102 miles-per-hour.
A mostly aluminum structure for a typical BMW 50/50 weight balance allows you to push through the corners with minimal loss of speed, and great grip, as well. Suspension design is a double-pivot spring strut arrangement up front and a 5-link in the rear. Adaptive M suspension and electronically controlled shock absorbers are standard on the M235i, with an optional mechanical limited slip rear differential.
Steering feels great both at the wheel and through the chassis. The M235i has the most steering feedback of any BMW we’ve driven in a long time. Brakes, however, not so much. Feedback here is middle of the road with a softish pedal. Still, stops were quick; 115 feet from 60 with excellent stability.
Inside we found a very familiar BMW layout with high quality materials and well done controls throughout the driver-focused space. Yes, that comment even includes iDrive. Front sport seats provide good comfort and support with moderate bolstering. Rear seats however, much less so with merely a suggestion of legroom. Trunk space is actually fairly good for a sporting coupe at 13.8 cubic-ft.; aided by folding seatbacks for more cartage room when needed.
A Driving Experience Control is standard with settings for Comfort, Sport, Sport +, and Eco Pro. Playing with the different modes alters the driving experience noticeably, but Sport or Sport + is where it’s at for us.
But, if this is your first BMW, you might find the ride in those settings quite stiff. Comfort mode helps somewhat, or you can just do your best to avoid broken pavement. No matter which mode you’re in, the exhaust note is great, growling without being obnoxious.
For a small car, it has an overall very solid, almost heavy feel. Not in a bad way; it just feels more substantial and competent than light and toss able.
Government Fuel Economy Ratings for our automatic come in at 22-City, 32-Highway, and 25-Combined. We averaged a fine 25.2 miles-per-gallon in a mildly executed loop of driving. The Energy Impact Score is 13.2-barrels of oil used and 5.8-tons of CO2 emitted annually.
At the risk of going all fanboy, we’ll say that the M235i is just about a perfect package. But perfection never comes cheap with a base price of $44,025. The base, and still very competent, 228i is much more accessible at $33,025.
The 2014 BMW M235i is truly one excellent car. No other premium subcompact coupe comes close. It drives like passionate BMW fans think every BMW should. So, if you’re in the position to leave the family behind, it’s an incredibly fun ride. Proof that sometimes numbers can work in your favor.
Specifications
- Engine: 3.0-liter
- Horsepower: 320
- Torque: 330 lb-ft.
- 0-60 mph: 5.2 seconds
- 1/4 mile: 14.0 seconds @ 102 mph
- EPA: 22 mpg city/ 32 mpg highway
- Energy Impact: 13.2 barrels of oil/yr
- CO2 Emissions: 5.8 tons/yr
2025 Genesis GV80
Genesis Does It Again Only Better
The Genesis GV80 arrived on the scene for 2021 as the brand’s first utility vehicle, and it’s gotten a few subtle updates since, but none as comprehensive as what’s in store for 2025. So, let’s find out if the value proposition remains as high as its indulgence factor.
When Hyundai launched their new luxury sub-brand Genesis, few people questioned that it would be successful, as both Hyundai’s recent track record and their big R&D budget would both be key ingredients to ensuring it had staying power. But many people did question how long they’d be able to offer such a high level of extravagance for such a relatively low price compared to the traditional European luxury brands they were taking aim at, surely that would have to level out at some point.
Well, 2025 is not that time just yet, as this updated Genesis GV80 utility seems to deliver more boujee bang for your boutique bucks than ever. We’ll start by taking the wraps off the GV80’s recent facelift. Up front, the Crest grille gets a new twin-line motif to better match the 2-line headlamps which appear even slimmer looking thanks to the Micro Lens Array technology.
Bigger changes take place inside with a whole new dash design that incorporates the multimedia and driver information into one 27-inch-wide OLED display. Materials throughout the cabin get an upgrade too, and the center console has been revised with the upper control panel gaining volume and tuning knobs for the radio. They’ve even updated their crystal-like gear selector and other controls for more substantial feel and function, while also making the cupholders bigger and wireless phone charging easier to access.
Five-passenger capacity is the standard arrangement in four-cylinder GV80s, with a small two-place third row standard with the V6s, though our top Prestige trim does without the third row. As in most midsize utilities, that space is better used for cargo than passengers anyway; 36.5 cubic-ft. behind the second row, and 71.7 with seatbacks folded.
That base four-cylinder engine is a 300-horsepower 2.5-liter turbo; the upgrade is this 3.5-liter twin-turbo V6 which delivers 375 horsepower and 391 lb-ft of torque. Both have the same output as last year and both come equipped with an eight-speed automatic transmission; all-wheel drive is now standard in all GV80s. Maximum towing capacity remains 6,000-lbs.
At our test track, this twin-turbo was pulling us off the line so smoothly, it was hard to believe we were hitting 60 in just 5.6 seconds. Power poured on steadily throughout the 13.9-second quarter-mile which we finished at 102 mph.
Through the handling course, body roll was very evident, just as we noted in our original GV80 test back in 2021; but even with the very soft suspension, overall balance is quite good, and all-wheel-drive grip is plentiful, as it could be hustled through the cones quite spiritedly without excessive understeer or even stability control intervention. Nothing but smooth in our panic braking test too, as stops averaged a quite short 103-feet from 60 with the expected amount of nosedive and even a decent amount of feel through the brake pedal.
And just to further stake their claim in the modern luxury utility landscape, arriving with this updated ’25 GV80 is a sleek coupe version with sloped-roof style and a unique 3.5-liter turbo engine with an electronically driven supercharger.
A final change of note for ’25 is an expanded trim structure, making for many more available choices, starting with the 2.5T Standard at $59,050; 3.5Ts are available in Advanced and Prestige trim only starting at $75,150.
Just because it costs significantly less than its European luxury brand rivals, don’t think for a minute you’ll be getting anything less with the 2025 Genesis GV80. For when it comes to delivering a lavish driving experience that won’t direct you to the poor house, it looks like Genesis is just getting started.
Specifications
As Tested
- Engine: 3.5-liter twin-turbo V6
- Transmission: 8-speed automatic
- Horsepower: 375
- Torque: 391 lb-ft
- 0-60 mph: 5.6 seconds
- 1/4 Mile: 13.9 seconds at 102 mph
- Braking, 60-0 (avg): 103 feet
- EPA: 16 City | 22 Highway | 19 Combined