    1972 BMW 2002, 2014 BMW 228i. Click image to enlarge |
Review and photos by Simon Hill
Back some 46 years ago, before the days of Steptronic gearboxes, electric-assist power steering, twin-turbo engines, menu-driven infotainment systems and 40-series tires, BMW launched into the consciousness of North American buyers with a small, simple, lightweight two-door sedan that trumped many of the sports cars of the day in terms of power and handling. It was called the 2002, and while it was neither BMW’s first entry into the North American market nor even the first of its line (it was based on the lower-powered 1602), it was the first BMW to make a serious impression. Critics raved (Car and Driver editor David E. Davis Jr. famously wrote “Turn your hymnals to 2002” in his glowing 1968 review) and buyers snatched up the spunky little “sports sedan” by the thousands.
It wasn’t really until a decade later, following the introduction of replacement 3 Series for 1977, that the 2002 started to become known as the 2 Series, and since then BMW has been content to let the name lie dormant. That is until now, with the introduction of the new 2014 2 Series.
Like the 2002 before it, the new 2 Series is actually based on a previous model, in this case the 1 Series (that model designation will now be reserved for small four- and five-door models). BMW has been quick to capitalize on the 2002’s name recognition and legendary driving dynamics, directly comparing the 2 Series to the 2002 on its company website.
Having owned several 2002s over a 17-year period (and a succession of 3 Series BMWs since), I was keen to drive the new 2 Series. My test car’s Valencia Orange paint reminded me a little of my first 2002’s bronze colour (see photo), but could the modern 2’er really offer the kind of pure, engaged driving experience I remembered from its namesake?
Externally, the new 2 Series is slightly larger than the outgoing 1 Series, and while the tendency for models to bulk up as they age is generally regrettable, in this case it’s actually a good thing: The 23 mm of additional length and 26 mm of extra width translate into small but useful gains in cabin and trunk space, bringing the 2 Series closer to the compact-but-usable size of the early 3 Series cars. In this sense, the 2 Series genuinely is the model closest in spirit to the cars BMW became famous for.
Stylistically, the 2 Series borrows cues from the current 3 and 4 Series to present a somewhat more mature, aggressive look than the outgoing 1 Series. From a direct-side-on perspective it has a vaguely bubble-topped appearance, but from every other angle (and especially head-on) it looks every inch the serious sports coupe. As BMW’s website comparison tool illustrates, the 2002 may have been cute in a boxy sort of way, but the 2 Series is downright sexy by contrast.
Inside, the 2 Series is every bit as nice as its bigger BMW siblings. Soft-surface materials are used pretty much everywhere that matters, including the door uppers, with good-looking rigid plastics limited to the door lowers, console lower and glove box lid. The slim A-pillars are cloth-wrapped, with rigid plastic covers on the B and C pillars. In my test car there was brushed metal trim to add a splash of visual interest (wood, aluminum and matte blue trim are alternative options), and all the switch gear was top-notch as expected.
   2014 BMW 228i seating, trunk. Click image to enlarge |
I was impressed with the outward visibility, which might not be quite as good as that afforded by the tall greenhouse of the old 2002 but is still excellent all around, including to rearward. It’s refreshing proof that it is indeed possible to build a coupe you can see out of, and it earned the 2 Series instant forgiveness for its vaguely bubble-topped side profile.
The back seats are admittedly tight, but much more usable than those in other sports coupes I’ve driven such as Scion’s FR-S, and the front seats make up for it with plenty of space to stretch out and excellent support in the corners. In typical European fashion the padding is on the firm side, but even after a three-hour road trip I found things reasonably comfortable for my 5’11” frame, and around town I had no complaints at all.
If there’s perhaps room for improvement inside it would be in the storage department, as there’s not a whole lot of cubby space in the 2 Series — the door pockets are divided up into small compartments, the console bin is shallow, and the centre stack lower cubby is good for pens and parking receipts only (I still miss the 2002’s nearly full-width dash shelf, although I imagine that airbag regulations mean we’ll never see a return of that feature). The basics are taken care, however, thanks to a couple of cupholders, and there’s 390L of space in the trunk for actual luggage and cargo, with 60/40 split-folding rear seatbacks if you need to extend your luggage space into the passenger compartment.
   2014 BMW 228i dashboard, navigation, centre stack. Click image to enlarge |
Ergonomically, the 228i is well-sorted. All major controls fall easily to hand and are easy to decipher. BMW offers its puck-style iDrive controller as standard equipment in the 2 Series, and while the user interface does take a little getting used to (and sometimes requires a couple extra steps to get to the command you’re looking for) it is generally fairly intuitive to use, so I was able to do everything I wanted without referring to the user manual and with only one or two short moments of hesitation. I’m still not 100 percent sure about the freestanding infotainment display, but the look is growing on me.
My only complaint on the ergonomics side is that I found the instruments to be mounted a little high for my taste in relation to the steering wheel, so by the time I had the seat adjusted to my preference the top of the instruments got cut off from view. I’m not sure if I just like to sit higher than most people or what, but it seems to be a peculiarly German issue, as I’ve the same problem with Volkswagens and Audis but haven’t generally encountered it in North American or Japanese brands.
On the road, the 228i is an absolute hoot to drive. It’s lively and responsive, and despite weighing a little more than the 1 Series it replaces (1,479 kg for the 228i versus 1,450 kg for the 125i) it has a light-on-its-feet feel. My test car was equipped with BMW’s Adaptive M Suspension, an $850 option that offers Normal, Sport and Sport+ modes. In Normal mode the ride strikes a very nice balance between sporty and comfortable, with the chassis feeling buttoned-down and composed, but not harsh or jarring. Sport mode tightens things up noticeably, making the 228i feel eager and lively. Sport+ mode relaxes the traction control (it puts it into dynamic mode), allowing you to take advantage of the car’s nicely balanced chassis with a little bit of throttle steering. The Servotronic electrically-assisted power steering is a bit numb compared to the hydraulic systems on BMWs of yore (or the unassisted steering of the 2002), but it is precise and nicely weighted, and the suspension responds to steering inputs with quick, predictable turn-in.
   2014 BMW 228i driver’s seat, gauges, shifter. Click image to enlarge |
The 2.0L turbocharged four cylinder engine cranks out 240 horsepower and 255 lb-ft of torque, which I found to be plenty enough power to be fun but not so much that you can’t find the bottom of the throttle on public roads (if you want more than that, there’s always the 322-horsepower M235i). The six-speed manual gearbox in my test car offered crisp, confident shifts and the self-adjusting clutch had good pedal feel, making it a breeze to find the friction point when launching and shifting. It may be true that fewer and fewer people are purchasing manual transmissions these days, but BMW still knows how to build them right for those who do.
Acceleration from 0-100 km/h takes a brisk 5.9 seconds in the manual-equipped 228i (and 5.7 seconds with the sophisticated eight-speed automatic), and city/highway fuel economy is rated at 9.1 / 5.6 L/100km. My test car was showing an average consumption of 10.4 L/100km when I picked it up, and although I drove in a rather spirited fashion I managed a little better than that myself, using almost exactly 10 L/100 km overall in mixed city and highway driving, with a best average of 7.5 L/100 km over a 130 km highway drive.
  2014 BMW 228i. Click image to enlarge |
It should be noted that the engine requires at least mid-grade gas, and premium is recommended, so there’s a slight additional fuel cost there, while on the savings side of the equation the 228i features Auto Stop/Start technology that can shut down the engine at traffic lights for improved economy and reduced emissions. This can easily be switched off if you don’t like it, but I found it actually makes a lot of sense with the manual transmission because it only shuts the engine off when the stop is long enough that you’ve put the car in neutral and released the clutch – as long as you remain in gear with the clutch depressed, the engine will keep running.
The 228i starts at a base price of $38,095 including the $2,095 destination fee. Standard equipment at this price includes the six-speed manual transmission (the automatic is a $1,600 option), power windows and locks, pushbutton start, dual-zone air conditioning, tilt/telescoping steering wheel, dynamic cruise control, automatic bi-xenon headlights, fog lights, heated power exterior mirrors, trip computer, manually-adjustable leatherette seating, heated front seats, six-speaker AM/FM/CD audio with USB and Bluetooth connectivity, alarm system, and all the requisite safety gear including traction and stability control, ABS brakes and eight airbags. Thanks to its solid structure and available collision warning and city braking system, the 2 Series also earned a coveted IIHS (Insurance Institute of Highway Safety) Top Safety Pick+ ranking.
  2014 BMW 228i. Click image to enlarge |
On the subject of available equipment, like all BMWs the 2 Series can quickly escalate in price once you start adding on desirable options, many of which come bundled in packages. On top of the Adaptive M Suspension my test car was loaded up with an additional $9,445 worth of packages and stand-alone options that included navigation system, sunroof, rear view camera, auto-dimming exterior mirrors, park distance control, heated steering wheel (all part of a $3,650 Premium Enhanced Package), Harmon Kardon premium audio with satellite radio, universal remote, “Comfort Access” proximity entry, adaptive headlights with highbeam assist (all part of a $2,200 Executive Package), Dakota leather upholstery, Valencia Orange metallic paint, speed limit information, and BMW online services with extended telephony, concierge services and real-time traffic services.
Loaded up then, the BMW 228i can easily push into the high $40,000 range, which is a lofty step up from other small sport coupes such as the Scion FR-S and the Hyundai Genesis Coupe. That said, over my week with the BMW I found it to be quicker, more comfortable, more practical, better equipped and (not surprisingly) much more refined than either of those two cars.
But did I find it as engaging as as my old 2002? Well, I didn’t actually have to pop open the hood and fix anything during the week I had the 228i, so in that sense it certainly wasn’t as hands-on as my old 2002. In terms of driving engagement, however, I’d have to say that it’s far closer to the spirit of the 2002 than the current 3 Series or 4 Series cars are. If what you want is the most liveable and engaging small rear-wheel-drive coupe out there, it’s tough to argue against the 228i, and that’s pretty much exactly the logic that led me to a 17-year relationship with the original 2 Series. So yeah, I had a hard time returning the keys to this one, and I’ll chalk that up as a win for BMW.
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Pricing: 2014 BMW 228i
Base price: $36,000
Options: $10,295 (Adaptive M Suspension, Premium Enhanced Package, Executive Package, ConnectedDrive Services Package, Dakota Leather, Metallic Paint, Speed Limit Information)
Freight: $2,095
A/C tax: $100
Price as tested: $48,490
Competitors:
Audi A3
BMW M235i
Hyundai Genesis Coupe
Lexus IS 250
Mercedes Benz CLA 250
Scion FR-S
Volkswagen Golf GTI
Crash Test Results:
National Highway Traffic Safety Administration (NHTSA)
Insurance Institute for Highway Safety (IIHS)
