Formerly known as the 1-Series, this model was introduced to fill the void at the bottom of the BMW lineup after the follow-up to the 2002, the 3-Series, gradually grew from its compact roots to become almost a midsizer.
The 2-Series range is anchored by the 228i, but it was the performance-minded M235i that really captured our attention. Can it deliver the experience of a modern-day 2002 Turbo? Join us as we find out.
What is it?
A two-door, four-passenger coupe, the M235i falls under the M Performance banner and is powered by a 3.0-liter TwinPower turbocharged inline six-cylinder engine that produces 320 horsepower between 5,800 and 6,000 rpm, and 330 lb-ft of torque at a barely-breathing 1,300-4,500 rpm. As such, BMW says it’s the most powerful vehicle in the M Performance subset, which is not to be confused with the pure M-cars like the M3 or M4.
The engine sends power to the rear wheels through an eight-speed sport automatic transmission with steering wheel-mounted paddle shift levers. For those inclined to row it themselves, a six-speed manual transmission is offered as a no-charge option. Launch control software allows for a 0-60 time in 4.8-seconds, while the car is electronically limited to a 155-mph top speed.
Our 2-Series tester rides on the adaptive M suspension and its electronically controlled shocks. On-the-fly adjustments are capable with this set up, which is standard on the M235i but an added-cost option on the 2.0-liter, 240-horsepower turbocharged four-cylinder 228i model. Additionally, Dynamic Stability Control (DSC) and Dynamic Traction Control (DTC) are part of the standard M-performance kit, while a mechanical limited-slip differential can be had as an option.
M-Sport braking and variable sport steering are also standard to assist with stopping and steering respectively, while a sport-tuned exhaust system keeps the natural audio track humming.
The M235 is also equipped with standard BMW Assist eCall and its enhanced automatic collision notification and BMW Teleservice for 10 years. Additional functionality is available through BMW ConnectedDrive.
What’s it up against?
The M235i is pitted against the performance versions of the new entry-luxury models coming from BMW’s German rivals, including the Mercedes-Benz CLA45 AMG and Audi S3. Yes, we already know they both have four-doors, but they all compete on a similar playing field.
How does it look?
Truthfully? It looks like last year’s 1-Series model that it replaces. Featuring a similar long nose and short rear deck design, it would appear as business as usual unless these two were side by side. With that comparison, it becomes evident that the M235i is longer (2.8-inches), wider (1.3-inches), and with a wheelbase that now extends 1.3-inches more than its predecessor.
The stylized kidney bean-shaped grill remains, but this time around it’s complimented by new cat-like headlamp assemblies and signature daylight LEDs that ring the traditional headlight lenses. Our tester did not include foglamps, as the aggressive look of the M235i under-bumper intake area makes use of that space as a scoop for the BMW efficient dynamics’ Air Curtains, which help to trim airflow around the front wheel wells.
A swage line appears just forward of the A-pillar and carries rearward to the taillamps. A clever design element, its crease breaks up the expanse of sheetmetal and adds strength to the side panels as well. Black trim around the greenhouse makes the area look larger than it actually is, while bling is confined to the headlight surrounds and chrome trim pieces around the grill. A sharkfin antenna and rear decklid spoiler help to round out the list of pieces that make up this smallest BMW.
We were jazzed to see that BMW is joining more manufacturers in the use of gunmetal finishes, as seen in the case of our 18-inch Michelin Pilot-shod alloy wheels. Brake dust? What brake dust? Exactly.
And on the inside?
The Ultimate Driving Machine just wouldn’t exist if the seating accommodations for driver and passengers weren’t up to snuff, and in this case our M235i didn’t disappoint. Well, for the most part, anyway. Our test model was equipped with the black Dakota leather seating package ($1,450) with adjustable sport seats and a cold-weather accessory group ($550) that included a heated steering wheel and seats as well as retractable headlight washers.
While the cold weather group did nothing to improve our lot in Florida, the front seats offered good bolstering and support to keep us in place during an extended jaunt across the state. The rear seat is another matter though, with head- and shoulder room both at a premium.
Our M235i was equipped with the basic connectivity package, which cheaped-out by dispensing with SiriusXM in favor of the (whatsitgoodfor)? HD radio that seems to be floundering in the marketplace. BMW would do well to follow in the footsteps of Hyundai and Kia by including satellite radio as standard. iDrive infotainment makes another appearance here – we’ve found that once you learn the infotainment system’s operation, it becomes second nature. It is paired with a rather basic 6.5-inch display screen. We say spend the extra coin for the available navigation system with its larger screen and touch controller.
But does it go?
The concept behind the M235i, and the 1-Series before it, is to get closer to the sporty heritage of the brand that brought it popularity in the first place. With lithe handling and nearly brute power from the 3.0-liter TwinPower turbo, this dynamo displayed a great deal of playfulness that encouraged us to approach the limits of sensibility more than once. We managed to duplicate the acceleration exercise using the on-board launch control to match the claimed 4.8 second clip to 60 mph.
Sure, it’s fun to go fast, but we were more excited by the ease with which this 2′ managed to flow through the turns and twisties on certain rarely-traveled backroads. Firm, but not to the point of breaking loose your dental fillings, the M235i kept true to steering inputs without a trace of body roll. The chassis dynamic setup guys in Munich are certainly doing something right, based on the feedback we received from the M235i’s suspension while quickly whipping around on South Florida roads.
The standard Drive Dynamics Control (DDC) system, which adjusts the dampers, steering effort, shift logic and throttle calibration, includes settings for Comfort, Sport, Sport+ and ECO Pro mode. Comfort might be just the ticket for around town excursions during stop and go traffic, while we preferred the Sport and Sport+ modes, which do their part to get the adrenaline flowing in a positive fashion. The ECO Pro system with its auto stop/start engine mode became rather tedious as it tends to operate in a rougher fashion than similar systems found in other manufacturer’s vehicles.
The EPA says that this 3535-pounder should be able to get 22/32 city/highway mpg with 25 combined mpg. We didn’t even bother to look. We were having too much fun.
Leftlane’s bottom line:
The new M235i brought back memories of our first BMW experience. Eager to please in nearly every aspect, this coupe reminded us why we were originally so enamored with the brand.
With its power, handling and refinement, we never wanted to leave the M235i’s driver seat. And if the pricing was too rich for our blood, we would be happy with the 228i instead.
2014 BMW M235i base price, $43,100. As tested, $46,575.
Melbourne Red Metallic paint, $550; Dakota Leather Package, $1,450; Cold Weather Package, $550; Destination, $925.
Photos by Mark Elias.
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