2014 BMW 2 Series

2014 BMW 2 Series

Episode 3338
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

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
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

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Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

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And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW