2014 BMW 2-Series

228i RWD 2-Dr Coupe I4 auto trans

228i RWD 2-Dr Coupe I4 auto trans

2014 bmw 2-series Reviews and News

2014 BMW M235i Front Three Quarter 05
The question of what is an M car is one that vexes BMW fetishists. For a long time, the answer was simple: The M3 and M5 were M cars. They were soup-to-nuts high-performance specials, created by BMW’s go-faster M division. Then things got murky, with M versions of SUVs, look-faster M Sport trim packages, and go-somewhat-faster M Performance models.
The 2014 BMW M235i is technically an example of the latter, but take a turn behind the wheel and the hairsplitting between what is and isn’t an M car quickly disappears. The 2014 BMW M235i drives like an M car, through and through.
The 2014 BMW M235i is much more than merely the six-cylinder version of the new 2 Series coupe. Besides BMW’s familiar 3.0-liter turbocharged straight-six -- here making an extra-spicy 320 hp and 330 lb-ft of torque -- the M235i includes M adaptive suspension, M sport brakes, variable sport steering, and ultra-sticky Michelin Pilot Super Sport tires. Just as important, the M235i exhibits the kind of focus that is too often missing from modern BMWs that try to please an ever-wider audience.
Yes, BMW’s drive mode selector is present, but the difference between the default Comfort mode and Sport is thankfully quite narrow -- good thing since the car returns to Comfort mode with each engine start. No matter the mode, the 2014 BMW M235i turns like an M car, with meaty, direct, responsive steering. It handles like an M car, its body motions tightly coiled (although suffering a bit too much rebound), its turn-in energetic, and its cornering secure but with rear-wheel-drive attitude available to the brave. It also goes like an M car. BMW’s advertised 4.8-second 0-60 time -- with the eight-speed automatic -- seems awfully conservative the first time you boot the throttle of the sweet-sounding, free-revving six and experience the instantaneous sling-shot acceleration. (A six-speed stick adds a couple tenths to that 0-60 time as the cost of its extra purity.)
The only downside, really, is that the M235i is also priced like an M car. The base sticker of the 2014 BMW M235i is $44,025, and my test example topped the $50,000 mark. At that price, one might wonder: Why not just get a 435i (for $47,050)? But the 435i isn’t just larger, it’s a very different car -- more relaxed, more comfortable, more luxurious. The M235i may be expensive for a small BMW, but it’s something more -- a highly focused, high-performance driving machine. And besides, when were M cars ever cheap?

2014 BMW M235i Specifications

Base price $44,025 (with destination)
Price as tested $50,675
Engine 3.0L I-6 turbo
Power 320 hp
Torque 330 lb-ft
Transmission 8-speed automatic
Drive Rear-wheel
Fuel economy 22/32 mpg (city/highway)
2014 BMW M235i   Web First Drive   Photos By BMW 1
The most oft-heard beef with the old BMW 1-Series is that it wasn’t different enough from a 3-Series—a little bit lighter and a little bit cheaper, but not enough to matter. To which I reply: Do you know how much Porsche would charge to build you a car that’s a couple hundred pounds lighter? The typical path to that kind of weight reduction is to rip out the stereo, air conditioning and back seats, bolt on a set of carbon fiber windshield wipers and add $20,000 to the price. BMW just builds a slightly smaller car and then charges less for it. The gall of them.
The 2014 BMW M235i is about eight inches shorter than a 435i, and consequently the 4-series is the better-looking car—its flanks have enough room to resolve themselves in a gracefully tapered tail, while the M235i is forced to adopt a more pugnacious stance. The 2-Series looks like a 4-series that spent five to 10 seconds in the crusher.
The 2-Series is still uniformly larger than the 1-Series, but not distressingly so. At 174.5 inches, the M235i is exactly the length of an E36 (1995-1999) M3, a car that I maintain is the most perfect size ever. And the E36 never had 322 horsepower and 332 lb-ft of torque under the hood.
In fact, the 2014 M235i now boasts the most powerful gasoline motor in a M Performance vehicle—as distinct from a full-on M car, since of course those are all powered by small Hadron Colliders. M Performance is more like Cadillac’s V-Sport or Lexus’ F-Sport, a penultimate step before you reach the real silly machines. Giant fender flares thus remain the exclusive property of the 1M, for now.
The 2014 M235i does include a nice list of performance hardware, however. The standard car features M Sport brakes (bigger rotors, snazzy blue calipers) and M Sport suspension (stiffer, 0.4-inches lower) and a unique exhaust system. The options list includes Adaptive M suspension with electronically controlled dampers. And, if you want to build your own quasi-M2, you can upgrade the brakes and suspension from M Sport to M Performance, yet another fine-grained variant of the M-car hierarchy.
M Performance brakes net you even larger, cross-drilled rotors in a choice of three different colors. M Performance suspension is slammed another 0.4 inches and jazzed up with red coil springs. And even in its most basic form, the 2014 M235i boasts, “specific elastokinematics for the front suspension,” so be sure to mention that at cocktail parties.
Staggered Michelin Pilot Super Sports are standard issue, sized 225/40 R18 front and 245/35 R18 rear. M Performance forged 19-inch wheels are optional. A mechanical limited-slip rear end is another option. It’s beginning to occur to me that you could get yourself in quite a bit of financial trouble with the M235i options list. A six-speed manual transmission is one option, at least, that won’t add a dime to the M235i’s $44,025 base price.
I drove a car equipped with the default transmission, the excellent ZF eight-speed automatic. Predictably and somewhat sadly, the BMW M235i is quickest with the automatic, clocking 0-60 in 4.8 seconds versus the manual’s 5.0-second dash. The automatic also includes launch control. BMW says its acceleration numbers were gleaned using launch control, but simply stepping on the gas seems to work awfully well when you’ve got max torque at 1,300 rpm.
I got behind the wheel of a 435i soon after my stint in the M235i, and I can’t claim there’s a huge difference in how they drive. The 2-series is noticeably more intimate inside, but when you mash the accelerator or bend it into a corner it feels a lot like the 4-series. Which is to say, it’s got the best six-cylinder motor not made by Porsche, mated to a chassis that’s perfectly balanced and predictable. The aloofness that crept into the 5-series is not present here.
It’s been a while since I drove a 1-Series, but my impression is that the 2-series’ larger footprint—1.3 inches added to width and wheelbase—makes it easier to drive fast. It’s sort of a counterintuitive idea, but we’ve seen a few cases lately where stretching a car actually makes it quicker around a track by enhancing high-speed stability. (The 991-series 911 is the most obvious case in point.)
I’d be curious to see how an 2014 M235i fares against a 1M at, say, Virginia International Raceway, but I think I’d put my money on the 2. At BMW’s Spartanburg test track there’s an uphill left-hand corner that unloads the suspension and makes for an easy place to put a car sideways, and the M235i was nearly goof-proof, encouraging languid slides as the outside tires gradually regained purchase. A 1-Series, I suspect, would require quicker hands at the wheel.
But the 1-Series is old news. The relevant question is whether the 2014 BMW M235i makes a case for itself in as an alternative to the Car Formerly Known as the 335i Coupe. To which I submit that the BMW M235i may not look as pretty as a 435i, but it does knock off 0-60 two-tenths quicker and weighs probably a couple hundred pounds less (final figures aren’t yet in).
So don’t think of the 2014 BMW M235i as a Bimmer coupe for someone who couldn’t stretch to a 435i. Think of it as the 435i CSL Lightweight with air conditioning and a $20,000 rebate.
2014 BMW M235i Vs 2015 Alfa Romeo 4C Spider 04
Detroit, Michigan -- Like car enthusiasts everywhere, the editors of AUTOMOBILE get into really dumb arguments. There was the time, for instance, when we couldn’t agree whether the Isuzu VehiCROSS was a freak of nature or stroke of genius. Here’s another office tussle: Would we rather own a 2014 BMW M235i or a 2015 Alfa Romeo 4C? They both cost around $50,000 and both were All-Stars in 2015. Other than that, well, they have absolutely nothing in common.

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23 MPG City | 36 MPG Hwy
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2014 BMW 2-Series Specifications

Quick Glance:
2.0L I4Engine
Fuel economy City:
23 MPG
Fuel economy Highway:
36 MPG
240 hp @ 5000rpm
258 ft lb of torque @ 1250rpm
  • Air Conditioning
  • Power Windows
  • Power Locks
  • Power Seats (optional)
  • Steering Wheel Tilt
  • Cruise Control
  • Sunroof (optional)
  • ABS
  • Stabilizer Front
  • Stabilizer RearABS
  • Electronic Traction Control
  • Electronic Stability Control
  • Locking Differential (optional)
  • Limited Slip Differential (optional)
  • Airbag Driver
  • Airbag Passenger
  • Airbag Side Front
  • Airbag Side Rear (optional)
  • Radio
  • CD Player
  • CD Changer (optional)
  • DVD (optional)
  • Navigation (optional)
50,000 miles / 48 months
50,000 miles / 48 months
Unlimited miles / 144 months
Unlimited miles / 48 months
50,000 miles / 48 months
IIHS Front Small Overlap
NHTSA Rating Front Driver
Not Rated
NHTSA Rating Front Passenger
Not Rated
NHTSA Rating Front Side
Not Rated
NHTSA Rating Rear Side
Not Rated
NHTSA Rating Overall
Not Rated
NHTSA Rating Rollover
Not Rated
IIHS Front Moderate Overlap
IIHS Overall Side Crash
IIHS Best Pick
IIHS Rear Crash
IIHS Roof Strength

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Five Year Cost of Ownership: $37,083 What's This?
Value Rating: Average