2025 BMW M235 Gran Coupe Review: A Little Fish in a Big Pond
Is the BMW M235 Gran Coupe a Good Car?
- Lacking a well-rounded, satisfying high-performance driving experience, the 2025 BMW M235 Gran Coupe struggles as a livable daily performance sedan.
How Does the BMW M235 Gran Coupe Compare With Other Affordable Luxury Cars?
- BMW’s own 3 Series sedan and many other competing sports sedans offer more comfort and driving engagement for similar money.
The 2025 BMW M235 Gran Coupe is a performance version of BMW’s entry-level, sleek-roofed 2 Series Gran Coupe, a four-door, five-seat sedan that is BMW’s least expensive sedan: It starts as low as $41,000 for a front-wheel-drive 228 Gran Coupe. Gasp! Front-wheel drive! Yes, this is a FWD-based BMW (granted, the FWD variant was pushed back and is slated to appear for the 2026 model year, so xDrive all-wheel drive is standard for ’25 and available for ’26) as opposed to BMW’s usual rear-wheel-drive-based layout. And, honestly, that’s not unusual for the subcompact luxury car class, which also includes the Audi A3 and Mercedes-Benz CLA.
2025 BMW M235 Gran Coupe, front | Cars.com photo by Christian Lantry
The 2 Series Gran Coupe has been available since the 2020 model year, and it’s been updated for 2025 with minor changes to its exterior styling, a new tech-focused interior and some under-the-hood changes. When you get to the performance-oriented, 312-horsepower M235 Gran Coupe trim level that I tested, AWD is standard, along with a BMW-estimated 0-60 mph time of 4.7 seconds. The car’s performance and driver engagement, however, was a bit of a letdown considering its as-tested price was $60,000 — which can buy a lot of fun four-doors. Let’s dig in on where the M235 went awry and what else shoppers should consider.
Related: Second-Generation 2025 BMW 2 Series Gran Coupe Gets More Power
Fiery Acceleration
Without a doubt, the highlight of the BMW M235 is its 312-hp, turbocharged four-cylinder engine, which is potent and entertaining. It’s a massive upgrade over the base 241-hp turbo-four. It’s highly responsive and pairs with a new seven-speed dual-clutch automatic transmission that offers quick, low-delay shifts in manual mode via steering-wheel-mounted paddle shifters. Its EPA-estimated fuel economy of 24/33/27 mpg city/highway/combined is respectable considering the car’s punchy acceleration.
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The directness that comes with this kind of transmission also means a trade-off in everyday livability: The M235 has observable low-speed judder and jerkiness while accelerating from a stop in everyday stop-and-go traffic. It’s reminiscent of earlier cars with this transmission type, but it isn’t a trade-off shoppers should be willing to make in a vehicle that isn’t a full-on, track-focused M car. The execution just doesn’t reach the harmony that most BMW engine and transmission combos have. Keeping the M235 Gran Coupe in its sportier driving modes circumvents some of those issues, as does aggressive acceleration from a stop, which powers through those awkward starts. Hopefully, this car’s takeoff operation can be improved with software improvements down the road.
Power is up 11 hp from 2024, though the M235’s maximum torque of 295 pounds-feet is down by a whopping 37 pounds-feet. The engine has to be revved quite a bit to feel that acceleration because maximum power is now made higher in the rev range at 5,750 rpm instead of 5,000 rpm. Peak torque is now made at 2,000 rpm instead of 1,750 rpm.
Acceleration is most definitely engaging, but the auditory experience of the engine and exhaust is lacking. Instead, BMW mimics a fiery-sounding engine through selectable digitization with its Iconic Sounds feature, which simulates acceleration roar as well as burbles and pops from the exhaust on deceleration. It’s not really convincing once you roll the windows down and realize the sound and feeling is coming through the sound system’s speakers and woofers. That lack of a real sensory experience from the engine and exhaust is a layer missing from a proper performance experience.
Ride Quality and Handling
Ride quality and handling characteristics are often at odds with each other: A car may ride nicely but handle poorly, or it can handle nicely but ride poorly. This can often be mitigated with electronically controlled shock absorbers that are able to adjust their firmness, but the M235 Gran Coupe’s standard electronically controlled suspension surprisingly doesn’t help the car ride or handle very well.
I primarily drove the M235 on neighborhood and suburban streets outside Chicago where the ride was firm, but it wasn’t until I drove on Chicago’s city streets that it became too harsh. Every pothole seemed to be waiting to bend the car’s rims and pop its expensive summer tires, with massively loud impact noises and harsh hits that locked the seat-belt pretensioner. This is not a pleasant city car despite its small dimensions and good maneuverability. During my weeklong test, I chose not to take the BMW on a 380-mile road trip, instead taking one of our family cars: a 2024 Hyundai Ioniq 5 electric vehicle. Yes, I risked being stranded at the Illinois-Iowa border with a depleted battery rather than bounce up and down for six hours in the M235 Gran Coupe.
1 / 432025 BMW M235 Gran Coupe, headlight | Cars.com photo by Christian Lantry
I also wasn’t thrilled with the M235’s handling; it drove more like a small SUV than a hunkered-down sports sedan. Its FWD roots surfaced when the front end pushed wide when trying to accelerate out of a corner. Add in the lack of sensation and feedback from the steering wheel, and it’s not confidence-inspiring to drive spiritedly. Perhaps it would be more eager to turn if the AWD system had an active rear-axle torque vectoring component, like the Acura TLX Type S or Audi S3, but that’s not the case.
How Big Is the BMW M235’s Interior?
I’m about 6 feet tall, and the 2 Series Gran Coupe is a tight fit for me upfront. I don’t fit in the back at all, as the roof is so low I can’t sit up straight. It just isn’t a very comfortable car for someone my size, and I’m not much taller than average. I had similar limitations in the Mercedes-Benz CLA coupe (another sedan that’s called a coupe) but no such comfort issues in the S3, TLX or Cadillac CT4.2025 BMW M235 Gran Coupe, backseat | Cars.com photo by Christian Lantry
While the M235’s interior quality is up to the standards of a BMW 3 Series, the car doesn’t give you the solid, satisfying “thunk” that you get when closing the doors on other BMWs; instead, the door crashes closed with a hollow “tink.” It’s another way you’re reminded this is an entry-level BMW.
Technology
The M235’s new multimedia system is harder to use and clunkier than BMW’s typically seamless multimedia experience. A new 10.7-inch display replaces the previous 8.8-inch one, but while it looks slick, I encountered issues with its operation. The car continually didn’t recognize my phone or the car’s main profile, defaulting instead to the guest profile, which has a number of limitations in place. Those include mercilessly chiming when you exceed the speed limit by around 3 mph — and you can’t turn it off when in guest mode. You can’t switch profiles until the car is stopped, either, meaning you’ll have to pull over to stop the chiming.
About the make
BMW
BMW is an independent German automaker that produces a full line of performance-oriented luxury cars and SUVs, including plug-in hybrids and EVs.
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BMW’s changes for 2025 also include trading physical climate controls for ones in the touchscreen, making it harder to use the climate-control system. Functions that used to be one button push away now take multiple steps to execute using a touchscreen that isn’t always responsive. This is, unfortunately, something most modern BMWs are moving toward even as other automakers are dialing back screen dependency for important controls.
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- Shop for a 2025 BMW M235 Gran Coupe Near You
Shop the 2025 BMW M235 Gran Coupe near you
Used
2025 BMW M235 Gran Coupe i xDrive
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$56,075Great Deal | $4,753 under
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2025 BMW M235 Gran Coupe Xdrive
$56,225 MSRP $56,225
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Who Should Consider the BMW M235 Gran Coupe?
If you have no expectations about what a BMW should drive like, and you like the size, price and style of the M235 Gran Coupe, give it a whirl. For $50K-$60K, however, there are some great sports sedans available that don’t compromise on performance and space the way the M235 does. The previously mentioned S3 and TLX Type S are possibilities in that price range, as is the Cadillac CT4-V. The TLX Type S may seem like an odd pick over Acura’s smaller Integra, but it has AWD and an automatic transmission (unlike the manual-transmission, front-drive Integra Type S). The TLX Type S’ amazing turbo V-6 engine and real, engaging sounds make for a dynamite performance sedan — and it’s essentially fully loaded for around $59,000.
You could also consider an electric performance four-door, like the Tesla Model 3 Performance or Kia EV6 GT, which do away with internal combustion engines and transmission funkiness without sacrificing handling and acceleration chops. The kicker, however, might be from BMW itself: A BMW 330i xDrive M Sport with 19-inch wheels, summer tires and BMW’s Premium Package is a dynamically rewarding and roomier car priced in the mid-$50,000 range.
Editor’s note: This story was updated Aug. 13, 2025, to clarify BMW delayed the front-wheel-drive 228 Gran Coupe until the 2026 model year.
Cars.com’s Editorial department is your source for automotive news and reviews. In line with Cars.com’s long-standing ethics policy, editors and reviewers don’t accept gifts or free trips from automakers. The Editorial department is independent of Cars.com’s advertising, sales and sponsored content departments.
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2025 Volvo XC90 Plug-in Hybrid Review: Luxury With a Plug
By Jennifer Geiger
May 29, 2025
2025 Volvo XC90 Plug-in Hybrid | Cars.com photo by Christian Lantry
Is the Volvo XC90 Plug-in Hybrid a Good SUV?
- The refreshed 2025 Volvo XC90 Plug-in Hybrid is a stunner; from the timeless luxury of its cabin to its seamless blend of gas and electric power, it delivers true luxury and efficiency without compromise.
How Does the Volvo XC90 Plug-in Hybrid Compare With Other Luxury SUVs?
- The luxury space doesn’t feature many three-row SUVs with a plug, but among them is the less refined Lexus TX 550h+ and the much more expensive Land Rover Range Rover PHEV. (See these models compared.)
For 2025, the XC90 Plug-in Hybrid gets a refresh in name and face. Outside, it wears a new, more minimal-looking front end with less brightwork, thinner headlights and a wider grille that features a dazzling crosshatch design. Inside, the infotainment system has been updated with a larger screen and more intuitive layout. Compare it with last year’s model.
Related: 2025 Volvo XC90 Gets Sharp, Modern Refresh Inside and Out
The three-row SUV’s name is also updated, with “Recharge” dropped for 2025 and replaced by the more straightforward “Plug-in Hybrid.” For this review, I tested a T8 AWD Ultra trim level that was equipped with a few options and priced at $88,695, including destination fee.
How Does the 2025 Volvo XC90 Plug-in Hybrid Drive?
1 / 112025 Volvo XC90 Plug-in Hybrid | Cars.com photo by Christian Lantry
In short, the XC90 Plug-in Hybrid is engaging, comfortable and efficient. It’s quick from a stop and feels light on its feet despite its hefty base curb weight of just over 5,000 pounds. Power isn’t as instantaneous as in a fully electric vehicle, but the plug-in XC90 is much peppier than a non-electrified three-row SUV.
Power comes from a turbocharged 2.0-liter four-cylinder engine paired with an electric motor and 18.8-kilowatt-hour battery pack, good for a combined 455 horsepower and 523 pounds-feet of torque. It works with a smooth, quick-shifting eight-speed automatic transmission, with all-wheel drive standard.
The XC90 Plug-in Hybrid is EPA-rated 58 mpg-equivalent combined during its 32-mile electric driving range. When the battery is depleted, it operates like a gas-electric hybrid and is rated 27 mpg combined. On a Level 1 household outlet, the XC90 Plug-in Hybrid can fully charge in 10-14 hours. Level 2 home charging is considerably quicker; using my Level 2 charger, it took a little less than 4 hours to fully charge the XC90’s battery.
You do have to opt-in to the EV mode, though. The XC90 defaults to Hybrid mode each time it’s turned on; to drive in EV mode, you’ll have to opt for the Pure setting via a menu in the infotainment screen. Responsiveness is even snappier in this mode, and I found it easy to stay in at higher speeds and when passing so long as I didn’t floor the accelerator pedal, which triggers the gasoline engine to assist.
This SUV’s Hybrid and Pure drive modes aren’t the only way to tailor your driving experience. There’s also a Power mode, which uses the engine and battery to prioritize performance. The braking system, too, is customizable; you can choose B mode on the shifter to engage one-pedal driving with regenerative braking. In this mode, easing off the accelerator pedal can bring the car to a stop without using the brake pedal. I found this mode especially helpful in stop-and-go traffic, and it’s also an efficient way to drive because it adds energy to the hybrid battery. Lastly, steering feel can also be adjusted, with soft and firm settings to choose from in a driving dynamics menu in the infotainment screen.
While the XC90 exudes refinement in the going and stopping departments, it can be a little loud. Volvo said it added insulation throughout the cabin to reduce wind and road noise for 2025, but it’s still not quiet. Too much of the outside world filters into this otherwise serene cabin (more on that below).
This Volvo also rides a little firm for my liking, with large bumps rippling through the cabin despite my test car’s optional air suspension. Its large 21-inch wheels and tires likely contributed to this issue.
How Nice Is the 2025 Volvo XC90 Plug-in Hybrid’s Interior?
1 / 212025 Volvo XC90 Plug-in Hybrid | Cars.com photo by Christian Lantry
Just park me in the XC90’s cabin and leave me there; it’s a masterclass in understated refinement and quiet luxury. Volvo has been pulling out all the stops in the XC90’s cabin since its last full redesign almost a decade ago — when we gave it our Best of 2016 award and bought one for long-term testing — and it’s still got it.
The cabin was updated this year with some more premium materials, a slightly redesigned dash and an updated center console. Highlights of the lovely cabin in my top Ultra trim included Nappa leather seat upholstery, low-gloss wood paneling with complementary fabric trim and a crystal gear selector. A rich tan color called Cardamom is a new option this year for the leather upholstery.
It mostly feels good, too, in all three rows. My test car had second-row captain’s chairs and seating for six; an available second-row bench seat increases seating capacity to seven. Those second-row captain’s chairs are comfortable, and cupholders are plentiful; two cleverly pop out of the arm rests and two are nestled at knee-level behind the center console.
In our Car Seat Check, the XC90’s accessible lower anchors and plenty of legroom were big pluses, but the second row’s fixed head restraints caused fit issues with our forward-facing convertible and high-back booster seats. Read the full Car Seat Check here. Note that the XC90’s second-row bench seat is also available with a built-in booster seat — a handy feature that only Volvo offers — that pops up from the center seating position.
While I found it easy to get back to the two-seat third row, that space is more of a mixed bag in terms of comfort and features. Each side has a cupholder and a small storage cubby, but there are no USB ports back there. Also, the seat has a knees-up seating position that many adults won’t find comfortable.
The third row is also lacking in terms of car-seat accommodations: There are no lower anchors back there, and only one top tether anchor on the passenger side, making it less versatile than many other three-row SUVs that do better in this department. You’d have to use a seat belt to install a car seat back there, which some caregivers aren’t comfortable with. Also, fixed head restraints caused fit issues with our high-back booster and forward-facing convertible here, too.
How Does the 2025 Volvo XC90 Plug-In’s Infotainment System Work?
1 / 142025 Volvo XC90 Plug-in Hybrid | Cars.com photo by Christian Lantry
About the make
Volvo
Swedish make Volvo, known for safety and station wagons, offers a range of vehicles that are often electrified and increasingly all-electric.
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When Volvo debuted its large portrait-oriented 9-inch touchscreen, it was unlike anything other automakers offered. Now, even the affordably priced Subaru Crosstrek offers a bigger screen than that. Volvo is evolving its system for 2025 with a larger 11.2-inch touchscreen, revised graphics and a more intuitive menu structure.
What hasn’t changed is that it still uses the Google Built-In operating system — for better or for worse, depending on whom you talk to. I’m pro-Google-Built-In and was able to quickly log into my Google account and get set up with the system. I particularly liked using the “Hey Google” voice controls for a variety of settings, including audio and climate settings, as well as finding my nearest Dunkin’. Other editors, however, find the Google Built-in system to be finicky and unreliable. If you fall in that camp, you have options: You can instead choose to use smartphone mirroring via wired Apple CarPlay or Android Auto.
While the increased screen size and higher-resolution graphics keep the system looking modern, the real update is in how it works. As with the previous infotainment system, just about every function is absorbed in the screen, but how you access those functions and how many screen taps it takes to enable them has been streamlined and makes more sense.
For example, many common apps and controls — such as maps, media and phone connections — are now displayed as icons on the home screen, so there’s less hunting around for things, and it’s easier to switch what you’re viewing. Also new is a contextual bar that displays your most recently used apps — again, so there’s less tapping through screens. Volvo said customers with vehicles built as early as 2020 are eligible for an over-the-air update to enable the more intuitive layout in their vehicle.
Like the previous system, there’s no missing the giant, obvious volume knob under the screen, which is a refreshing anachronism in an otherwise tech-forward cabin.
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Is the 2025 Volvo XC90 Plug-in Hybrid Worth Its Price?
2025 Volvo XC90 Plug-in Hybrid | Cars.com photo by Christian Lantry
The math is not mathing: You have to really want a plug-in hybrid to make the plug-in XC90 make sense. It starts at $74,295 — well over a base non-plug-in XC90’s $59,745 starting price (all prices include destination). Also, it’s not eligible for the Federal EV tax credit because it’s assembled in Sweden. What’s more, it’ll take decades for the gas savings to make up for the added cost of the plug.
Real-world numbers will vary based on how often you drive beyond the XC90 Plug-In’s 32-mile electric range, but according to EPA estimates, the PHEV has an annual fuel cost of $1,700, based on 45% highway and 55% city driving, 15,000 annual miles and current fuel prices. A base XC90 without a plug gets an estimated 23/30/26 mpg city/highway/combined and has an annual fuel cost of $2,350 based on the EPA’s current formula. That’s an estimated fuel cost savings of $650 a year with the PHEV, but with its $14,550 price premium, it would take roughly 22 years to make up the added cost of the plug.
Based on these calculations, it’s obvious the 2025 Volvo XC90 Plug-in Hybrid doesn’t make a lot of sense if you’re looking at cost considerations alone. If you’re an EV-curious luxury SUV shopper willing to spend extra, though, the XC90 Plug-in Hybrid will delight and coddle you.
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Cars.com’s Editorial department is your source for automotive news and reviews. In line with Cars.com’s long-standing ethics policy, editors and reviewers don’t accept gifts or free trips from automakers. The Editorial department is independent of Cars.com’s advertising, sales and sponsored content departments.
