For starters, the 2 GC shares its genetic material with the 1 Series—down to the transverse engine layout and front-wheel drive. It also largely duplicates its face down to the big grille and angled-back headlights. Like BMW’s hatchback, it looks somewhat front-heavy, but thanks to the low roof (afforded by the frameless doors) and rising belt line, this one manages to squeeze out a bit more sex appeal. The rear is polarizing, but at least designers managed to tie the lines nicely to the flagship 8 Gran Coupe.

Slip inside, and the 1 Series story continues with the dashboard pretty much borrowed from the hatchback. It looks rather busy thanks to all the lines, polygons, and even varying textures going about. However, it’s still a nice place to be in. Build quality and material choices are top-notch; they don’t feel entry-level at all. As with any other BMW, the driving position is the top draw with plenty of adjustment to the steering wheel and seats. The pedal placement is also spot on.

In terms of tech, the 2 GC doesn’t stray away from other entry-level BMWs. In front of the driver is an instrument panel that mixes traditional analog gauges with a 5.1-inch display, while at the center is an 8.8-inch infotainment display with iDrive. Overall, it’s still the best interface in the premium segment, although it must be said that it lacks any sort of smartphone connectivity (as standard, at least). Standard seating is Sensatec, a vegan-friendly synthetic leather. It looks and feels great, as do the textured “Illuminated Berlin” dash trim.

There are no complaints about front seat space. There’s plenty of head- and legroom to go about. The door bins are of a decent size as are the glovebox and center arm rest console. Perhaps the oddest thing here is the decision to add a dedicated smartphone tray in front of the shift lever. The use is very specific it won’t fit keys or wallets). It’s a shameless and constant reminder to owners that they didn’t pay extra for the wireless charging option.

Backseat accommodations are also pretty good for average-sized Filipinos. There are even rear vents and two USB Type C charging ports. For the vertically gifted though, they’ll find their heads wedged against the slopping roofline. This is most especially true for the middle passenger which may encounter problems past the 170 cm height mark.

At the back, the trunk space is quite large, and because the 2 GC runs on standard run-flat tires, there’s even a handy underfloor storage space. The opening may be on the small side, but because there’s no lip to negotiate, it’s easy to plop in heavy objects like luggage. Interestingly, it has a leg up the standard 318i Sport thanks to its standard 60/40 split-folding rear seats.

Speaking of the 318i Sport, this 2 GC may share the 3 Series’ “18i” designation, but their engines are different. While its bigger, more traditional brother uses a turbocharged 2.0-liter 4-cylinder to drive the rear wheels, the 218i Gran Coupe drops about 500 ccs of displacement and one cylinder, and it drives the front wheels. Power outputs though remain respectable—140 horsepower and 220 Nm of torque. BMW says the century mark arrives in 8.7 seconds, which isn’t fast, but alright.

Admittedly, this setup results in shortage of low-end pull, so thankfully, the motor makes up for it with its eagerness. Moreover, there’s a nice thrummy soundtrack that doesn’t sound or feel like a three-pot. Acceleration is always smooth and linear. And once it’s up to speed, it cruises along happily enough. It also scores very well in terms of fuel efficiency, registering 13.69 km/L with an average speed of 36 km/h.

In another twist, the automatic gearbox connected to the engine isn’t a traditional torque converter; rather, it’s the dual clutch kind. Still, the shifts are buttery and it’s largely obedient. That said, there’s no cruise control here—only an adjustable speed limiter. Plus, it tends to be very aggressive with the engagement of the idle start/stop system even in the default Comfort mode.

Through corners, the 2 GC hides its front-drive origins well with its precise reactions, and dogged resistance to understeer. Better yet, while it manages to maintain tight control of its body movements, its ride remains cosseting. It has this ability to swallow bumps without nervousness; staying comfortable even on ragged surfaces. The steering is excellent too, feeling lively and alert with every interaction. It’s not a rapid pointy-steering car, but there’s still commendable feedback allowing drivers to play with it more.

In the confusing world of BMW, the 2 Series Gran Coupe isn’t meant to replace the exciting rear-wheel drive 2 Series Coupe. Despite its name, this one’s supposed to serve as the brand’s entry-level sedan—a sort of bridge between the 1 Series hatchback and the 3 Series sedan. Yet, the price is not exactly reflective given it’s the same price as the 318i Sport at P 2.990 million.

And there is the rub. There are already compromises along the way—the 3-cylinder engine and front-drive platform being the most noticeable. Plus, the 2 GC is not exactly the proper entry-level BMW sedan (that’s the 3 Series), nor is it the cheapest (that’s the 1 Series). In the end, the 218i Gran Coupe is targeting a very small niche. While there is some confusion on who that buyer may be, but for those curious with it, it delivers an unmistakable air of refinement—a rarity in the premium entry-level sedan segment.