BMW 1 Series review

Overview

What is it?

The third-generation 1 Series, and it’s significant because it’s now front-wheel or all-wheel drive only. Yup, this latest generation waved goodbye to RWD in 2019. Just like every other hatch now, then. But the good news is it’s more spacious than ever, weighs less, and it’s more efficient to run, too.

It’s not a bad-looking thing either, is it? BMW has certainly managed worse recently. The sides are defined by two ‘character’ lines which look kinda like your first ever ironed shirt. Meanwhile the Hofmeister kink (a BMW signature from the 1950s) is moved to the C-pillar. No more three-doors, either – they’re all five-doors this time round.

Front-wheel drive, you say?

Yup. Only one in 20 of the old 1 Series sales were six-cylinders. And really, it was only those that saw much dynamic benefit of being rear drive. Meanwhile the other 19, the 95-per centers, had to suffer the reduced space and extra weight.

BMW knew that the switch to FWD would cause a stir, so it had to ensure the latest 1 Series drove well. Which it largely does: it has some clever traction control tweaks and extra bracing in the chassis. It’s also got multi-link rear suspension in every model, whereas Mercedes, Ford and VW put simpler torsion beams under the low-power versions of their hatches.

The lesser-powered petrol (118i) and diesel (116d) engines are three-cylinder, while the 118d and above are four-cylinders. The 120d and 135i are the all-wheel-drive variants, while the fastest of the new hatchbacks is the M135i, a 300bhp all-wheel-drive rival to the Mercedes AMG A35 and VW Golf R.

How does the interior fare?

It’s typically BMW up front, with an instrument cluster directly in line of sight and a central touchscreen angled towards the driver. BMW hasn’t avoided the pitfall of lumping the heating and aircon controls in with the infotainment, either – they’re positioned just below the touchscreen. The Start/Stop button, gear selector lever and iDrive touch controller are grouped together in the centre console.

It’s a tried and tested method, and as the saying goes: if it ain’t broke, don’t fix it. Cough cough, VW.

But it’s in the back that the major repackaging has made the difference. Compared to the previous 1 Series access is easier, and there’s extra kneeroom, headroom and elbowroom throughout. Bootspace has also risen by 20 litres to 380 litres, or 1,200 litres with the rear bench folded down.

How much will it cost me?

Prices start above the £26k mark for the 118i, complete with 1.5-litre three-cylinder engine producing 138bhp and 162lb ft of torque (and good for 0-62mph in 8.5 seconds) in SE trim. You then rise through Sport and eventually arrive at the range-topping M135i xDrive, complete with 2.0-litre four-cylinder turbo engine packing 302bhp and 258lb ft. Good for 0-62mph in 4.8 seconds, before you ask. But it’s a tough sell at £38.5k, especially when the front-wheel drive only, Golf GTI rivalling 128ti starts at £4k less.

The 1 Series is a good car from the bottom up. We’d be tempted by the entry-level 118i or 118d, and then spend the extra cash on an improved trim level and more luxuries. Head over to the buying tab for the full breakdown.

It was always going to be a case of when, not if, the 1 Series went front-wheel drive, and three generations in we have our answer. The best news? It doesn’t suffer because of it, remaining as competent as ever in its class. It’s just a more generic product now than it was before. 

The entry-level variants are arguably stronger than the more performance-oriented models, but in any spec it handles impressively and rides even better. Especially for rear seat passengers, who have benefited the most from the 1 Series’ switch to transverse engines and front drive.

Every 1 Series now also features BMW’s excellent Live Cockpit Professional system, complete with dual 10.25in digital instrument cluster and infotainment display, as standard, plus a separate climate control panel. That’s as good a reason to buy one over the Mk8 Golf as any.

Driving

What is it like to drive?

Let’s start with the entry-level models, the 118i and 118d. Both get to 62mph in around eight-and-a-half seconds, although the diesel offers more torque with its 199lb ft trumping the petrol’s 162lb ft.

So there’s little between them, really. Entry-level they may be but there’s enough shove away from the lights and getting up to speed on motorways doesn’t need too much effort. The petrol is noticeably quiet and the diesel isn’t much noisier.

You’ve the choice of a six-speed manual in both, or a seven-speed twin clutch DCT in the 118i or an eight-speed Steptronic in the 118d. The manual is perfectly smooth, while the autos shift seamlessly and don’t mind being overridden. 

But does it feel like a BMW?

There’s one overriding characteristic and it’s a good one: balance. Scrabbling understeer is almost entirely written out of the script. The steering has a good amount of feel, and it’s very progressive. In the middle of a bend it’s all nicely poised, and on the way out there’s lots of traction.

Ride refinement hasn’t been forgotten in the pursuit of handling though. It takes the edge off any rough surface, although you will have to put up with a bit of road noise.

How do the AWD variants compare?

The M135i may be badged as xDrive, but most of the time it’s front-wheel drive, with the rear axle being trusted with up to 50 per cent of the power when the chips and microprocessors say so. Basically when the fronts can’t take any more.

It’s not short of power – 302bhp and 332lb ft, good for 0-62mph in 4.8 seconds, onto a 155mph limiter – while its ability to absorb bumps and ruts lives on and makes this a very friendly hot hatch.

However, the problem we found is that it doesn’t raise its game from there. It’s brisk, but not savage. A whoosh machine, if you will. And don’t get us started on the crazy levels of torque steer, or the fake engine noise that’s pumped into the cabin.

The M135i’s lesser-powered, front-drive 128ti sibling is more fun. That’s the one to have a look at if you care about driving. It’s not quite as engaging as the Golf GTI Clubsport, but it’s much easier to live with. 

Still, BMW has made couple of tweaks to the chassis and suspension to make it a little more fun in corners. You get optimised camber, some new suspension mounts and recalibrated springs/dampers all round that, says BMW, reduces roll and improves steering feel.

Interior

What is it like on the inside?

Impressively roomy. Going FWD has meant the 1 Series features significantly more space within a footprint almost identical to that of its predecessor. Give or a take a few milimetres here and there, it’s much the same as before.

And it’s rear seat passengers who reap most rewards. Kneeroom, headroom and even elbowroom are on the up. Even for six-footers there’s plenty of space, while the Dakota leather with contrast stitching (on M Sport models, as ours was) looks smart. The rear privacy glass feels like overkill on a car this size, mind.

How about up front?

The steering wheel is a nice size and thickness, the seats are supportive and comfortable, and has thoroughly thought out all of its ergonomics.

The Live Cockpit Professional digital set-up is now standard, consisting of a 10.25in instrument cluster and equal-sized infotainment display. It’s a smart system, with both screens clear to read and operate; especially the latter with it iDrive controller, found down by the gear selector. The start/stop, climate controls and adaptive suspension also get their own buttons. Sensible, see?

Sticking with button-led functionality is a big win in an era where everything is going on touchscreens, and everything’s laid out intuitively. VW, take note.

Elsewhere there are some nice touches such as a backlit dash and side strips, and special mention to the head-up display, too, which remains one of the best in the business. Less so the optional (£300) gesture control. Don’t bother.

What’s the boot like?

The luggage capacity has risen by 20 litres to 380 litres, or 1,200 litres with the rear seats folded down. There’s little in it up against the latest-generation VW Golf, which offers 380 litres and 1,237 litres respectively.

There’s plenty of additional cubby holes dotted around the cabin, with handy USB ports for both front and rear seat passengers, while wireless charging is a £350 optional extra. Apple CarPlay and Android Auto come as standard.

Buying

What should I be paying?

The £26,450 118i opens the bidding, followed by the £27,595 116d and £28,775 118d. That’s with the manual box and in SE trim. You’re looking at between £1-1.5k on top if you want the auto ‘box.

Moving up into Sport trim unlocks the 120d, in both FWD and AWD variants and available exclusively with an auto ‘box and paddles. Prices start from £33,240 and £34,780 respectively.

The range-topping 135i xDrive, solely available in top-spec M trim, starts at £38,440. It’s not quite as hot as BMW would have you believe, with the front-wheel-drive only, Golf GTI rivalling 128ti a better option – and for less money, too.

Monthly payments start at around £380 for entry-level 118i and 116d, rising to around £490 the 128ti and £540 for the range topping M135i on a three-year agreement. 

The higher the trim, the more schporty, we presume?

You know it. There’re three choices: SE, Sport and M Sport, plus the 128ti and flagship ‘M’ model. Standout features of SE models include BMW’s Live Cockpit Professional display, full LED headlights and front and rear park distance control as standard.

Sport models add a couple of exterior styling tweaks and 17in alloy wheels plus sportier steering wheel and front seats, while M Sport models add a noticeably sportier bodykit, 18in alloy wheels, upgraded suspension, heated front seats and folding wing mirrors. 

As ever there’s a whole heap of optional extras worth perusing, too – the £750 Harmon/Kardon surround sound system is well worth considering, the £350 gesture control… isn’t.

Got it. What should I go for?

The 118i or 118d would be our choice, given their reasonable value for money and adequate power most people in everyday use. On entry-level SE trim they do look a little weak on 16in alloys, however, so you might want to add a bigger set for £495 or just step up from SE to Sport spec, which brings a touch more style without going OTT. We’re not so sure the entry-level 118 justifies the more aggressive M Sport kit.

The warranty is three years, with unlimited miles allowed in that time.

Keyword: BMW 1 Series review