BMW 1 Series 2004 Review

What we liked
>> Quiet and refined
>> Class-leading dynamics
>> Quality feel, built to last

Not so much
>> Rear seat footroom and legroom
>> 2.0-litre engine doesn't shine
>> Long cost-plus options list

OVERVIEW
"It's a true BMW through and through," said BMW boardmember Dr Michael Ganal, answering the question on everybody's lips at the world launch of the 1 Series 5-door hatchback. Because if BMW's totally new 1 Series is to be the best driver's car in the premium compact class, first it must prove itself true to BMW's sheer driving pleasure mantra.

Venturing into new market segments is becoming almost commonplace at BMW these days. In the last decade the once conservative German brand has tripled its product lines, exploring five new markets and returning to another long abandoned. No longer is BMW the photocopier company, reducing one basic design to fit three different markets (3, 5, 7 Series). Now it's a major player in nine key segments.

The latest car to emerge from this unprecedented model offensive is the 1 Series, equally as important as the X5 and X3, and more tightly linked to BMW's ongoing success than the halo 6 Series grand tourer or trendy Z4 roadster.

The 1 Series is your first BMW -- dubbed at the Aussie launch, the 1 for Drivers. The least expensive and smallest of its passenger car range, the 1 is expected to attract more first-time buyers to the BMW badge and deliver pure rear wheel drive dynamics to a segment populated by front-wheel-drivers.

The BMW 1 Series arrived in Australian showrooms in 110kW 120i five-door hatch form, priced from $41,900 for the standard six-speed manual variant. It will be followed in the first quarter of 2005 by a de-specced and less powerful 118i priced at $37,900. Both models offer an optional six-speed auto transmission priced at $2200.

A third model, the 116i, may arrive further down the track. BMW Australia has no plans at this time to add the much-vaunted (in Europe) diesel variants to its range.

While it's no secret BMW will add more body-styles to the range, both overseas and in Australia (including a notchback sedan, two-door cabrio and a three-door hatch -- 2 Series?), BMW Australia officials would not comment on the timing or specifics at the Australian launch.

Off the record, six-cylinder engines are also on the way. Possibly even a high performance M1 with 3.0-litre straight-six.

FEATURES
The 1 Series, which measures just 4.23m bumper to bumper, is the smallest BMW four-door in 30 years. It returns the prestige German brand to a market abandoned by the 3 Series as its dimensions increased over subsequent generations.

At just 1.43m high and 1.75m wide, the 1 Series is slightly taller, wider and longer than the Volkswagen Golf and Audi A3 five-door models -- its closest direct rivals.

Despite these class leading dimensions, however, it's at best a match on interior space. The packaging benefits of front-wheel-drive aren't marketing hype and the front-engine rear-wheel-drive layout of the 1 Series has posed designers some challenges.

Given our pre-launch pricing estimates on the Aussie-spec 120i was circa $45K, you'd be forgiven for expecting the $42K end result to be light on spec, but that's not the case. In addition to 17-inch alloy wheels, climate control aircon, electric glass and sports seats, the 120i gets leather clad sports wheel, professional audio system with in-dash CD and Apple i-Pod compatibility, split-fold rear seats, keyless entry, cruise control, onboard computer, rain sensing wipers and special metallic interior finishes.

Take note, however, metallic paint will cost you a hefty $1300.

For the record the sub-$40K 95kW 118i loses one speed from its manual box, sports seats and gets 16-inch alloys, but shares the 120i's full complement of driver and safety aids. See Safety below.

As we've come to expect from BMW, a hefty options list is available. Sat nav, alternative alloys, sports suspension and body kits, Park Distance Control, leather upholstery, sunroofs and a host of other could-haves are listed in the press kit. A quick calculation has the full-house 120i priced on the high side of $67,000!

The 1 Series will eventually be available with BMW's iDrive secondary control system al 5, 6 and 7 Series. Unlike the 5 Series, however, the 1 actually has a couple of storage compartments for oddments like mobile phone, keys, etcetera, Which brings us to the subject of comfort.

COMFORT
Like every other vehicle currently wearing the blue and white propeller badge, the 1 Series focuses heavily on driver comfort. A multi-adjustable driver's seat combines with tilt and reach adjustable steering column to deliver a near perfect driving position.

There's a pleasingly thick rimmed multi-function wheel and the Oz-spec 120i gets sports front seats with substantial bolstering and M3-style side bolster adjustment.

Dash is driver focused and those who have sampled the likes of the Z4 or X3 should see similarities. What is different is the quality of plastics and fit and finish -- at least on the early production examples the press sampled Down Under. The 1 Series is not on a par with the latest Golf or A3, nor the likes of Mazda's 3 or Accord Euro.

Rear comfort is largely a function of space -- and space is tight. The rear wheel-wells tilt occupants towards the centre of the car and the foot-wells are tight. Getting size nines under the front pews requires a limber ankle and dextrous footwork, though once in there's just enough room to allow some movement. Legroom is just adequate for adults, and the long lower-limbed will rub knees on scalloped front seat backs.

Headroom is plentiful as is the actual seat comfort. That said, forget the fact there's three lash sash belt in back -- all the above remarks are based on the assumption you will be carrying two (adult) passengers only.

A trick flick-up BMW badge gives access to the 1's sizeable luggage space. Boot space is quite deep, thanks in a large part to the lack of any spare tyre (run flat rubber is fitted). The rear seats fold flat forward to liberate extra load carrying space if necessary, but the area is pinched on each side by the wheel arches.

SAFETY
Crash avoidance comes in for plenty of attention on the 1 Series, with a plethora of electronic nannies and wizards designed to keep the car on track. DSC Dynamic stability control can apply brakes to individual wheels to reduce the incidence of slippage or spinning, for example when swerving to avoid an obstacle.

DSC incorporates a higher threshold DTC dynamic traction control and also ASC automatic traction control. The former is a sports mode setting, if you will, while the latter reduces the chance of wheelspin on initial takeoff in slippery conditions.

Four wheel disc brakes are enhanced by ABS antilock brakes, DBC dynamic brake control and EBD electronic brakeforce distribution. In effect the brakes are applied not only to stop the car safely and quickly, but also as efficiently as possible. CBC Corner brake control is said to "prevent the vehicle from spinning in bends if the brakes are applied".

The 1 Series features two-stage brake lights which intensify during harder braking to 'warn' following drivers -- assuming they know what they're looking at.

Passive safety features include not only the high strength body-shell, but also driver and passenger front and side airbags, and curtain airbags covering both rows. All five seating positions have three-point seatbelts with belt tensioners and force limiters.

Tyre pressure sensors are also fitted and the standard run flat tyres are claimed to be good for 200km at a maximum permissible speed of 80km/h.

Two ISOFIX child seat restraint mounts are fitted in the rear of the 1 series.

MECHANICAL
Both the 118i and the 120i share the same 2.0-litre, DOHC four-cylinder engine also found in the 3 Series range, but in different states of tune.

The 120i is the most powerful of the 1's petrol models, thanks to Double VANOS variable camshaft control and variable valve timing. Peak outputs of 110kW and 200Nm result in a 0-100km/h time of 8.7sec and a claimed top speed of 217km/h. Fuel consumption is a claimed 7.4 litres/100km.

As noted above, the standard manual gearbox offered on the Oz-spec 120i is BMW's sweet-shifting six-speeder.

In 118i tune the engine produces 95kW of power and slightly less torque than the 120i's 200Nm. It makes do with five forward ratios in its manual gearbox, which will reduce straight-line acceleration. Both the 118i and 120i can optioned with a six-speed automatic gearbox.

At this stage BMW Australia has no plans to bring in the most powerful 1 Series variant, a 120d 2.0-litre turbodiesel. Its 120kW of power and mighty 340Nm of torque result in a 0-100km/h time of just 7.9sec and endow it with the best in-gear acceleration of any 1 Series. Even if BMW Australia reconsiders its decision European demand for the 120d will make it unlikely we'll see the car down under before six-cylinder models arrive.

Key to BMW's marketing push for the 1 Series is the hatch's unique rear-wheel drive driving dynamics. Key to these are near perfect front-to-rear weight balance and a high level of suspension control and compliance.

The 1 Series gets all-new suspension componentry at both ends. Using technology trickled down from BMW's latest large cars, the front set-up uses a swag of aluminium components mounted on E60 5 Series style on an isolated sub-frame. The five-link rear set-up is fashioned from high strength lightweight steel and also optimized for low levels of noise and vibration transfer.

Conventional dampers are fitted all round and there's an option of a 15mm lower sports set-up -- no doubt to match the $3200 (approx) aero package available for the hatch.

COMPETITORS
More than 12 million prestige compact cars were sold worldwide in 2003, making this an important market for BMW to get right. Logical competitors include the Audi A3, Alfa Romeo 147 and Volkswagen Golf. Peugeot's roomy 307 and Renault's fat-arsed Megane are also in the ball park as is Holden's Opel-sourced Astra. Though, clearly none of the vehicles mentioned above have rear-wheel drive like the 1 Series.

BMW nominates the A3 and 147 as the 1 Series' key foe. Interestingly though BMW did not consider the A-class to be a competitor at the 1 Series international launch, the littlest Benz was added to the list by the time the car was launched Down Under.

BMW also studiously avoided mentioning its own front-wheel-drive premium brand, Mini, at the Oz launch of the 1 Series. Except, that is, in answer to various scribes' enquiries about cannibalisation of sales. BMW says it's unlikely many Mini buyers will consider the 1 Series, but it's a view we don't share.

ON THE ROAD

Any suggestions that this is not a 'real' BMW are blown away at the first corner. Any questions over the 2.0-litre engine's lacklustre performance disappear behind a veil of determined aggression when the road snakes through the hills. The 1 Series is true to the BMW brand's 'Ultimate Driving Machine' credo. It is the driver's car of choice in the compact class. Of this there can no longer be any doubt.

Indeed its one weakness is the engine. Of that also, there can be no doubt, because the rest of the dynamic package is so capable, so sublime. BMW's decision to package the 2.0-litre, inline four-cylinder engine with a class-leading six-speed manual or automatic gearbox was not one of choice, but of necessity. One less ratio would be straining the relationship.

The engine's abilities are not sub standard; merely adequate in a BMW car that is anything but adequate. It deserves better. Buyers deserve better. And, if our information is correct, better is on the way.

But for now we're evaluating the 110kW 120i. It's simply not responsive enough, not strong enough to accelerate meaningfully in any gear. Gear selection is critical, both on hills and when overtaking in the 1415kg 120i. Engine revs are equally important to any increase of speed.

We're keen to see if our thoughts on the engine carry over to our first meeting in Australia in October 2004. We're also keen to see if it delivers the same levels of ride and handling on Australia's rougher, coarser roads. In Europe, the One rides calmly and smoothly -- as we've come to expect from BMWs. It's a quiet cabin, even at speed, and the interior is a comfortable place to be, though cramped for legroom in the rear.

The 120i's ability to pick up its heels and boogie at the driver's command is beyond question. CarPoint spent a full day at the wheel over a wide range of German roads, and the only criticisms of the ride concerns its ability to deal with the sharper bumps. The 1's low profile tyres are just as much to blame.

The real test of a BMW is how easy it brings a smile to your face. The German brand prides itself of building the best driving machines in each class it competes in, and the 1 Series must be no different -- or risk sullying the brand.

The One cruised in rock-solid style at more than 220km/h on the autobahns, though it took an age to get there. Equally, it tootled at 50km/h around town without difficulty. But the biggest smile comes on country roads where the One's amazing dynamics can truly be exploited and enjoyed. High levels of agility and ability help the driver flow gracefully from corner to corner, plotting lines with pinpoint accuracy.

The car pushes gently wide if cornering speeds are optimistic, any oversteer tamed by the bevy of electronic nannies. Power-on oversteer is beyond the range of the 110kW engine, even in corners and with DTC turned off. This car is crying for a more powerful engine with which to truly test its sweet, responsive chassis.

Regardless of whether you're a driver's driver or just interested in the badge, the One is the one for you. The 1 Series takes BMW design, quality and dynamics into a new, more affordable territory than ever before.

Herr Butler nailed it when he summed up the 1 Series upon its international launch in Germany. Indeed, any suggestion the 1 Series is not a real BMW can be cast aside after one or two corners -- be them uphill, downhill, off-camber or on.

The sheer tactility of the 1 Series' steering and the unadulterated feedback of what is one of the best rear wheel drive chassis available in the world today are arguably worth the admission price alone. My notes from the local launch read: "Delicious. Light without being flighty. As communicative as an MX5."

Turn in is sharp in a way no front-wheel-driver can hope to match without serious throttle-off histrionics. Supple yet well controlled, the ride/roadholding balance of the 1 Series is world class. Indeed, very occasional sharp edged bumps aside, it is easily a segment or two above where the car is pitched.

The 2.0-litre four under the bonnet is incredibly refined to boot. There's no intrusion of a mechanical nature into the oh-so-BMW cabin -- no induction noise, little if any exhaust note and certainly no appreciable vibration. Alas, the powerplant is so fettled it's as if it's had a total personality bypass.

Yep, at this stage in life at least, the 1 Series is a real BMW waiting for a real BMW engine. Sure, the 110kW Double-VANOS four will propel the 1 Series to reasonable speeds and post okay numbers but it does so without any real urgency or sense of occasion. There's none of BMW's trademark basso induction rumble nor even a hint of 2002 tii-like exhaust timbre.

The powerplant is fighting too-tall gear ratios and the not inconsiderable mass of the car. Around town any progress needs serious attention to the chosen cog. Overtaking from open road speeds needs a change back to fourth or third gear, then as the revs build you wait for the fireworks. And wait. And wait. And this from the 15kW more muscular 120i.

Those of us old enough to remember the hi-po fours of old will know the drum. As one of my learned colleagues summed up: "like a traditional four-cylinder mill, plenty of power but no torque."

Will this lack of urge handicap the 1's success, however? Not a jot. Such is the over-riding BMW-ness of the package that consumers from 18-80 will be lining up to buy a 1 Series.

The converts will revel in the relatively high level of spec the 120i offers and trumpet about the family ties thanks to the 5-like scalloped flanks and unmistakable 7/Z4 family front end. And while they'll grizzle about the price of the options, it's unlikely they'll notice that the cabin plastics and trims et al aren't quite as classy as, say, Volvo's new 40/50 range of cars.

Real drivers -- those the car is said to be built for -- will meantime wait in hope. In hope of BMW's backyard boys ability to retain the 1 Series entertaining road manners even after a proper (six-cylinder) powerplant is fitted.

BOTTOMLINE: Automatically, the pick of the bunch

It's not every day CarPoint gives the nod to an auto version of a car over a manual -- even less often when the car is at the smaller end of the size spectrum. However, that's exactly what we're about to do. At least that's what I'm about to do... Now hear this: until a more muscular (read: torquey) 1 Series arrives Down Under, it's this tester's opinion that baby Beemer buyers (city-domiciled ones, especially!) are best served by opting for the auto-equipped 120i over the three-pedal version

Why? For a start, as fine as the sweet-shifting six-speed manual is, arguably you need to be in serious tap-dance mode to match the efficient progress of the auto. Indeed, you can't beat a good automatic when it comes to taking on the daily commute. And the six-speed Geartronic in the 1 Series is a great auto -- every bit as good as the units that grace the maker's 3, 5 and 7 Series exec saloons.

Syrupy smooth when cruising around town, BMW's six-speed Steptronic is an example of how all autoboxes should be circa 2005. Left to its own devices in the cut and thrust of city driving, the 'smart' box makes the most of the 120i's modest 110kW. It happily picks up cogs three or four spots down the box at the prod of the throttle to provide oomph when you need it, then the work done, it upshifts and fades into the background -- a contrast to some small car autos that seem to make frenetic hunting up and down the box as their stock in trade.

On country roads (the interesting ones anyway) the autobox version of the 120i loses little to the manual. The BMW box's manual mode is no throttle-blipping SMG but it is just a flick of the wrist away from offering a reasonable approximation of a manual box. Such is the programming that the box 'knows' to hold on to gears between corners and will also provide engine braking into your favourite twisties. Yes, a well driven manual will beat it to the punch, but what about the other six days of the week?

Tick the autobox and you'll pay an additional $2200 for your 1 Series, be it a 120i or 95kW 118i. According to BMW you also pay a penalty at the pumps (7.9lt/100km versus 7.4) and against the stopwatch. In practical terms you'll be hard pressed to notice the difference between the auto's 0.5sec longer standing start sprint to 100kmh (9.2sec versus 8.7) and I'd cop the extra litre or two a week for the amenity the Steptronic 1 delivers, thanks.

Like most of the first 300 1 Series to arrive in Australia, our Quartz Blue 120i came standard with the 'First One' option package. Priced at $2500, the pack includes metallic paint, leather Boston upholstery, Bluetooth mobile phone preparation and uprated HiFi speakers to deliver around $5500 worth of value. In addition to these options, the tester also boasted sport suspension, electric glass sunroof, Kodiak Silver interior trim finishes, electric lumbar support for driver and front passenger and a lighting kit to weigh in at a hefty $50,550 plus ORCs.

Of course both manual and auto versions come standard with what really sets the 1 apart from the rest of the Golf-sized crowd: class-leading steering feel and precision and a most engaging and responsive chassis set-up. The more I drive the smallest Beemer, the more I look forward to one with the sort of engine performance the chassis deserves.