BMW 118d 2010 Review

RRP: $42,170 (manufacturer's list price, excluding on-road costs and dealer delivery)
Options fitted to test car (not included in above price): Executive upgrade (Boston leather, USB interface, Bluetooth) $2700; electric glass sunroof $2920
Crash rating: 5 stars Euro NCAP
Fuel: diesel
Claimed fuel economy (L/100km): 4.5 combined cycle
CO2 emissions (g/km): 119 (Euro 5)
Also consider: MINI Cooper D; VW Golf 2.0 TDI; Audi A3 2.0 TDI; Mercedes-Benz A180 CDI; Peugeot 207 HDi

About our ratings

It took some time for the 118d -- voted 2008 World Green Car of the Year -- to reach these shores. And now BMW's entry level oiler is here, it doesn't come cheap at $42,170 (plus options and on-roads). But what BMW ever did? And this one's frippery-free exterior belies the sophistication beneath its skin.

BMW has been rolling out its Efficient Dynamics components across its range for more than a year. Now, even at this level its cars represent the mainstream industry's technological apogee in fuel efficiency and exhaust gas purification.

Auto stop/start (aka microhybrid) systems and shift-now indicators on manuals are already well established across the company's lineup, as are regenerative braking and low resistance tyres. Now they've moved on to on-demand ancillaries designed to reduce strain on the engine. Take the alternator: rather than the old belt-drive that saps engine power to keep it spinning all the time, it now uses its own clutch to disengage when the battery is fully charged. And the air conditioning compressor, powered electrically off the battery rather than mechanically off the engine, is driven by a sensor that switches it on only when it's needed.

Even in this base form the 2.0-litre turbodiesel four maintains the Bavarian's reputation for fine engines. It's good for 105kW, enough to help it to 100km/h in 9.5sec. If you want more muscle off the line, essentially the same mill appears in the 120d and 123d, tuned up and blown harder.

But once you're off and running, the 118d's 300Nm peak torque comes up at an easy 1750rpm. A happy marriage with the six-speed manual makes for relaxed driving, even in heavy traffic. While it's calibrated to get you through the low gears quickly -- with the shift indicator nagging you from between the speedo and tacho -- there's enough twist there to minimise the rowing through the mid- and high gears. The six-speed auto is a $2200 option.

With peak torque dropping off fairly early at 2500rpm, it's clear the 118d is set up for unhurried, easy driving to keep fuel consumption down. Over our week with it, we averaged 5.9L/100km. That's a bit up on BMW's claim of 4.5 combined, but this was city only, often with passengers and paying very little attention to keeping consumption down.

As with other cars of this kind, the shift indicator serves as a re-education tool. Once you find out how much you can get done at surprisingly low revs without labouring the engine, its work is done. Get used to it and your driving style changes to accommodate it with minimal effort.

When the traffic gets bumper-to-bumper, the auto stop/start can get irritating. You can switch it off when the stopping and starting becomes too regular.

BMW has worked on the aerodynamics, topside and underneath, to keep drag down to a 0.30 Cd -- respectable for a car so brick-like in silhouette, and with the side benefit of very little wind noise.

While the ride won't do anything to change BMW's reputation for harshness of late, nor will its handling do any damage to its ultimate-driving-machine marketing. The only RWD in its sector, the 118d relishes corners, sitting flat with well weighted, linear steering. All elements of the package conspire to impart BMW's trademark rock-solid feel at the wheel.

The 118d sits up at the premium end of the not-hot hatch market, so they haven't worked at scraping it in under the $40K mark. The interior typifies the marque's skew towards austerity, but the driving ergonomics are good, with comfortable, supportive seats and a height and reach-adjustable wheel making it easy for drivers to get comfortable.

Shifts are fairly short and very precise. With an engine this tractable and forgiving, it's the perfect manual for learners.

Despite the ease with which this powertrain could tote around four or even five adults, rear seat tightness and limited leg room make that difficult for anything but short hauls.

Annoyances are few. No cruise control is stretching the friendship on a $40,000-plus car, especially with highly competent diesel competitors like Volkswagen's Golf and sub-competitors like Ford's Fiesta Econetic and Hyundai's i30 CRDi delivering it for so much less. In drive-by-wire environments like this, it's a cheap and simple addition. More's the pity because all that torque makes the 118i such a competent highway cruiser.

Another minor irritation lies in some counterintuitive secondary controls. I found the audio system a nightmare, especially navigating my way through the USB stick menu.

Such things are annoying, but there's much else here in the way of technology to help justify the 118d's price. It's a substantial statement in a small package.

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