BMW 135i Coupe 2007 Review - International

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Secure on that foundation, the 1 Series is developing from a clutch of hatchback variants into a far-reaching model range. Although Australia has only offered the five-door hatchback body, there's also a three-door version in Europe. Besides a selection of 1.6, 1.8- and 2.0-litre four-cylinder petrol and diesel engines (not all in Aus), the hatchback also got some gee-up motivation in the seriously spritely six-cylinder 130i.

However, BMW's plans for the 1 Series extend much farther than spin-offs on the hatchback theme. Next year will see a Touring (wagon) derivative, and there are secretive hints of "something else" beyond that... A sub-Z4 roadster perhaps?

Meanwhile, centre stage is taken very emphatically by the new Coupe, which will be joined by an equally fresh soft-top Convertible.

So far, BMW has released pictures of the open car, but no specifics (more here). The Coupe takes precedence because it ushers some new or newly adapted engines and also because it will introduce the 1 Series to the lucrative USA market, known for its coolness towards hatchbacks.

On all markets the Coupe's thrust will be spearheaded by the range-topping 135i model which astoundingly shoehorns the amazing direct-injection, twin turbo 3.0-litre six-cylinder powerhouse from the 335i into the engine compartment.

Such are the worldwide sales expectations for the 135i gob-smacker that it was the only model fielded at the Coupe's massive international launch on Sweden's Gotland island in the Baltic Sea.

Massive? Think some 25 to 50 journos flown in and out every second day for three weeks solid. Why Gotland? Because it's comparatively quiet, and offered interesting roads for a 250km round trip between the airport and Gotland Ring raceway, where upon drivers had virtually free reign to let their hair down and hang their (cars') tails out.

Suffice to say that the 25 135i Coupes subjected to the seldom tender ministrations of some 40 international press hacks sharing the Aussies' Gotland day came through without a hiccup and no battle scars. This speaks volumes for the 135i's resilient stamina and essentially foolproof driving dynamics.

There's sure to be a substantial array of options too, not least a comprehensive M Sports Package which includes different wheels, deeper front seats and some upmarket interior details. But judging by the all-identical preview examples, the 135i's standard equipment level won't make you feel self-consciously needy.

Apart from image enhancers like the included supersize brakes, 18-inch alloys and M Sports body kit, the 135i has remote central locking, power front windows, power mirrors, climate control, two-way wheel adjustment, height-adjustable front seats, and a split/fold rear backrest with a storage box between the two separate rear cushions.

For those attracted to the Coupe's clean-cut style and compact size, without wanting the 135i's blood-rush performance and the accompanying ante, there'll also be a 125i Coupe, strongly hinted to open at a touch under $60,000.

Although specific information about the 125i hasn't yet been disclosed, it's a safe bet that the engine will be the naturally-aspirated 160kW, 250Nm, 2.5-litre six currently available in various BMW models locally.

Slated for Europe are two four-cylinder 2.0-litre diesel models; the regular 130kW, 350Nm turbodiesel 120d and newly developed twin-turbo 123d boasting 150kW and 400Nm. Raising the class performance benchmark, the 123d is first of its ilk to achieve over 200bhp per litre. Alas, neither diesel Coupe is headed for Australia.

In fact, due to major markets' appetites, Australia's annual allocation of the petrol pair is just 200 units. At that, unfulfilled demand seems inevitable.

The engine's distinguishing features include the special aluminium cylinder block, second-generation direct fuel-injection, and two relatively small turbochargers, each supplying three cylinders.

Besides giving uncannily smooth and elastic delivery that flatters the manual and automatic transmissions alike, the engine produces 400Nm maximum torque all the way from 1300-5000rpm, and tops that with peak power of a whopping 225kW at 5800rpm.

As expected, the performance is scintillating, with 0-100km/h requiring just 5.3sec. The 135i's efficiency is sealed by the combined fuel consumption rating of 9.2lt/100km.

Grafted onto the regular 1 Series platform, the Coupe body shares the hatchback's 2660mm wheelbase but is 121mm longer overall. Width is unchanged at 1748mm, and the front track is near enough to original even with the wider (7.5-inch rims) whereas the rear track spreads by 20mm with the wider again (8.5-inch) rear rims.

The standard two-door models' stated 1423mm height is actually a couple of mm taller than the hatchback's, while the 135i Coupe on its M Sport suspension limbos under the bar at 1408mm.

The Coupe adopts the entire 1 Series suspension design consisting of front struts and multi-link rear-end. However, where the other models have 17-inch wheels and electric power steering, the 135i has 18-inch wheels and hydraulic power assistance (basically because the twin-turbo six doesn't leave room for the EPS system). For handling and traction's sakes, the 135i features disparate tyre sizes with 215/40 fronts and 245/35 rears. The tyres are runflats and no spare is provided.

The junior supercoupe also has firmer springs, re-rated dampers and thicker anti-roll bars, also much larger brakes with six-piston front calipers and two-piston rears, unlike the standard single-piston units.

If the 125i emulates the diesels, it will have 205/50R17 tyres at both ends, but is unlikely to share the 135i's electronically activated diff-lock function. This takes effect to avoid undue wheelspin when the driver switches off the DSC traction/stability control system.

If the lines initially appear a touch conservative perhaps, familiarity shows them to be skillfully drawn and well proportioned. All without losing sight of practical aspects because apart from offering great driving pleasure: this is a coupe that works at everyday, everywhere real-world levels.

Importantly, where most cars of this kind and class have 2+2 accommodation, with the rear stunted by restricted legroom and/or low-brow headroom, the 135i is a dinkum four-seater.

During the preview, we had a husky six-footer rear-passenger for a while. As always with coupes, rear entry and egress are somewhat convoluted, but he found the seat comfortable, headroom sufficient, footspace adequate and kneeroom quite tolerable providing the front seats weren't extended fully rearward.

The front occupants have the best of it, of course. The standard sports buckets are comfortably supportive for extended occupations. Although the seats are height adjustable, there's not so much clearance above, that tall-guy headspace mightn't be compromised by the optional sunroof.

The fields of view are ample in all directions thanks to deep windows and plenty of them. At a time when others (such as Subaru and Mitsubishi) are reverting to framed windows, BMW chief designer Adrian van Hooydonk says un-surrounded door windows are essential to the sporty coupe spirit, even though they involve more design, engineering and expense.

To ensure the raised glass's wind and water sealing rivals 'framed' standards, the window doesn't simply press against the seal. Instead, it enters a matching groove within the seal, and so shuts out the world. The glass automatically withdraws from the groove when the door begins to open. While this feature is far from new or exclusive to the 135i, it exemplifies BMW's attention to detail.

That real-world functionality is also evident in the Coupe's easily accessed large (370 litres) boot. The capacity can be doubled by lowering the standard 60/40 split-fold rear backrest.

Apart from the very robust body structure with its reinforced passenger cell and finely calculated deformation zones at front and rear, the 1 Coupe has a full catalogue of active and passive safety features. There are dual-stage front airbags, also front-side airbags and full-length curtains. The front belts have pre-tensioners, and the front seats incorporate crash mitigating backrests and headrests.

In the electronic-aids department, the 1 Coupe includes anti-lock brakes (ABS), cornering brake control (CBC) and dynamic stability control (DSC) which includes dynamic traction control (DTC).

There's also a monitor which activates a signal in the instrument cluster should tyre pressure fall more than 30 per cent below standard.

The Audi TT coupe, for example, costs a bit more or less than $70,000 with front drive, a 2.0-litre turbo motor and choice of manual or auto. It goes well and has style to spare, but the rear seats are for shorties only.

The 2+2 factor also applies to the almost-$90,000 3.2-litre V6 quattro version with its standard sequential auto-manual transmission and all-wheel-drive chassis.

Or you might cast a covetous eye towards Alfa Romeo. For about $53-$56K, the 2.0-litre front-drive Alfa GT is a real looker and has a nice chassis, without the performance and ride quality to match. The more powerful 3.2-litre V6 version raises the price to almost $70K and adds more oomph at the expense of nose heavy handling, and still has incidental rear seating. And a compact boot.

Those points are shared by the Alfa Brera, another shapely, if overweight, Italian beauty that asks almost $63K for the four-cylinder front-drive model, rising to about $88K to $91K (depending whether manual or auto) for the AWD V6 edition. Neither of these coupes gets within 'coo-ee' of the 135i's performance and handling dynamics.

The BMW's only rear-drive coupe opposition comes from the Mercedes Sports Coupe (based on the recently superseded C-Class). The extensive range consists almost entirely of supercharged four-cylinder models priced from $52-72.5K, with two auto-only 2.5-litre V6 models in the mid to high $70K bracket.

Although the Mercs have an acceptable rear seat and a handy-size boot, they don't live up to the Sports label; certainly not when the 135i is the arbiter.

Actually, there is another coupe that rivals the 135i's refinement, handling, accommodation and such while almost matching the performance too. It's known as the BMW 335i Coupe and costs about $30,000 more than its slightly smaller sibling.

This compact package combines breathtaking performance with effortless cruising, brilliant chassis dynamics and extraordinary mechanical refinement. The cabin is large enough to be comfortable, contained enough to be cozy. Everyone within the gamut of average/normal height and bulk is assured of an optimal driving position, thanks to the amply adjustable seat and wheel. Thus, it's a good fit in every sense.

The six-speed manual transmission is a model of its kind for well weighted, very positive clutch engagement. The short lever's 'chop chop' shift quality ordinarily leaves nothing to be desired even when hurried, though the relatively strong spring-loading across the neutral plane asks some deliberation to find the intended slot first time, every time when really rushing from third to second. (While braking violently hard, applying deft steering corrections, being scrunched into the side of the seat and desperately homing in on the corner's apex, that is).

As a rule, racetracks do road cars and their admirers no favours. Typically, the surface is too smooth to reveal anything meaningful about a car's ride quality. And chances are you're too busy, going too fast, to notice anyway. Also, on a track as roller-coasterish as Gotland Ring, tight corners are problematic when second gear, say, is rather lower than ideal, and third a bit taller than you'd wish. Thus you either hold second and rely on the 135i's willingness to hover near 7000rpm, just below the cut-out, or use third and let the engine's majestic torque muscle you through and away.

BMW had only the manual version on hand for the 135i preview, but experience with the 335i in similarly trying conditions suggests the optional six-speed paddle-shift automatic would be easier and equally effective.

Where a closed track is useful -- irreplaceable in fact -- is for experiencing the driving dynamics in extremis, as couldn't/shouldn't be done in public. As a result of which there's no doubt that in terms of its handling and balance, its steering and throttle response, its predictability and controllability, the 135i chassis is simply terrific, an absolute gem.

True, massive as the brakes may be by 1500kg road-car standards, the pedal softened noticeably during the unrelentingly abusive laps of Gotland Ring. However, they fully recovered when allowed to cool at the end of play, to deliver consistently progressive feel and powerful slowing for the reasonably long, brisk return to the airport.

The contrasting conditions showed that while the 135i is wickedly quick and great fun on a racetrack, it's entirely in its element for regular road driving. It trickles through towns and other slow zones with unruffled equanimity, and dispatches the open road with such ease, pace and wide-ranging thrust that most of the gears become redundant.

The steering communicates a strong sense of connection and takes the car where you point it, while the roadholding's grip and the handling's balance are the stuff of which memorable drives are made.

Judgement is reserved only on the ride quality, because the general smoothness of Gotland's roads hardy rippled the suspension's absorbency and isolation. By and large, Australia's roads aren't nearly so benign.

Regardless, the 135i's local launch conjures mouth-whetted anticipation. It can't come soon enough for everyone interested in what shapes up as the most accomplished high performance car in the class, and almost a bargain to boot.

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