BMW 1 Series Convertible 2008 Review

What we liked
>> Very solid and stable handling
>> Strong six-cylinder engine
>> Superbly comfortable ride…

Not so much
>> … But, incongruously, not on the 120i
>> Gimmicky start button
>> Cabin turbulence without the wind deflector

About our ratings

OVERVIEW
It is not often that you hear Holden mentioned in context with the launch of a new BMW but that was the surprise comment at the recent media launch of the new 1 Series Convertible.

"We are looking for opportunities in the non-premium segment" was exactly how BMW's product planner, Paul Ryan, put it when he mentioned that the entry-level 120i Convertible would at least be taking the fight to the likes of Holden's Astra Twin Top, Volkswagen Eos and Peugeot 307CC.

Admittedly, potential customers will still have to find an extra $7410 to upgrade from the Holden to the baby Beemer, but that was not outside the realms of possibility, according to Ryan.

It's been 20 years since BMW had a small four-cylinder four-seater soft top of this size. And with the new 120i model hitting the showrooms with a sticker that undercuts the 1987 318i Convertible by nearly $7K, the company has some very solid sales hopes -- expecting to shift between 700 and 800 cars a year.

It's still a far cry from the top-selling VW, which has racked up 733 sales in just the first four months of this year, but it would still be enough to outsell nearly all other brands in this segment bar Holden and Ford.

A large part of this sales volume is likely to come from female buyers and this is evident in that the Convertible, unlike its Coupe twin, offers both four and six-cylinder engines and a subsequently cheaper entry price. But don't for a moment think that the 1 Series Convertible is more pose than poise, for after a brief media drive through the Adelaide Hills, we reckon it's got the sort of onroad credentials to even steal sales from BMW's own Z4.

PRICE AND EQUIPMENT
Unlike its hardtop sibling, the Convertible is offered in three (rather than two) model lines.

Kicking off the bidding is the 2.0-litre four-cylinder 120i that starts at $52,900 as a six-speed manual. The six-speed auto adds another $2600.

Standard comfort and convenience kit includes remote locking, cruise control, power windows and mirrors, and a fully automatic folding soft top that is operable at speeds of up to 40km/h and available in three colours.

The 1 Series' climate control aircon features a "convertible mode" that recognises when the roof is down and adjusts its airflow accordingly, while the leather trim uses Sun Reflective technology to reduce surface temperature of the sports seats by up to 20 degrees.

The base car's audio system is a single slot CD unit with an auxiliary input jack and USB connection that are neatly hidden under the centre console. The USB enables you to play songs off a memory stick or plug in your iPod (which is kept safe and secure in a Velcro cradle underneath the centre armrest) for full control through the iDrive system.

The car also comes standard with Bluetooth preparation while major options include power front seats ($2750), satnav ($2700 or $4200 with voice recognition) and upgraded audio systems. The standard wheel/tyre package is 17-inch alloys fitted with 205/50 runflats front and rear.

Next up is the midrange 125i that gains the bigger six-cylinder engine and is priced from $63,400 for the manual or $66,200 for the auto (with steering-wheel mounted paddles). Visual clues to the bigger engine are limited to the badge, some cosmetic highlights, dual chrome tailpipes and lower fatter 225/45 R17 rubber on the rear. Inside, the front seats are heated for those chilly mornings.

The range-topping twin-turbo six-cylinder 135i is stickered from $78,400 and $81,200 for the manual and auto respectively. This is a $7000 premium over the corresponding Coupe models (more here).

As well as the more powerful engine, the 135i also gains a fair bit of kit. Externally, it is distinguished by standard M Aerodynamic package that includes body kit, bigger 18-inch alloys wrapped with 215/40 runflats on the front and 245/35 rubber on the rear and Bi-Xenon headlights. The car sits 15mm lower courtesy of the M Sport suspension and gets a high performance brake package.

A more comprehensive M Sport package including different style M 18-inch alloys, M steering wheel and trim highlights is available as an option for $1100 on the 135i while the full M Sport package is also offered as an option on the 120i and 125i at $2800 and $2300 respectively.

MECHANICAL
The three models in the 1 Series Convertible range may be badged 120, 125 and 135 but don't be fooled into thinking that the numbers refer to engine capacity. In the new world of increasingly turbocharged powerplants, BMW says the numbers now refer to "performance expectations" rather than cubic centimetres -- ergo the higher the number, the more neddies available.

The base engine in the line-up is, however, coincidentally a 2.0-litre four cylinder that is good for 115kW/200Nm. In BMW tradition that drives the rear wheels through a choice of six-speed manual or automatic transmissions. Combined fuel consumption is listed at 8.1L/100km and BMW claims a 0-100kmh sprint time of 9.2sec.

The rorty midrange engine in the 125 is not the 160kW 2.5-litre six you might find in the Z4, despite sharing a peak power figure, but rather a naturally aspirated 3.0-litre straight six. It does indeed produce 160kW, but with maximum torque of 270Nm it offers 20Nm more than the Z4's unit.

Its 0-100kmh figure is a claimed 6.9sec while it sups unleaded at the rate of 9.1L/100km, according to the official ADR81/01 combined test.

Topping the range is the superb twin-turbo 3.0-litre straight six that has just won the Gold Logie of the engine world for the second year running. Its peak power is listed at 225kW while the maximum torque of 400Nm is on tap right from 1300-5000rpm. With such solid torque, the 135i covers the ton in a claimed 5.6sec (0.3sec slower than the hardtop) while still only using premium unleaded at the rate of 9.8L/100km.

All three models come standard with BMW's proven six-speed manual gearbox with the auto option being the latest generation six-speeder with sport and manual modes. Shifting your own for the six-cylinder models is via big, easy-to-use paddles, while the four makes do with the shift lever only.

Suspension is shared with the Coupe and hatchback 1 Series models. A front strut, rear multilink arrangement, the top-spec 135i Convertible gets lowered, firmer sports tune springs and damping as well as an electronic locking diff lock that improves traction when powering hard out of a corner.

PACKAGING
BMW claims the inspiration for the 1 Series Convertible lies way back in the early 1970s when the 2002 was established as one of the Bavarian maker's iconic models.

Pictured side by side, there are some similar cues. The windscreen in the 1 Series, for instance, is more vertical than many of its rivals -- ensuring a greater feeling of spaciousness up front.

We would argue that the Convertible is the best looking of the 1 Series range. It appears squat and sporty looking, especially from the rear and with a relatively flat waistline, it gives the appearance of a car that is bigger than it actually is.

Slip into the big bolstered and very supportive and comfy seats and you are greeted with the typical BMW visual language and layout of controls. There is nothing to surprise here and the quality and selection of materials is par for the course from a premium brand.

Both front seats flip forward and slide electrically to improve access into the two rear pews and although visual impressions are that there is little space, I was actually able to sit behind my own driving position. As a 175-odd cm bloke with a growing middle-age spread, it was tight on head and legroom, but for emergencies, the two rear seats will take a couple of sizeable adults.

Kids, teens and smaller adults should have enough room for cross-town journeys, although you probably wouldn't want to subject anyone other than toddlers to a longer country run in the rear.

Thanks to the folding soft-top the boot capacity is actually quite good, with enough space for a few holdalls for a weekend away. It ranges from 260 litres top down to 305 litres with the roof up.

There is also a standard 230mm x 300mm ski-hatch and bag that will accommodate a couple of snowboards or sets of skis through the centre of the rear seat back.

SAFETY
BMWs have never been short of safety kit and the 1 Series Convertible fits the mould, with an array of acronymic electronics and airbags. The airbag count numbers four with dual stage front and side head and thorax bags for the front occupants.

As a convertible, there is the potential for more severe injuries in a rollover so the baby drop top comes complete with two rollover bars behind the rear seats that pop up when sensors detect a rollover is imminent. Unlike Volvo's C70, there are no soft-top specific roll-over curtain bags.

Brakes feature ABS and there is standard DSC dynamic stability control to deal with traction issues and keep you firmly on the straight and narrow. Six-cylinder models get the upgraded DSC+ that includes hill start assist, soft stop, and brake drying, pre-tensioning and fade compensation functions.

Rear parking sensors are standard across the range and are essential given the reduced rear three-quarter visibility. You can add front sensors for an extra $675.

COMPETITORS
As mentioned above, BMW is aiming to hit the mainstream -- at least with the 120i Convertible that it expects will make up the bulk of its volume. Among these, the prime target will be VW's market-leading Eos that starts at $49,990, although for that money you get a folding hardtop and a 147kW turbo four.

Sitting around the mid to high $40K market are the Holden Astra Twin Top, Ford Focus Coupe Cabriolet, Mini Cooper Cabrio, Peugeot 307CC and Renault Megane Coupe Cabriolet. The reality is, however, unless BMW does some hard yards trying to reach the mainstream market, it is probably only the Euros in this list that might -- and that is a big might -- lose sales to the Bavarian.

The most logical and immediate rival is the new Audi A3 Cabriolet, for which the rival German maker coincidentally released pricing the same week BMW was launching the 1 Series to the media. When it goes on sale in August, the wee Audi will be priced from $49,900 for the 118kW 1.8 turbo four S-tronic auto, with the 147kW 2.0-litre turbo four (the same engine as the Eos) starting at $54,900 for the six-speed manual.

Like the BMW, the Audi is a soft-top four seater. Where the Beemer has it over all of its rivals is being the sole rear driver.

Except, perhaps, when you put it up against its own Z4! Sure the Z4M is in another league, but compare the six-cylinder Z4s against the 125i and 135i and we reckon there are compelling reasons to opt for the latter. Both have more powerful engines (although the cars do weigh more), two extra occasional seats and cost between $13 and $15K less!

And on a relatively brief 250km-odd loop southeast of Adelaide, there wouldn't appear to much in it on the drive front, with the 1 Series, if anything, seeming better composed and more agile than we remember the Z4.

ON THE ROAD
BMW didn't provide any 135is for the launch drive and our time in the 2.0-litre was limited to about 25km in through the Adelaide burbs, so the focus was on the 125i. But this is definitely no middle child that is going to fade into the background.

Pop in the key, hit the starter button (still gimmickry) and tap the right foot and there is a delicious rorty growl from the straight six. Off the line the engine is strong and enthusiastic with a broad stretch of max torque that ensures in-gear acceleration through the midrange is rapid and immediately responsive.

This 3.0-litre engine is full of character as it pops and crackles when provoked and it loves to rev out high through to over 6500rpm with a long sustained linear delivery of power. The auto box is smooth and refined and quick to respond to throttle inputs, but for better control the paddle shifts are in the right place when you need them.

With the roof down there was a bit of wind buffeting (we didn't fit for the wind deflector) and plenty of road noise, but nothing to get too alarmed about. What was most impressive, however, was the stiffness of the car. There was not even a hint of flex in the body as we wound rapidly through some very tight, twisting and chopped up tarmac.

This together with the tight, direct and well-weighted steering and superbly balanced chassis meant that you could push hard with confidence, with the car offering far more appeal for an enthusiastic punt than you might at first think. At the same time the ride was supple and absorbent soaking up the worst of the ruts with aplomb. Despite the fairly low profile run-flats, there was none of the jiggly sensations that we have experienced before with this type of rubber. What it did offer was an abundance of grip and it took some serious silliness to get the DSC lighting up.

Pop the roof up and you could almost believe that the car had been transformed into a hardtop coupe such is the effectiveness of the thick, heavily-lined soft top in muting the elements. There was little wind to be heard and the road noise was little more than a distant thrum. It really is a surprisingly quiet cabin for a soft-top convertible.

Switching into the 120i for a very brief stint, there was an immediate sensation of loss of urge. The 2.0-litre engine is still willing enough, but it likes to be revved to get the most out of it and it is nowhere near as enjoyable for a rapid run. The four-pot was mated to the six-speed manual which provided reasonably quick shifts although felt a little clunky.

Also the ride quality in the 120i seemed to be less cosseting with small sharper ruts felt with greater distinction. We were unable to discover why.

Many cars in this market offer more pose value than performance but with its delightful 3.0-litre straight six sitting beneath the bonnet of a practical and subtly stylish exterior, the 125i delivers the best of both worlds.

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