BMW designer Nico Huet is French by origin. And the Frenchare well-known for their chic style, less brash, more detail. He’s the guy who designed the exterior of the all-new 1 Series. While I personally liked the previous car – penned by American Chris Chapman, some criticised it for its loud personality. Whatever your preference, the new 1 Series looks set to be universally liked. What that means is that BMW has another winner at the dealership.
The devil is the detail they say. At this level of the game one doesn’t expect Rolls-Royce detail, given the relatively humble budgetone would allocate to a 1er. Yet, there it is, the devil. Have a quick look at one of the interior pictures posted above, the one Sport and Eco Pro. Notice how it’s played out to look like a piece of a chain. Ridges on the dashboard, hidden troughs behind buttons and handles; such details as to make the car so mysteriouslydesirable.
I skipped into the interior because that’s where drivers and passengers will find themselves. But the exterior, Huet’s domain, is where the general publicmeets 1 Series. Impressed they will be in the majority at least. While I had my reservations when I first saw official pictures lit on the interweb, in the metal/ flesh this car looks positively in business. Bashful on the front end with those large headlights, an integratedfront bumper that runs up to the wavy bonnet, C-shaped kinks on the side, and a zig-zagrear end. It retains its masculinity via a near-couperear silhouette, at the same time showing some feminine touches. That’s French.
Another criticism of the old car was interior space. Trying all the seats I got the impression that BMW considered these critics first. Being 4.3 metres long, 1.4m high, 1.76m wide and with a wheelbase of almost 2.7mmeans a conscious decision was made to elevate roominess levels. The 1 – codenamed F20 – feels so roomy it actually rivals the current 3 Series (E90). Immediately the driver will feel like they are meshed into the chassis, as if they are part of the car itself. Fortunately also, BMW, at least this time, thought about the low-endengines too.
With the new 116iand 118i, both available at the Mzansi launch, a 1.6-litre turbopetrol was used. It’s the same 1.6 turbo found in the MINI range, as well as certain Peugeot and Citroen cars. In the 116i it sends off 100kW (up from 85kW) at 4400rpm, with peak torque of 220Nm (previously 150Nm) available between 1350rpm and 4300rpm. Gee, how drivable is this car, especially at Gauteng altitude where cars with no turbos can lose up to 17% of their power. Responsive and lag-free, just the way we like ‘em. BMW says it will close down 0 – 100km/h in 8.5 seconds, succumb to physics at 210 km/h. An average fuel consumption figure of 5.6 litres per 100km is envisaged, corresponding to 130 g/km in C02 emissions.
When I drove the 118i things got even more delightful, thanks to the same motor now delivering 125kWat 4800rpm and maximum torque of 250Nmbetween 1500rpm and 4500rpm. Sure felt like 125kW as I tested acceleration and overtaking prowess on different road surfaces. Some might find this model enough without seeking more horses uptown later. There we should be talking 120i with 135kW and 128i making 180kW. More on these later. At this point it’s good to know the 118i is claimed to run from 0 – 100km/h in 7.4 seconds, stop running at 225km/h. Efficiency is 6.4 litres per 100km, tested. A knob labelled Eco Pro adds to the range by facilitating a more economical driving style. A first for the class is the optional 8-speed automatic gearbox, while the standard remains an engaging 6-speed manual.
New 1 Series, just like old 1 Series, is primed for bigger things as far as handling goes. The chassis features a double-joint cross-strut front axle with MacPherson struts and sway bars that’s high in aluminium content, while the rear is a five-link axle. With a wider track, rear-wheel-drive (RWD) and almost 50:50 weight distribution, there could not be any argument against how this car takes on curvy roads.
I spoke of comfort earlier, something not readily associated with the old 1er. Other nice-to-haves include iDrive with optional Google Maps, Bluetooth connectivity that not only allows for in-car speaker conversations, but also plays music stored in your connected mobile device as well. The rest are things like Lane Departure Warning, Park Distance Controland Collision warning among others. Quite lovely to see such “big car” features here, even though most will cost extra.
Earlier we mentioned the 120i and 128i as possibilities. A certainty is the imminent arrival of the 120d which displaces 2.0-litres and features variable-geometry turbocharger, common-rail magnetic-valve direct injection. Max thrust is 135kW realised at 4000rpm and 380Nm between 1750rpm and 2750rpm, returning a claimed consumption of 4.6 litres per 100km and 120 g/km in C02 emissions. There are rumours that for the first time, the hatch will also get a 135i model with over 240kW, as well as a 1M with over 270kW. Both are possible I reckon.
BMW has taken the new 1 Series to a higher plain whereupon direct rivals such as Audi’s next A3 and Mercedes-Benz’s A-Class will have to perch themselves to make any meaningful contribution. It is of serious premium class, has a very sporty disposition and much improved engines. The only thing standing on its way on the staircase to segment dominance is how price-sensitivethe target market is.
BMW 1 Series hatch pricing
116i man (R268 500)
116i auto (R286 500)
118i man (R287 500)
118i auto (R305 500)
120d man (R325 000)
120d auto (R343 000)
