MOTORMAN: DONN REVISITS THE BMW 1 SERIES
BMW’S E82 series 135i coupé may well be a modest, unnoticed star just waiting for its time to shine brightly. While overshadowed by the rare and more costly 1M coupé that will always be deemed a classic, the reality is the 135i might actually be all you need.
Just as is the case with any asset, including houses, all you need for lower prices is an oversupply. New Zealand must have grabbed a healthy share of the 135i coupés sold in Japan, resulting in a scenario of more cars than buyers. This added up to near bargain prices that scarcely relate to the car’s remarkably competent abilities. Do not always judge a product by its price.
Quite rightly we enthused over the arrival of the 1M back in 2011, almost ignoring the fact the 135i had been around since late 2007. Both cars hold true to BMW hallmarks of impressive driving qualities, top engines, and endearing character, and each of these quirky-looking compacts is more than a little special — relatively small coupés with bigcar feel and performance.
At the heart of the matter is a brilliant threelitre straight-six engine that marked BMW’S return to turbocharged engines after an absence of more than three decades. Caught by bad timing with the arrival of the first oil crisis, the German marque introduced the 2002 turbo in 1973, yet it wasn’t until 2006 that a return was made to a turbocharged production car with the 3 Series 335i coupé.
Pundits soon learnt the new twin-turbo N54 engine in the larger BMW was a cracker and, with the dawn of the two-door coupé version of the 1 Series, came the opportunity to fit it into what was something of a junior M-car for younger buyers. Sadly this writer no longer falls into that category but when the opportunity arose in 2015 to buy a tidy 2009 ex-japanese Alpine White 135i from Auckland City BMW, the decision was easy.
Controversial body styling
When the pillarless side-windowed car was unveiled at the Tokyo Motor Show, it was officially described as a “young interpretation of classic BMW brand values”. Styling wise, this four-seater car has been controversial, with its long bonnet, humpbacked roofline, and stubby boot but, unlike some, I like the body dimensions, the individuality, and the fact that the shape still looks sharp; it has a body that is smart and classy without being overt.
The tough and deliberate stance is accentuated by a large central air intake incorporated into the front air dam. With a collection of sweeping lines and juxtaposed shapes, the coupé body is unique while still incorporating the familiar BMW Hofmeister kink of the dog-leg shape to the C-pillar. The structure is more rigid than that of the 1 Series hatchback and overall length is a handy 4360mm.
There is little doubt the styling works rather better than that of the 131mm shorter 1 Series hatch that shares the 2660mm wheelbase. The 135i is clearly shorter and narrower than a 3 Series coupé but taller. The smaller model’s boot dimensions remain generous, although the opening is narrow.
This story, however, is not about looks but about a superb engine and a great drive. The directinjection, variable camshaft control, N54 power plant produces a healthy 225kw, or 302bhp in old measures, but more significantly the 400Nm of torque is realized at a low 1300 revs and hurries through to 5000rpm in a wonderfully flat torque curve. Two small parallel-linked turbos, each feeding three cylinders, rapidly build up pressure and spool up quickly to cut turbo lag, further increasing the 24-valve engine’s responsiveness so that it feels more like a five-litre V8. It’s no coincidence the N54 earned BMW the title of international engine of the year in 2007 as it had a power train with a 100bhp (75kw) per litre output that had previously only been achieved by powerful M-engines.
THE BMW 135I COUPE ARRIVED 12 YEARS AGO AS A SPIRITUAL SUCCESSOR TO THE E30 M3, AND HAS BECOME A TOTALLY AFFORDABLE FUTURE CLASSIC. DONN ANDERSON WAS SO IMPRESSED HE BOUGHT ONE
Revised N55 straight-six engine
With the extra chassis reinforcements to cope with the extra power, the 135i is no lightweight. At 1560kg, it is only 40kg lighter than a 335i coupé, but you never it in the way it so effortlessly covers the distance. Most of the used imports in our market have six-speed autos, while those with six-speed manual gearboxes are generally worth more.
The revised N55 engine arrived in 2010
BMW M-cars have that magic touch and the 1M is no exception, although in performance terms there is little between this car and the 135i
and continued until the 135i coupé ended production in 2012. It produced the same power and torque, although it peaked at slightly less than the N54. It is supposed to be seven per cent more efficient following the switch to a single turbo. This is a twin-scroll unit with two inlets letting the exhaust gases into the turbine, the inlets spaced to allow the exhaust pulses to be balanced for even better responsiveness. However, this is hardly noticeable on the road. Both engines produce similar performance with minimal turbo lag.
Different pistons run cooler in the newer motor, which is also said to be more reliable. N54 runs a forged crankshaft and rods while N55 has a cast-iron crankshaft and rods. Both are very strong engines that are under stressed, in spite of their generous power.
Lower costs and less complexity were two factors in developing the N55, while the N54 is more tuner-friendly. Nor had the N54 ended its run. It would continue in the 1M, which was the first M-car to employ turbocharging, and the Z4 35 sports car, with power up to 250kw and a 50Nm torque boost to 450Nm. Introduction of the N55 135 also saw the conventional auto replaced by a sevenspeed dual-clutch automatic transmission.
So much power in hand
BMW M-cars have that magic touch and the 1M is no exception, although in performance terms there is little between this car and the 135i. With a similar electronically limited 250kph top speed, the 135i has a 0–100kph time only 0.4 of a second slower.
What I have always enjoyed during a four-year ownership of the 135i is the excellent tractability on a light throttle and the continual reassurance of so much power in hand. Our automatic example has been committed to a fair amount of city and urban driving. The car is never going to appeal to the Green Party, but on longer rural runs we’ve had no complaints about consumption, with 9.6 litres/100km easily achievable on the open road. With a fair mixture of driving we have averaged around 12 litres/100km, which falls short of BMW’S ‘combined’ fuel figure of 9.6 litres/100km.
Thing is, the engine never needs to work hard, regardless of conditions. The auto is smooth and is always in the right mode, seemingly anticipating what the driver wants
and leaving little need to resort to the paddle shifters. These operate in the same way on both sides of the chunky leather steering wheel, not the left side for down and right side for up arrangement I prefer. From production year 2011, the automatic was changed from a six-speed ZF to a seven-speed dual-clutch transmission.
The 135i runs on open-style 18-inch alloy wheels with 215/40-size tyres up front and 245/35s at the rear, while the harder riding 1M boasts wider 19-inch multi-spoke alloys, which combined with the fatter bodywork give a more muscular appearance. Certainly the run-flat tyres and suspension set-up result in a firm ride.
If the acceleration and response of both cars is mightily impressive, so too are the brakes with their superb progression and feel that is superior to many rival German marques. Six-piston 338mm calipers on the 335 are matched to two-piston 324mm calipers at the rear, while the 1M has even larger 360mm size fronts and 350mm rear calipers. Brake energy-regeneration technology stores electricity created under braking, placing less strain on the engine and lowering fuel consumption.
Great steering feel
Some may feel the old-school hydraulicassisted steering is a shade heavy but there is great feel with the chunky steering wheel matched to good grip, ideal 50:50 weight distribution, and razor-sharp handling. The 135i has a high-tech differential with double-helical ball bearings operating at lower temperatures. The electronic locking works only with the stability control off and simply brakes an inside wheel during spirited cornering or acceleration to prevent it from spinning. At the same time, it technically reduces power going to the rear, allowing the wheels to make better use of the power.
Not only does the 135i have the performance to match the original M3, but it also has the driving dynamism and agility. The aluminium twin-joint Macpherson-strut front suspension is strong yet light and has hydromounts for reduced vibration and noise, while the five-link independent rear suspension also uses coils. Due mainly to separation of steering and propulsion, BMW claims negative impulses are completely alien to the 1 Series coupé. Should you struggle with technicalities like this, rest assured this car is a great drive.
M Sports package adds appeal
Unlike the New Zealand–specification versions that have the useful fold-down rear seats, the Japanese 135i coupés are fixed, and they also lack cruise control and parking sensors. However, our example has the M Sports package with gloss satin black window surround trim, multi-function steering wheel, rain sensor wipers, and xenon lights.
The electrically operated, heated, sports leather front seats offer good lateral support, a vast array of adjustment, and extensions of the base cushions on the front seats. For tall passengers there are compromises with the rear legroom and headroom and, while the well-lined boot is roomy enough, it has a narrow aperture. Build quality is such that the car is still in sparkling condition after a decade of use.
The tidy cabin has clean, easy-to-use controls that are well placed and, thankfully, there is not the huge array of technology that besets
more modern metal — too much of this hurts my brain. But, rather than warning lights, I’d like to see more instruments, especially a water-temperature gauge, although a handy and unusual oil-temperature gauge is standard.
Total E82 coupé production
Total E82 coupé production was 77,863 cars, which includes the popular four-cylinder and diesel-engined versions. The actual number of six-cylinder 135i coupés is difficult to find. BMW intended to make just 2700 manualonly 1M coupés, but the car was an instant sell-out, prompting a production increase to an eventual 6309, of which 1204 were righthand drive.
The last of the 1 Series coupés were made in August 2013, and some argue that the rear-drive F22, 2 Series coupé replacement, while inheriting many of the E82 styling cues, is a better-looking car. It is 72mm longer than the E82, a little wider, and the 2690mm wheelbase is 30mm more than the older BMW.
In 2009, the year our 135i was built, New Zealand–new 135i coupés retailed for $79,175, and $82,175 when specified with auto transmission; two years later, with the N55 revisions, prices had risen to $86,500 and $89,400, respectively.
BMW New Zealand also imported the $62K 123d 1 Series coupé with the impressive two-litre, four-cylinder, 150kw twin-turbo diesel motor.
Our market was allocated a mere 15 of the first 1000 1M coupés in 2011, priced at $109,900. Buyers will struggle to find a 1M now, with pricing well north of $80K, while the more-plentiful 135i range sells from $12K to an ambitious $25K, with $17K a good average. A recent check revealed 30 E82 135i coupés for sale on Trade Me, and almost all of them were automatics. You have to wonder how much cheaper they will go.
It is naive to assume European cars may not be expensive to maintain as they age, and the E82 coupé is no exception. With around 80,000km on the clock, our 135i had a wheel-speed sensor replaced early in 2018, followed by a more costly repair bill this year when the water pump and thermostat failed, which is at least a $2K job with labour. High-pressure fuel-pump failures and leaking fuel injectors are common problems, and parts are expensive.
Yet costly bills can be forgiven each time the 135i is driven. It’s an effortless car that has that soothing effect, whether you wish to drive with enthusiasm or just quietly. As our personal 135i approaches a tenth birthday with a mileage of 82,000km it feels as fresh and tight as the day it rolled out of the factory.
After four years of ownership, I am nowhere near tired of the coupé’s virtues. No, this is clearly not an M-car, but in character it runs close. BMW rightly links the 135i coupé with the distinctive and memorable two-door 2002, devoting two pages to the older car in the E82 1 Series coupé sales catalogue. In years to come, we may well regard the 135i coupé in similar light.
The twin-turbo N54, one of BMW’S great straight sixes
After four years of ownership, I am nowhere near tired of the coupé’s virtues. This is clearly not an M-car, but in character it runs close