BMW 1-series prototype
Switching to front-drive may seem to show criminal disregard for BMW’s heritage, but it’s a move that’s transformed the interior
What’s BMW been good at since just about forever? Inline six-cylinder engines in rearwheel-drive cars, that’s what. And what does the new 1-series completely lack? You’ve got it…
But despite the absence of a straight-six and the presence of front-wheel drive, the new third-generation 1-series could turn out to be a better rival for the likes of the VW Golf, judging from our drives in pre-production models.
It goes on sale this autumn. Prices have yet to be confirmed, but expect them to be closer to the Mercedes A-Class than the current VW Golf (itself being replaced this year).
Underpinning the new 1-series is an evolution of the front-wheel-drive hardware already employed in the Mini, X1 and X2. And powering it is a diesel and petrol engine line-up that overlaps with the 3-series’. The entry-level car is a 1.5-litre turbocharged petrol triple, but most are 2.0-litre turbodiesel and turbocharged petrol fours – some with optional all-wheel drive. And at the top of the range is a 302bhp all-wheel-drive-only M135i version.
The new 1-series has almost the same external dimensions as the outgoing Mk2, but gives the driver and front passenger a useful amount of extra space thanks to the engines now being transversely mounted. The doors are bigger, too. The main issue used to be the rear seats, which could be a squeeze even for children, let alone adults. Rear kneeroom has been increased by 30mm and boot space by 20 litres.
The cabin leaps into line with the latest 3- and 5-series, with large digital displays, voice activation and a heap of connectivity.
But, this being a BMW, by far the most important thing is how it drives. In the time it takes to tackle the first two curves on our slippery test course, it becomes obvious that the new 118i offers good feel and feedback. BMW reconfigured the i3S’s fast-acting traction control for the 1-series, so the engine control electronics respond directly to traction losses, working like a clever limited-slip differential.
The 118i confirms its great chassis tuning when we leave the test track in the South of France and head into the hills. There are some bad surfaces and some wild curves, but it’s composed, comfortable and agile. The three-cylinder petrol engine responds well to being worked hard. The chassis feels more than capable of making good use of the more powerful fours.
And then there’s the 302bhp xDrive version, to be dubbed M135i (with a 400bhp version in the pipeline). Its all-wheel-drive system has an electronically controlled differential lock on the front axle and a power distribution system that allows up to 50 per cent of the power to be sent to the rear axle.
Hot-blooded performance, stiff body, excellently tied rear axle, responsive steering: this feels like a classic hot hatch. It sucks itself unerringly up to every apex, braces itself confidently against the centrifugal forces and remains playfully controllable. This is a lot of fun.
And you say BMW used to do a rear-wheeldrive 1-series? Whatever…
MICHAEL GODDE