2008 BMW 1 Series

Review

The 135i Coupe is a pocket-sized reminder of what BMW stands for - driving enjoyment.

With 300 stout horsepower, two turbochargers and rear wheel drive, it has shaken up the premium compact segment like nothing before. By forgoing the quest for space efficiency and putting dynamics above all else, it cuts a path straight to the heart of the genuine performance enthusiasts in a way that Audi, Mercedes-Benz and Volvo have yet to achieve.

The 1-Series is new to North America, but it's not a new vehicle, at least in name. A five-door wagon version has been on sale in other parts of the world since 2004. In that time it's become an international sensation, leaping to the number three spot on BMW's annual sales charts, trailing only the 3- and 5-Series lines. But BMW didn't feel that the market structure in North America would have supported the original five-door hatchback, especially the mainstream four-cylinder and diesel models that accumulated the bulk of its 150,000 annual sales. That's why we never saw the five-door and only have the coupe and convertible. No matter how well the lighter 118i might take to the bends and how classy its interior is, it simply wouldn't have flown in the US market where BMW's prestige image clashes conceptually with the compact hatchback segment. It is for this reason that European-minded Canadians are

offered the radically different front wheel drive, van-like Mercedes-Benz B-Class, whereas it's not available south of the 49th, and probably won't be any time soon. Then again, the market is shifting dramatically throughout the nation, so never say never to either of these wagons, or a more fuel efficient four-cylinder or diesel 1-Series, for that matter.

Everybody knows that the handling benchmark for affordable premium cars is the 3-Series. Try as Audi, Mercedes-Benz, Lexus and so many others have, not one brand has toppled its blend of steering feel, balance and precision. Wielding this knowledge, BMW used crucial components of the 3-Series as the foundation for the 1-Series. In fact, sixty percent of parts used, including the suspension system, steering components and axles are common between the two series, though much was fine-tuned for the 1-Series. And, for those curious, there are quite a few differences between the 1-Series Coupe you see here and the hatchback that spawned it. With a three-box body its structure is stiffer, and aside from the nose section, practically all the sheetmetal behind the doors is fresh. You'll find hints of real BMW coupe here too, such as pillarless windows and the Hofmeister kinked rear quarter glass, details absent from the hatchback.

Styling is a bit of a different story. The 135i has all the trademark cues of a modern Beemer, such as the corona ring headlamps, kidney grille and the neon-like strips that highlight the L-shaped brake lights, but it doesn't look very much like a 3-Series Coupe. It's noticeably shorter in length, and it's actually taller in overall height than its bigger brother, creating a profile that's far removed from sleek. From the rear three quarters and side, the trunk looks forced. Meanwhile, some of the more graceful creases that form the 3-Series' flamed surface techniques are radically changed here, such as the U-shaped arc that links the wheels from side to side. Next to the 3-Series Coupe the 135i has a potency and an aggressiveness that you don't normally see from BMWs, especially with the M-Sport bodykit, gloss black accent trim and large 18-inch wheels.

I've got to say that personally, I'm a bigger fan of the interior, which not only looks great, trimmed in Coral Red leather, but feels great to the fingertips. The dashboard's design is as clean and straightforward as they come, while the center stack, instruments and switchgear are all borrowed directly from the 3-Series. Though this car didn't have it, a flip-up navigation

screen such as the one fitted to the X3 and Z4 is available, and controlled by the iDrive system. Even without, the standard BMW headunit is easy to use, and houses the controls for the Bluetooth cell phone connection and USB audio integration. The only real knock against the interior is that the hood over the instrument cluster is made from a particularly hard and hollow-sounding plastic - something you're likely to drum your fingers on while stuck in traffic. This aside, it's everything a premium luxury compact ought to be.

Despite what some critics have said, I've found that the 135i's rear seats are quite usable, although ultimately legroom is less than almost any of its front wheel drive rivals. The fact that it's a two-door coupe does help to disguise this fact, a bit. The 2+2 layout can accommodate a pair of adults for short trips, and its trunk is respectably large.

High quality and smart styling aside, the 135i's interior really drives the point of sportiness home with the little details, many of which are sprinkled with the M badge. As the driver you're in the spotlight. The sports steering rim, which

could easily be the fattest in the industry, fills both palms, while the eight-way manual adjustable seats with width-adjustable bolsters clamp behind and backside in tight like a racing seat. The controls feel every bit as good as they look, too; the steering is perfectly weighted and the gearshift lever a touch rubbery, but it has a well-oiled, slick action.

If fast is what you want, the 135i will have no problem satisfying. The twin-turbocharged straight six is pretty much the perfect powerplant for a fast version of the little One. Unlike the Mitsubishi Lancer Evolution and Subaru Impreza WRX STI, which are similarly sized and similarly powerful, and due to being similarly priced are often compared, the BMW is a completely different machine. Besides the Japanese rally replicas' lack smoothness and refinement, the additional two cylinders and extra displacement of the BMW's engine work hand in hand with the sequential turbochargers to deliver a rush of power and torque rather than a big-bang style explosion, all of which can be accessed in any gear throughout the rev range. This sort of flexibility means that if you're in the mood for fun, the 135i will cleanly pull to its redline, its power curve fat, strong and free of divots. At the same time, it delivers 5-Series levels of refinement, and is just as happy to cruise along quietly, silently

and out of the picture on the highway. But, since power is never more than an ankle flex away, you're always aware that the 135i is a properly quick car: it's less than a tenth of a second slower than the M3 Cabriolet to 60 mph, and will easily reach its 149 mph top speed, which is of course electronically limited. With such a power advantage, it trounces the premium compact class opposition without breaking a sweat.

With four inches excised from between the wheels compared to the 3-Series, and tipping the scales at 198 fewer pounds, the 135i is inherently more nimble and agile than the bigger 3-Series, which is no bad thing. Combined with direct steering and grippy tires (215 width up front, and 245 width out back), the 135i carves corners beautifully. It stops like a BMW should too; the six-piston caliper front brakes it's fitted with are powerful enough to warrant bragging. Meanwhile, the stiffer body structure has allowed BMW to dial back on some of the stiffness in the suspension, which has yielded a more compliant ride. Even on firmer springs and run-flat Bridgestones with super-stiff, virtually non-existent sidewalls, it isn't as harsh as expected.

For 99 percent of the time - perhaps 100 percent for some owners - the 135i is a brilliant example

of what a point and squirt sports coupe ought to be, its nose eagerly leading the way with the tail faithfully following, backed by plenty of power. But as things heat up, there's actually quite a bit of understeer to be found. Understeer in a BMW? It's a matter of rubber. The 135i's front tires lose their bite more quickly than those in the rear, and though it isn't hard to get the back end to break loose thanks the engine's full dollop of torque, the shorter wheelbase makes it a little edgier when nearing the car's cornering limit, as compared to the longer, more stable 335i. On the plus side, for anyone that might autocross their car, or take it out on a tight, winding track, the 135i features a limited slip differential, which means that each and every horsepower can effectively be put to the ground. A set of track grade tires should solve any understeering issues.

On numerous occasions I've heard the 135i being referred to as a modern-day 2002 tii, or a successor to the first, motorsport-developed E30 M3, and it's not hard to see where this viewpoint comes from. Small isn't just a trend as of late, but an asset to performance as well. And while the 135i may not be as raw and motorsport honed as the aforementioned Japanese, it's much more comfortable and then again unquestionably more capable than anything else in the premium set. The 1-Series wasn't necessarily designed to be all things to all compact premium car buyers, but to the driver who values quality, style and performance there is no clearer choice.

Specifications (135i):