New BMW 1 Series and 2 Series out to banish doubt further

The initiator of what BMW today calls its Compact Class of models, the 1 Series, famously got off to a less-than-stellar, never mind reception, at its world debut in Paris almost 21 years ago.

Rocky history

Munich’s answer to the Audi A3 and Mercedes-Benz A-Class, the heavily criticised E87 1 Series steadily improved towards the latter stages of its lifecycle, with the unveiling of the second generation F20 in 2012 marking the first split in the smallest BMW’s line-up.

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Introduced two years after the F20, the 2 Series heralded the change by becoming the moniker for all coupe, cabriolet and later four-door Gran Coupe variants instead of remaining part of the 1 Series catalogue.

An approach that has been in-place ever since, the controversy surrounding the Compact Class didn’t stop though as the third generation F40 eschewed BMW’s rear-wheel-drive tradition for front-wheel-drive using the UKL2 platform from sister brand, Mini.

Adopted by the 2 Series Gran Coupe and the now discontinued Active Tourer after 2019, the debuts of the present-day F70 1 Series and F74 2 Series last year brought a better devised line-up consolidation to a product range that has so amassed combined sales of three million units since 2004.

The Compact Class

As such, the Compact Class consists of three variants: the 1 Series and 2 Series Gran Coupe based on the UKL2 or, in BMW-speak, FAAR platform with a choice of front-wheel-drive or xDrive all-wheel-drive, and the 2 Series Coupe (G42) that rides on the rear-wheel-drive or all-wheel-drive CLAR architecture.

Confirmed for South Africa at the beginning of this year, the official launch of the F70 and F74 this past week, which started on the outskirts of Sandton and ended on the Free State side of the Vaal River, involved two M Sport modes, plus the potent M135 and M235 variants.

Line-up explained

Adopting a distinct dropsnout appearance not resplendent on any other current BMW, both the 1 Series and 2 Series Gran Coupe ranges offer a choice of four models and two engines each, none with the inclusion of electrical assistance as in Europe.

In addition, a turbodiesel option won’t be available anytime soon, with the same applying to an “in-between” petrol variant.

As such, the line-up starts off with the 118 and 218, both using the familiar 1.5-litre three-cylinder turbocharged engine.

An engine option unique to South Africa as the European range commences with the 120, the three-cylinder, which, like the M135 and M235 loses the ‘i’ nameplate suffix that now denotes electrification and no longer fuel injection as it always did, produces 115kW/230Nm that goes to the front axle via the seven-speed Steptronic dual-clutch transmission.

For the M135 and M235, the 2.0-litre turbo-petrol from the previous generations has been retained, still offering 233kW/400Nm.

A sports-optimised version of the Steptronic ‘box is entrusted with sending the amount of twist to all four wheels.

Whereas the former pair will top-out at 226 km/h, the M135 and M235 will hit the electronic buffers at 250 km/h and get from 0-100 km/h in 4.9 seconds versus the 118’s 8.5 seconds and the 118 Gran Coupe’s 8.6 seconds respectively.

The drive

1 Series

Starting with the 118, the blown three-cylinder proved surprising as it did during the launch of the new Mini Countryman Cooper C last year.

Comparatively quiet, the unit offers just enough urge for the 118 not to feel underpowered, while emitting a decidedly sporty soundtrack not normally associated with a run-of-the-mill three-cylinder.

Inside, all models come standard with BMW’s latest Curved Display consisting of a 10.25-inch instrument cluster and the 10.7-inch iDrive infotainment system with the new 9.0 operating system.

Incorporating the now customary minimalist design, the interior feels largely plush, but lowers its standard below the infotainment system with clunky sounding plastics and a cheap feel on the centre console.

In a first for both models, the gear lever makes for a toggle switch and the rotary iDrive controller departs completely as the sole interface now comes via the display itself.

While liveable, the cabin feels somewhat pinched up front and as a result of the panoramic sunroof, rear headroom all but disappears for taller folk.

What’s more, the display also doubles up as the climate control portal. Although unsurprising, using the touch-sensitive inputs proved better than the “manual” adjustment of the air vents.

Carried over from the 5 Series, the rocker switches that regulate air flow are finicky and the air vents themselves mounted too low to provide sufficient cooling or heating without turning the delivery speed to almost maximum.

In typical BMW fashion, the M Sport suspension results in a firmer than normal ride that became unsettling on badly patched sections of the launch route around Meyerton.

Switching to the M135 led to the same conclusion, however, the firmer M Sport seats provide good support, but will become uncomfortable after prolonged distances

Unsurprisingly, poking the M135 sees it respond immediately and with Sport mode engaged, involving and more than ready to play.

As with the 118, the M135 comes with BMW’s M PowerBoost setting. Requiring the left-hand gear shift paddle to be held down, the literal boost sees the full amount of power and torque being unleashed in one shot of 10 seconds.

Unlikely to be used frequently in the 118, the system felt unnecessary in the M135 as leaving to car in Sport or to its own devices, made it feel quick enough.

2 Series

For the second part of the trek back to Sandton, sampling the M235 came with a different feel to the M135.

At 4 546 mm, the Gran Coupe measures 185 mm longer, with its height dropping by 14 mm to 1 445 mm. Overall width and wheelbase are both identical at 1 800 mm and 2 670 mm respectively.

Unsurprisingly, more practical with 430-litres of boot space versus the 1 Series’ 380-litres with the rear seats down, the M235 felt more composed and rode slightly softer than the M135 despite the same profile tyre and M suspension.

As with its sibling, the M235, and for that matter the 218, feel similarly cramped at the rear despite the additional length, though confusingly, not as tight for those seated up front.

Switching the 218 for the final stretch, the lesser 2 Series Gran Coupe, again, felt the opposite of its 1 Series sibling by being a smidgen peppier, more comfortable and a bit more satisfying to drive.

Still as comfortable as the 118, with buyers having the choice of a number of material options ranging from imitation leather to the new recyclable Econeer and leather-free Veganza, the 218 Gran Coupe came as the biggest surprise despite is inherent lack of performance associated with the “more powerful and faster is always better” M235.

Conclusion

While about as far removed from their first generation predecessors, the latest BMW 1 Series and 2 Series Gran Coupe still come beset with quirks buyers looking to upgrade would have expected to have rectified.

Still engaging and with the BMW badge on its snout, both will continue to have their attractors more than willing to sign on the dotted line for the still seen privilege of owning a BMW regardless of where it fits in on the model front.

Price

1 Series

• 118 Steptronic – R713 395
• 118 Pure Design Steptronic – R761 895
• 118 M Sport Steptronic – R801 895
• M135 xDrive Steptronic – R982 767

2 Series Gran Coupe

• 218 Steptronic – R733 559
• 218 Pure Design Steptronic – R787 059
• 218 M Sport Steptronic – R827 059
• M235 xDrive Steptronic – R1 043 099

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