Research on the BMW 1 Series – including BMW 1 Series, 128i

One of the first entry-level luxury cars to hit the U.S. market, the BMW 1 Series is
anything but bargain-basement. With a choice of three powerful six-cylinder
engines and dimensions that rival earlier 3 Series models, the 1 Series are bona
fide BMWs, complete with precision driving dynamics, premium features and a
pricey sticker.

The 2013 BMW 1 Series is mostly unchanged over last year, but receives some
additional standard features and retooled options. The high-performance 1 Series
M Coupe is gone, replaced by another sporty variant: the 2013 BMW 135is,
available in both coupe and convertible body styles. The 2013 BMW 135is is now
the most powerful of the bunch, with unique exterior and interior trim.

In some ways, the 1 Series is the spiritual successor to the sporty BMW 2002,
produced 1968-76, and in some ways the 320i yuppy-mobile that followed. The
BMW 128i and BMW 135i coupes and convertibles deliver the sporty dynamics of
rear-wheel drive, agile handling, powerful engines and seating for four, all those
attributes we’ve come to expect from the Bavarian automaker, in a smaller, more
affordable package.

The BMW 128i Coupe and Convertible are powered by a 3.0-liter inline-6 that
generates 230 horsepower and 200 foot-pounds of torque. They’re available with
6-speed manual or 6-speed Steptronic automatic. BMW says the 128i can
accelerate from zero to 60 mph in 7.0 seconds with the automatic, 6.4 seconds
with the manual. Fuel economy for the 2013 BMW 128i coupe is 18/28 mpg
City/Highway with either transmission; the 2013 BMW 128i convertible achieves
18/27 mpg City/Highway with the automatic and 19/28 mpg with the manual.

The BMW 135i features a twin-scroll turbocharged 3.0-liter inline-6, good for 300
hp and 300 lb.-ft. of torque. The BMW 135i Coupe and Convertible are available
with a 6-speed manual or a 7-speed dual clutch transmission, which does not
require manual shifting from the driver. A BMW 135i can accelerate from zero to
60 mph in 5.4 seconds with the manual gearbox, 5.3 seconds with the 7-speed
DCT. Fuel economy from the BMW 135i Coupe is 20/28 mpg City/Highway with the
manual and 18/25 mpg with the DCT. Convertibles earn 19/28 mpg City/Highway
with the manual and 18/25 mpg with the DCT.
The 2013 BMW 135is uses a more powerful version of the 135i’s turbocharged
inline-6, which pumps out 320 hp and 317 lb.-ft. of torque, and a choice of 6-speed
manual or 7-speed dual clutch transmission. The 135is also gets a sport-tuned
suspension, additional cooling systems, and a sport exhaust that gives the 135is
a throatier growl than the other 1 Series models. On the outside, it’s differentiated
by a high-gloss black kidney grill, black mirror caps, M Sport trim and unique 18-
inch wheels.

A BMW 1 Series Convertible can drop its top in just 22 seconds. Top-down
motoring is one of life’s great joys, so this is a great feature.

The BMW 1 Series cars are comfortable, sporty and agile, true driver’s cars, with
the feel of rear-wheel drive. We found the BMW 128i Convertible a delight to drive
and it has enough power. More fun to drive is a BMW 135i Coupe. The dual-scroll
single-turbocharged engine turns the 135i into a little hot rod, and it seems to
have a bit more torque lower down, where we use most of it in everyday driving.

While once in a class all its own, competitors to the BMW 1 Series in the entry-
level luxury category have recently cropped up, like the award-winning Cadillac
ATS and the forthcoming Mercedes-Benz CLA, although for now both of those
models only come in four-door sedan variants. Those looking for top-down fun
might also consider the Audi TT convertible, or even the front-wheel-drive Mini
Cooper convertible.

Walkaround on the Car

The BMW 1 Series is short in the rear compared to the larger 3 Series, but it looks
good that way. It doesn't look cheap or cut off or bandaged. Every major part of
the car, the nose, the bodyside, the roof and the rear end, blends with the rest of
the car to make a shorter, narrower version of the 3 Series with a different and
special roofline. Some would argue, however, that the slab-like sides are bland
compared to other, more sculpted BMWs.

We like the 135i's aerodynamics package with the huge air intakes below the
bumper, necessary for cooling the turbocharger intake air. At the rear, the 135i
has a prominent spoiler, while the 128i uses a gentler lip integrated into the trunk
lid. The 128i rear bumper is entirely body-color, lacking the black-out panel seen
on the 135i. Drag coefficient on the 128i Coupe is 0.31 Cd vs. the 135i Coupe's
0.33 Cd.

Put the top down on the convertible models, and the flared shoulder line that's
shared with the coupes seems to form a single surface that surrounds the
interior, like the deck of a small boat. For both convertible models, drag
coefficient increases slightly to 0.34.

Driving Impressions
The BMW 1 Series cars are sporty and agile. We found the steering, cornering,
and braking performance of the BMW 135i to be exemplary, perfectly matched to
the huge acceleration power of the engine.

Driving a 300-hp, 3400-pound rear-drive coupe built on a short-wheelbase chassis

adds up to a great deal of driving enjoyment, especially when the engine's torque
curve is absolutely flat from 1200 to 5000 rpm and the engine redlines at 7000
rpm. The 135i benefits from BMW's newest inline-6, which uses a single twin-
scroll turbocharger instead of twin turbos. With more than 100 hp per liter, this
24-valve engine is engineering magic. BMW fans worried that the single turbo will
sap power can rest easy. The turbocharged engine makes this car a hot rod. It's
hard to tell, but power is perhaps more responsive at low speeds, though not
quite as willing as speeds and revs increase. The engine is sprightly from a stop
without a modicum of turbo lag. It keeps building power up the rev band, pushing
a 135i with the manual transmission from rest to 60 mph in a mere 5.1 seconds.
The DCT cuts off another tenth. Both numbers are impressive for a vehicle of this
price point. Top speed is electronically limited to 130 mph (or 149 mph with the
Sport Package).

The BMW 135i manual transmission is a pleasure to operate. It's silky smooth and
clutch take-up feels natural.

The 7-speed dual clutch transmission, or DCT, available for the BMW 135i is an
excellent transmission. It uses two clutches, one to hold the current gear and one
to ready the next, so shifts are almost seamless. It can be used as a normal
automatic or shifted manually via steering wheel buttons or the gearshift (push
down for downshifts, pull up for upshifts). There are several modes of sportiness,
ranging from relaxed to lightning quick. The sportier settings can make the shifts
a bit abrupt. And there's a learning curve. Initially, we found shifting this
transmission vexing because it requires pressing a button on the side to shift
from Park to Drive to Reverse. Once we got used to it, it wasn't as annoying, but it
does work in a non-standard way. Also, shifting from Drive to Reverse and back
takes longer with this setup because often you have to look at the shifter to select
the proper gear. A manual is much faster in this situation and a traditional
automatic might be faster, also.

Fuel economy for a BMW 135i Convertible is an EPA-estimated 19/28 mpg

City/Highway with the 6-speed manual, 18/25 mpg with the 7-speed dual clutch
automatic. The BMW 135i Coupe gets an EPA-estimated 20/28 mpg with the
manual, 18/25 mpg with the automatic. Premium fuel is recommended for all
models.

Because the BMW 135i Coupe is in some ways a scaled-down 335i, its ride,
steering, and handling carry the same exemplary qualities as the larger car,
though with a greater element of tossability due to the lighter weight and shorter
wheelbase. Its smaller front tires are matched to the job of pointing the car while
the fatter rear tires lay the power down in wonderfully linear fashion. The car's
weight is distributed 52/48 on the front and rear tires.

Ride quality in the 135i Coupe, or other models with the sports suspension, can
be an issue. The ride is hard, with sharp bumps pounding through, and the car
jiggles over broken pavement. It's a matter of taste, so try the firmer setup before
you buy. We're inclined toward the standard suspension. Those moments of
driving joy may be offset by too many everyday moments of annoyance as the car
tries to beat the road into submission. The standard suspension is easier to live
with every day.

The 135i's brakes use massive six-piston calipers at the front and twin-piston
calipers at the rear, with 13.3-inch front discs and 12.75-inch rear discs and a
built-in brake drying and anti-fade feature.

The 128i isn't quite as quick as the 135i, but it still delivers a fun and sporty
driving experience. Its 3.0-liter inline-6 breathes at atmospheric pressure without
the benefit of turbocharging. It does feature the same Valvetronic valvetrain
management and aluminum/magnesium construction as the 135i unit, but it lacks
direct injection, a system that aids both power and fuel economy. It develops 230
horsepower and 200 pound-feet of torque, which, in the slightly lighter, 3250-
pound 128i, should still get your attention when you put the pedal to the floor.
BMW lists a 0-60 mph time of 6.1 seconds with the manual transmission and 6.7
seconds with the automatic.

Fuel economy for the BMW 128i Coupe is 18/28 mpg with either transmission. The
BMW 128i Convertible is rated 18/28 mpg with the manual, 18/27 mpg with the
automatic. Premium fuel is recommended for all models.

The standard suspension in the 128i is softer than in the 135i, but weight
distribution is a marginally better 51/49. Brakes are 11.8-inch vented discs all
around, but again, that is more than adequate for the 128i's more modest, no,
make that less extravagant, performance.

We found the 1 Series Convertible impressively solid in both the 128i and 135i.
We detected little cowl shack over even bumpy roads. While BMW added extra
bracing to firm up the body structure, the convertible still isn't as solid or quick to
react to steering inputs as the coupe. Nonetheless, it's still plenty sporty and it
has the added advantage of open-air fun.

Electronic driving aids abound in the 1 Series, including antilock brakes with
electronic brake-force distribution and cornering brake control, dynamic traction
control, dynamic stability control, and a switch that can disable the DSC system
for track days or generally more involving driving through the woods.