I count myself among those enthusiasts who would gladly trade a healthy dose of horsepower and gadgetry for a lower curb weight and sharper handling. Unfortunately, even an enthusiast-oriented maker like BMW has loaded on the inches, features, and pounds in recent years.

So I was pleased to learn that BMW was going to offer a new car that would be smaller, lighter, and less expensive than the 3-Series.

The 1-Series is now here. Is it the car I've been waiting for? I took the most powerful variant, the 135i, for a test drive to find out.

Styling

Styling is likely the most controversial feature of the new BMW 1-Series. Some people like it, enjoying the vague resemblance to BMW's classic 2002. Or perhaps liking the uniquely scrunched, toy-like proportions of the car.

Most I've talked to don't care for the styling, and even actively dislike it. The styling of the longer 3-Series flows much better, after all.

Me? I'm not crazy about the styling, but I could live with it.

Inside the interior resembles that of other BMWs. So function takes precedence over style. I am personally a fan of red/black interiors, and the 135i I drove was so outfitted.

Accommodations

For me, the most significant difference between the 135i and the 335i is the driving position. You're significantly closer to the door, instrument panel, and windshield in the 1er. I personally like the more direct connection with the car and road this provides. It's as if the car was tailor-made to fit snugly, almost like a sports car rather than a coupe. People who enjoy roominess in a car will of course prefer the 3. Or perhaps something larger than the 3.

The rear seat is of course quite tight. An average-sized adult will fit, but with little room to spare. It's a compact coupe, after all.

The 135i I drove was fitted with the Sport Package, and so the driver's seat was equipped with power-adjustable prominent side bolsters. I very much liked these seats in the 335i, and very much like them here as well. They manage to be both very comfortable and very supportive when tossing the car through curves.

The trunk is compact but usable. The rear seat folds in two sections to expand it. A ski bag is part of the optional Cold Weather Package.

On the Road

The 300-horsepower 3.0-liter twin-turbocharged six feels very quick and lag-free in the 3. And it feels much the same here. It's a great engine, even when saddles with an automatic. (The dealer did not have a manual car.)

The feel of the engine was actually identical in this case. If there is one disappointing aspect of the 1-Series, it is that the curb weight of 3,373 pounds is just a couple hundred pounds less than that of the 3er. I took this test drive on a day when the salesman who knows me was off. So another salesman came along. Add him to the base weight, and you've about got the curb weight of a 335i.

Why weren't they able to trim more weight out of the smaller car? It is after all a substantial 10 inches shorter in length, on a four-inch shorter wheelbase. Why doesn't such a compact car weigh close to 3,000 pounds, if not below that increasingly hard to obtain figure.

Probably because it's based on the 3-Series, and shares many of the same bits. And because it's fitted with a 300-horsepower engine, which requires a certain amount of structure to contain it. And because, these days, even a small BMW must be smooth and quiet.

There is more agility here than in the 3-Series. The steering has a nice heft to it--it's much heavier than today's average--and is very quick, even without the Active Steering option. A few years back I criticized the 3 for overly light, overly slow steering. That's no longer a problem with the 3, and it's even less of a problem with the 1, which has some of the heaviest steering at low speeds I've experienced in a car recently. Too heavy for most people?

As with the 3, but a bit more so, the 1 changes directions with no hesitation whatsover. There is no plowing in hard turns and no untoward jitters. Like the 3, this is an exceedingly easy car to drive quickly along a challenging road, it simply feels so natural through the fingertips and seat of the pants. You'll find such excellent feedback in few other cars.

And yet as much as I enjoy the car's agility, how much more agile yet would it feel with 400 fewer pounds to lug around?

A less thickly padded steering wheel might also further enhance driving enjoyment. Though thick steering wheel rims have been the thing for some time now, a thinner, less thickly padded rim is actually better when a car can be precisely steered with the fingertips rather than manhandled, as this one certainly can be. Mazda is one of the few manufacturers that still understands this.

And I must grant that the thickly padded rim is very comfortable to grasp, and is perfectly shaped for the task.

With a relatively short wheelbase, firm sport suspension, and low-profile run flat performance tires, the ride is unlikely to be smooth. And it isn't. On less than smooth roads the BMW 135i rides busily; the 3 rides--and maintains its composure--better. And yet the 1's ride is rarely harsh. The suspension manages to take the edge off of impacts, even if it doesn't entirely absorb them.

Noise levels are about even with the 3. So lower than mainstream compacts. The 135i feels and sounds every bit a full BMW.

BMW 135i Pricing and Price Comparisons

The BMW 135i starts just under $35,000, and with Premium and Sport packages, heated seats, and metallic paint clears $42,000. If people were hoping for an affordable BMW, this isn't it.

Even at that lofty price, though, it undercuts the 335i by about $5,000. So you do save some cash with the smaller car.

Just about any compact coupe but the 3 will run you thousands less, though.

Last Words

On the one hand, the BMW 135i is a blast to drive, with plenty of power and outstanding handling. The tighter cockpit makes the car feel lighter than it is, and promotes a feeling of oneness with the 1.

On the other hand, I was hoping for a larger weight and price gap vs. the 335i. Essentially, we've got a 7/8-scale 335i, but with 95% of the curb weight. Which is better than 100% of the curb weight. And better than you can get elsewhere. But not as much better as was hoped.

The 135i is a great car. But it's very much a current BMW, not a return to the 2002 or even the E30 M3.

A Note on BMW 1-Series Reliability

I cannot practically cover reliability within the context of this review. However, many people are interested in such information, so I started collecting my own data in the fall of 2005. Results are posted to my site, www.truedelta.com, with updates every three months.

Unlike other sources, TrueDelta clearly identifies what difference it will make if you buy a 128i or 135i rather than another vehicle by providing "times in the shop" stats (with others coming in the future). You will eventually be able to specify the number of years, annual miles, and types of repairs to include in BMW 1-Series reliability comparisons.

To report results, I need reliability data on all cars--not just the 128i and 135i--from people like you. To encourage participation, those who help provide the data will receive free access to the site's reliability information. Non-participants will have to pay an access fee.

For the details, and to sign up, visit www.truedelta.com.

A link to this website and alphabetized links to my other vehicle reviews can be found on my profile page.
Amount Paid (US$): 42,000
Model Year: 2008
Model and Options: 135i with Sport and Premium Packages