BMW 1 Series (2011-2019) Review

As we say, if you have a family and are switching from a Volkswagen Golf, it might be a bit of a surprise to step into the BMW 1 Series. You and your front passenger may find it fine, but those in the rear will be in for an unpleasant surprise. You’ll almost certainly be leaving behind bags and cases that went into the Golf just fine, too.

On the other hand, if you love driving and would rather be in a sports coupe than a regular hatchback, the BMW 1 Series is the car for you. It feels like an enthusiastic car with breeding far higher than its price tag commands. You can feel the BMW 3 Series spirit running through it and, whenever you come across a twisting road, you will feel chuffed with your choice.

The M135i and M140i models are our tips for future collectables and it’s easy to see why they’ve already won such a following.

You might expect us to say the M135i and M140i here, and you’d be right. They’re fantastic. But they’re also in-demand range-toppers and anything but cheap to run. Luckily, the abilities of lesser BMW 1 Series mean there are still fine models to choose from, even if you’re avoiding the full-fat option.

The 118i petrol serves up decent power and performance, with the 120d giving even better economy if you don’t mind diesel. The xDrive versions offer all-wheel-drive grip, too. Over the years, the range grew exponentially, with engines ranging from a 114d diesel to the M140i petrol. But you can’t go far wrong with a mid-spec variant, either diesel or petrol.

As for trim lines, ES and SE are the lead-in ones and Sport offers a bit more. M Sport is the most fancied version, thanks to big wheels, a bodykit, hip-hugging seats and M-branded interior detailing.

The BMW’s 1 Series direct rivals start with the Audi A3, both in three-door and five-door Sportback guises. Audi’s range is similarly diverse, with a sporty-looking top trim level called S Line. As for Mercedes-Benz, there’s the A-Class, crowned by the AMG-Line grade, with another broad range of engines – from fuel-sipping diesels to tarmac-tearing super hatches.

The Volkswagen Golf is a more mainstream alternative with a still-decent image, while if you want to go really leftfield, you could choose the Alfa Romeo Giulietta. Volvo’s safe Swedish interpretation is the V40 and Lexus offers the CT 200h. There’s also the Infiniti Q30, but that’s such an oddball choice, we don’t expect you’ll take us up on the suggestion...

BMW builds cars a cut above the mainstream, and the integrity shows through in the BMW 1 Series. No wonder, really, given how much it draws from the bigger BMW 3 Series. The doors have the same thunk when you close them and the interior feels similarly substantial. Press any button for evidence there’s a bit more inbuilt quality here than something like a Ford Focus.

Saying that, the finish of BMW’s plastics isn’t a match for Audi’s. In terms of tactility and luxury appearance, Audi has the edge when compared to the slightly spongy-looking materials found within the BMW. The quality is there, be in no doubt, but the finish can’t match that of its front-driven arch-rival.

Where the BMW difference really starts to show is with higher-mileage models. These will display much less of the wear you sometimes get in non-premium cars. The seats will still be firm, the displays still crisp and bright. The plastics won’t rattle. That’s where the BMW quality comes through.

Here, BMW 1 Series is class-leading, without a doubt. Even the entry-level system, with a crisp and bright 6.5-inch screen, has the same faultless logic and impressive usability found in all BMWs. It makes all other systems seem incomprehensibly complicated. Sat nav addresses can be entered easily, you’ll find it almost impossible to get ‘lost’ within the system and you’ll almost never have to resort to the owner’s manual to learn about something you can’t work out.

The system is masterminded by a central controller wheel called iDrive. This spins, clicks four ways and can also be pressed: it’s extremely intuitive. Even more alluring is the BMW Professional infotainment system. The key step-up here is the widescreen display, which includes touchscreen control on later models. The sat nav is more comprehensive – we love how the traffic alert system colour-keys busy sections of road – and you can even control it via voice control if you wish.

BMW introduced a series update to the infotainment system in 2013, with a faster processor and 3D graphics. It would also accept seven-digit postcodes. By 2015, nav was standard across the range.

On later models, BMW introduced Apple CarPlay, but curiously it was an option, rather than standard fit. It can be retro-fitted to some models, but it’s not guaranteed. Saying that, the base system is so comprehensive, you won’t really miss it.  

This is always the awkward bit for any review on the BMW 1 Series. Because compared to the best in this class, it’s easily the car’s weakest area. Even those in the front, although they will find plenty of sporty-feeling space when they get in, will find the door openings of the five-door model a bit too narrow for comfort. It’s even worse for those in the rear: access in the three-door is painful, while the door openings of five-door versions will leave tall adults daunted and uncertain whether to even try.

On top of awkward access, space in the back is far from generous either. If those in the front want to get comfortable, there will be negligible room for feet and knees. The rear bench is also narrow, due to intrusion from the wheelarches, meaning it’s only comfortable for two – three-up is, genuinely, a hip-to-hip squeeze. Add in small windows to complete the feeling of claustrophobia. And if you thought getting in was tricky, wait until you need to get back out again…

Boot capacity of 360 litres sounds OK, as it’s only 20 litres behind a Volkswagen Golf, and we know how practical that is. In reality, the load bay is just too narrow, so even folded-up pushchairs might be a squeeze. There’s no space beneath the boot floor and it’s pretty shallow as well. Even the shape of the boot opening isn’t particularly helpful. Folding the seats takes it up to 1,200 litres, still below par for this sector.

All BMW 1 Series have dual ISOFIX mountings for child car seats, hidden behind plastic flaps on the outer two rear seats. Actually putting children into them could be a back-breaker though, due to the small door apertures, and even the youngest toddlers will find it a breeze to reach and kick the back of your seat.

BMW doesn’t fit a spare wheel because it’s wedded to the philosophy of run-flat tyres. These theoretically don’t even need a tyre repair kit as they can carry on running even when totally flat. It’s probably a good idea to have a kit handy, though, particularly if a subsequent owner has fitted tyres that aren’t run-flats…

The BMW 1 Series dimensions are 4324mm long, 1984mm wide and 1421mm tall.

It’s easy for your eyes to glaze over when you look at the full range of engine variants offered with the BMW 1 Series throughout its lifetime. Not to mention the choice between manual or (brilliant eight-speed) automatic, and rear-wheel drive or all-wheel drive.

The core engines are the ones you will find most frequently. Early BMW 1 Series used four-cylinder motors: a 136PS 116i, 170PS 118i, 116PS 116d, 143PS 118d and 184PS 120d. All were turbocharged. The 116d is a bit light on power but all the others perform well, while the petrol engines have a pleasing rasp when revved. The diesels have so much torque, you rarely have to rev them that hard to make progress. Manual gearboxes are slick and precise, and automatics are faultless.

More engines came in time, including the fuel-saving 116d EfficientDynamics. Never mind the 10.3-second 0-62mph time, just look at the fuel economy. It’s far more appealing than the 95PS 114d that came in 2012, which is achingly slow and best avoided.

Engines were all-new for 2015: 136PS 118i (this was actually a 1.5-litre three-cylinder turbo from the MINI Cooper), 170PS 120i, 218PS 125i and diesels from 116d to 125d. The star all-rounder of the range was the 150PS 118d, which did 0-62mph in as little as 8.1 seconds, yet still averaged as much as 74.3mpg. The overall hero was the six-cylinder M135i, with 326PS of gorgeous-sounding goodness that gave 0-62mph in as little as 4.9 seconds.

The cream of the crop, though, is the M140i: 340PS, 0-62mph in just 4.6 seconds if you chose the eight-speed automatic, and a top speed so potent, they had to electronically limit it to 155mph. Automatic versions even had launch control if you want to really show off how fast it goes.

Again, those premium car engineering fundamentals mean the BMW 1 Series is generally a refined and mature-feeling car. There isn’t too much wind noise and although versions with wider wheels do generate more road roar at speed, actual bumps and thumps from the road are generally dampened away pretty well.

The engines aren’t too noisy, and the sounds they do make are purposeful and grown up, rather than screechy and whiney. Diesel clatter isn’t excessive and, if anything, you’ll want to hear more of the M135i and M140i. Most models cruise at motorway speeds with fuss-free isolation.

Basic BMW sound systems are nothing much to write home about. If you want the best sound, it’s worth keeping an eye out for models fitted with upgraded Harman Kardon premium audio systems. If you love your music, the extra spend (or patience required) is worth it.

The important safety essentials are standard, and the BMW scored a full five-star Euro NCAP score when crash-tested, which shows the integrity of the BMW 1 Series is top notch. Adult occupant protection was excellent at 91 percent and child occupant protection was rated at 83 percent.

However, while stability control is standard, some of the other active safety features are add-ons – including lane-departure warning and radar-assisted autonomous emergency braking. We’d prefer for these to have been standard from day one.

BMW was, however, one of the first brands to fit eCall to models fitted with sat nav. This allowed those in an accident to summon the emergency services at the press of a button, with the exact location automatically sent using sat nav information. This was actually on the BMW 1 Series right from launch in 2011.

The BMW 1 Series scored an impressive 9.42 out of 10 in the HonestJohn.co.uk Satisfaction Survey, reflecting strong overall reliability from BMWs of this era. There are a few recall notices that have been issued for the BMW 1 Series so check your car's history to ensure this work has been carried out.

As a brand BMW finished 20th out of 30 manufacturers in the same survey, which is a less impressive score, but the BMW 1 Series is one of the more reliable products from the German firm.

Insurance groups range from a low group 12, to a pretty expensive group 40. It’s the M135i and M140i that take the headline insurance group high: mainstream models are more affordable. A 116i comes in at group 17, jumping to group 22 for the 118i – reflecting the leap in power from 136PS to 170PS. A 116d is group 15, while the 120d is group 22.

Two of our favourite BMW 1 Series variants have competitive-sounding insurance group ratings, which should keep costs in check. The 116d EfficientDynamics is also group 15 – no different to the standard car – and the sprightly, economical 118i comes in at group 22, falling to group 19 following the 2015 facelift and introduction of the 1.5-litre turbo engine.

The excellent economy of BMW’s efficient petrol and diesel engines has a knock-on effect in low CO2. For earlier models, emissions of 132g/km for the 116i give a £165 a year VED (road tax) rate, which the 118i matches. The 116d, 118d and 120d diesels are all rated at just £30, while the 116d EfficientDynamics, with sub-100g/km CO2, enjoys free tax.

The most expensive BMW 1 Series models to tax are, yes, the M135i and M140i. Owners will pay £330 a year for a manual-gearbox M135i, and £265 a year for the auto. On the M140i, manual models are rated at £290 a year, dropping to £265 a year for the auto.

Pre-facelift BMW 1 Series were a bit light on standard equipment, particularly the price-chasing ES. The entry-level we’d recommend is the BMW 1 Series SE, which features 16-inch alloys, a 6.5-inch screen, Bluetooth and a multi-function steering wheel, although sat-nav was standard – and even DAB was an optional extra on early cars.

Launch-grade BMW 1 Series Urban and Sport models were styling exercises, of questionable success. More appealing were BMW 1 Series M Sport models, with their aero bodykits, big wheels and Alcantara-style seat trim.

Post-facelift, equipment was improved a lot. Entry-level BMW 1 Series SE now had the 6.5-inch screen with sat-nav, Bluetooth, DAB, automatic headlights and wipers, plus standard climate control. BMW 1 Series SE Business added LED headlights and rear parking sensors. Sport alloy wheels grew to 17 inches and they featured gloss black trim on the outside and ambient lighting on the inside.

The favoured BMW 1 Series M-Sport versions had 18-inch wheels, LED foglights, leather sports seats with contrast blue stitching, an M steering wheel and standard M Sport suspension (this was a delete option for those who wanted a smoother ride).