BMW 125i Convertible

BMW 125i Convertible

How much?	£26,195
On sale in the UK:	April 2008
Engine:	2996cc 6-cyl, 218bhp @ 6100rpm, 199lb ft @ 2500-4250rpm
Transmission:	Six-speed manual, rear-wheel drive
Performance:	6.8sec 0-62mph, 148mph, 34.9mpg, 195g/km CO2
How heavy / made of?	1585kg/steel
How big (length/width/height in mm)?	4360/1748/1411

BMW teased us with the 1-series concept back in 2002. Remember the CS1, a stubby two-door drop-top, with flame surfacing fanning the flames of controversy? The BMW firewall, roasted by a million e-mails calling for Chris Bangle’s head, certainly does. It’s perhaps no coincidence that BMW has taken six years – six years! – to put that iteration into production. But, in April 2008, the 1-series range will, four years after launch, finally be complete. And the glaring gap in the range, now the 3-series drop-top has moved upmarket, will be filled.

I see it hasn’t got a folding hard-top roof...

No, thank goodness. Have you seen the rear end of a Peugeot 307 CC? Brit designer Kevin Rice was determined to avoid the ‘wedge’ so many coupe-convertibles are afflicted with (mental image: baboon's bottom). The only way to achieve this was with a compactly folding fabric roof, he says.

Rice’s work has created the most pleasing 1-series of all, with a roof-down elegance echoing the clean-cut lines of the ‘80s E30 3-series. Even the rear end is tidier than the coupe upon which it’s based; apparently, the aero of the fabric roof is better than the coupe’s hard-top, meaning less need for downforce-generating bootlid addenda.

What about when you lower the roof?

BMW admits 22 seconds isn’t the fastest roof-down time – but you can do it on the move, if you keep below 25mph. 'We looked at a Z4-style arrangement, with no cover, but it was a bit too rough and ready,' says Rice. Unlike the roof itself which is thick and taut to reduce interference from the internal ‘skeleton’ bars. It's even available in black with silver weave. Looks better than it sounds.

It’s pretty blustery if you don’t fit the wind deflector, but with it in place, things are much more refined, and cosy too, courtesy of climate control that reprofiles roof-down. Things are gloomy roof-up (check out the thickness of the C-pillars) but, thanks to forward-set A-pillars, it's light and airy when motoring al fresco. Otherwise, the plain, quality 1-series dash is unchanged.

But is that £22k starter price decent value?

It's not too pricey compared with rivals, but do you really fancy a 2.0-litre petrol four-pot for that dosh? That'll be the best seller and the diesel models will do nicely, but BMW launched it in costly 125i guise, boasting a 218bhp 3.0-litre straight six with – luckily, given how a lack of fireworks at low revs demands you to spin it – an engine note to worship.

Aural treats rarely reach such highs for £26k, and almost never return 34.9mpg combined. The 135i Convertible certainly doesn’t; instead, it uses 306bhp to shoot from 0 to 62mph in 5.6sec. That’s only a third of a second down on an M3 V8 Convertible. For £31k, not £54k.

It’s the only rear-driver in its class. Has BMW’s suspension bias put my fillings at risk?

Far from it. The ride is deliciously supple, proving with aplomb that not all 1-series dampers have been injected with quick-set Polyfilla. What’s more, BMW forums the world over risk grinding to a halt with the news that runflats, far from detracting from the car, actually add to its repertoire. The lag-free steering response and accuracy their stiff sidewalls provide make the One an extremely biddable, fluidly predictable machine despite this newfound leniency over bumps. Dynamic, entertaining and compliant? Who’d have thought it? Only a willingness to fall into understeer on glassy Spanish roads nags.

It’s not burdened by scuttle shake, either. Mind you, it does weigh 1585kg – 120kg heavier than the coupe and the same, unbelievably, as a 5-series. And that scares us a little bit.

Verdict

The 1-series improves with every derivative, and this is probably the most satisfying of all. Not everyone likes it, we grant you, but it looks good to our eyes, particularly roof-down where the 1-series’ various cues, all defined by that shoulder line, finally merge to form a cohesive whole. Now we’re used to it, maybe it wasn’t a coincidence that the CS1 was a convertible…

In 125i guise it's very fast indeed, and the best car to drive in a class that includes the talented VW Eos, Volvo C70 and Audi A3 Cabriolet. A drop-top that hasn’t dropped the ball.

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BMW 330d M-Sport

BMW 330d M-Sport

How much?	£33,095
On sale in the UK:	Now
Engine:	2993cc turbodiesel 4-cyl, 231bhp @ 4000rpm, 368lb ft @ 1750rpm
Transmission:	Six-speed automatic, rear-wheel drive
Performance:	6.8secs 0-62mph, 155mph, 42.8mpg, 160g/km
How heavy / made of?	1610kg/steel
How big (length/width/height in mm)?	4520/1817/1421

Admit it, it’s an oil-burner in a sports jacket … why fool yourself?

Who said diesels can’t be nippy? You’ve not noticed a diesel’s won Le Mans? This 330d is an unashamedly rapid thing. With 231bhp it’s got more than enough whip in its tail - but it’s the huge amount of torque available that makes it so quick. Point-to-point across country, this baby can hustle… just as quick as the petrol 330 I’d wager, even though the 'd' cedes 41bhp.

How so?

Look at the numbers. The 330d’s 3.0-litre, six cylinder turbo creates 369lb ft at just 1750rpm, which is 133lb ft better than the more revvy petrol 330i. It’s only 15lb ft less than the M5! In the real world, that’s a great advantage.

What’s it like to drive?

The chunky torque works very well with the auto box. You can either cruise on Planet Relaxo, allowing the torque to waft you along, barely troubling the right-hand side of the rev counter. Or you can hustle, using the box’s kickdown. As with most Beemers, there’s a sporting cut to its trouser, with direct steering and taught handling. It’s highly chuckable. There’s a semi-auto mode too, where you can shift up or down manually if you really want to play. The stats say it gets to 60 in 6.8 seconds, and 50-75mph in five seconds. This is a diesel we’re talking about, remember…

What’s it like to own then?

As with any BMW you can option it to the hilt, but extras don’t come cheap. The car we drove had leather (£995), xenon headlights (£430), six-speed auto 'box (£1,635, highly popular on 330ds, apparently), Bluetooth phone kit (£535) and sun protection glass (£195). The xenons are incredible - if you do lots of night driving they are worth every penny. They project a beam far further down the road than standard lamps. And there’s an iPod jack as standard. The M-kit, complete with 18-inch wheels, low-profile tyres, bodykit and a more aggressive stance makes the 3-series shape a lot easier on the eye, too. All in all it’s a nice place to hang out in. The interior pictured is from a 335i M-Sport, but it's the same as the 330d M-Sport.

Anything you don’t like?

It’s not a 335d. For around £3k extra, it’s got to be worth a look, and with the extra we notched up on options it’s well within range. But the extras bill will hit the residual value, and those chunky tyres are expensive. One thing which is utterly pointless is BMW's starter button - you still need to put the weird key-that’s-not-a-key thing in to make it work, then push the button. Why? And for 36 grands-worth of car, they should give you a decent bloody stereo.

Verdict

The 330d M-Sport is a great car for anyone who wants something that’s fast and good-looking but needs four doors and a decent boot - people with young families, execs who travel a lot with colleagues or drivers who like their cars fast but anonymous. You’ll love the grunt and (relative) fuel economy … but like the Boxster owner who really wants the 911, you’ll lust after the 335d. It'll be even better though when it gets BMW's EfficientDynamics eco technology.

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BMW 635d

BMW 635d

How much?	£53,910
On sale in the UK:	Now
Engine:	2993cc 6-cyl, 282bhp @ 4400rpm, 428lb ft @ 1750rpm
Transmission:	Six-speed automatic, rear-wheel drive
Performance:	6.3secs 0-60mph, 155mph, 40.9mpg, 183g/km
How heavy / made of?	1725kg/steel
How big (length/width/height in mm)?	4820/1855/1374

A 635d? Hmm, potentially an interesting combo…

Indeed. Mating the excellent twin-turbo 3.0-litre diesel to BMW’s mildly-facelifted 6-Series Coupe and Cabriolet, creating (they say) the world’s first diesel GT 2+2, is something we’ve been anticipating with intrigue. The 282bhp unit has the same power as an ‘80s M 635 CSi, yet the 427lb ft of torque is over 10 percent up on the current M6. Oh, and it’s delivered between 1750 rather than 6100rpm. And 95 percent is yours at 1500rpm, too. As such, BMW promises near-instantaneous throttle response from the sequential turbo set-up, aided by a quick-fire auto (no semi-auto nonsense here). It’s also the world’s first 40.9mpg luxo-sports car.

You’ve sold me on the figures but, as a petrolhead, I’m still to be convinced…

Try this. Cruise at 60mph, then tweak the throttle. Just a tweak, that’s all. Feel that? Instant response, linear as you like, with shove like no other 6 in normal use. With 62mph taking 6.3 seconds, this is a fast car – but all that torque means it’s real-world fast. It makes a mockery of all the flurried downchanges you need in an M6, and yet the other failing fast diesels can suffer – runaway, uncontrollable surge – is also metered. It’s like a very powerful petrol turbo (with similar response), and pretty additive to boot. Other than at tickover and near 4,000rpm, it doesn’t even sound dieselly: the straight-six vocals are throbby, bassy and very smooth.

So the ‘DIESEL’ inscription on the fuel gauge doesn’t spoil the big coop, then?

If anything, it enhances it. The 6 has always been about brawn rather than Porsche-style delicacy; revving the petrol six has thus generally felt slightly disingenuous (though, courtesy of direct injection, a power boost to 272bhp means there may be slightly less need to do so now). The somewhat aloof and twirly steering of our Sport test car accentuated this, as did a leaden ride. No, the 635d encourages a classic, accurately measured ‘fast out’ style – don’t worry about the ‘slow in’ bit, such is the grip from the massive 19”s, but revel in how you can lean on the rear with a bold throttle input and surge towards the horizon like someone’s lit a fuse.

What else have they done to the 6?

The launch of the diesel coincides with a mild facelift, but you’ll have to look hard. Headlights now have 5-Series-style LED running lights, there are new bumpers front and rear and the controversial bootlid has been recontoured. You still look at it and think Ssangyong Rodius, though. Inside, the equally controversial iDrive has another software update for simplicity and style’s sake, and there are detail changes to the centre console, but the most obvious change is that new gearlever. Standard to all 635d, the ‘Sports’ automatic comes with steering wheel paddles too, and offers speedy changes of a perceptiveness almost unheard of from a conventional six-speeder – and that’s in standard mode, never mind Sport (which also makes the throttle and Servotronic steering action, err, sportier). Other tech such as night vision, steering-shaking lane departure warning and active cruise control complete the updates.

It all sounds like diesel’s where it’s at…

BMW certainly thinks so. From the circa-2700 6-Series they sell each year in the UK, the 635d is quickly going to take around 60 percent of volumes; not bad, given that it’s starting from zero. That BMW is first to this sector and is already claiming such numbers suggests that others will have to soon follow. How appealing would a Jaguar XK with the 2.7 V6 or 3.6 V8 diesels be? Or a Mercedes SL 320 CDI? A 4.2 V8 TDI Audi R8 wouldn’t be without merit, either. Shame none are here, yet…

Verdict

Diesel gives the 6-Series the focus it’s needed, and is both a quicker and more satisfying car than the M6 in the real world, if you don’t fancy giving Senna-qualifying-at-Monaco commitment levels. It sounds nice and barely clatters either, while snappy throttle response and linear delivery puts paid to those diesel downers, too. All this and 600 miles per tank? Suddenly the 6-Series seems a one-car range to us. And once BMW starts fitting its EfficientDynamics technology to six cylinder cars it'll be even better, too.

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BMW 123d Coupe M Sport

BMW 123d Coupe M Sport

How much?	£26,290
On sale in the UK:	Now
Engine:	1995cc 4-cyl twin-turbo diesel, 204bhp @ 4400rpm, 295lb ft @ 2000rpm
Transmission:	Six-speed manual, rear wheel drive
Performance:	7.0 sec 0-60mph, 142mpg, 54.3mpg, 128g/km CO2
How heavy / made of?	1495kg/steel
How big (length/width/height in mm)?	4360/1748/1408

You quite liked the 135i Coupe, didn’t you. But aren’t the bulk of sales going to be diesel?

You’re right – and until the 125i arrives next year, diesel is the dominant engine in the 1-Series Coupe range. How times change. The 120d boasts 177bhp (to think we thought a 1990s 325i, with 170bhp, was fast) but it’s the range-topper that’s the most interesting.

The 123d, benefiting from BMW’s sequential twin turbo technology already seen on the 535d, boosts this 2.0-litre four to 204bhp. That’s right – 100bhp per litre. That's a pretty exceptional achievement for petrol engines - but for a diesel to crack it is, well, quite something else.

That is quite amazing...

And there’s more. It has 295lb ft of torque at just 2000rpm - which matches the twin-turbo 135i - but unlike the petrol flagship which likes a bit of a drink, the 123d returns 54.3mpg on the combined cycle. Yes, 54.3mpg. And it emits just 138g/km of CO2. And will still shoot to 62mph in 7.0 seconds and push on to 148mph.

That's a simply remarkable set of stats to sit in the same paragraph as each other. Apparently, BMW’s engineers celebrated by turning the water they were drinking into wine. Lafite Rothschild 1947, no less.

But I've driven hot diesels before and they're either on or off. Fun at first bust then very frustrating...

That's the beauty of the twin-turbo technology. As you know, a small turbine handles the low-rev stuff for instant low-speed pick-up, while a larger blower takes over as the revs rise for top end punch.

This has two effects – one, throttle response is almost immediate, certainly not much tardier than the blown petrol. And two, it’s beautifully linear and controllable. Which means you can either enjoy rocket-like acceleration or gather speed in a more genteel fashion depending on how you treat the incredible precise throttle.

OK, so it’s nice to operate. But what’s it like to use everyday?

This is BMW’s latest-generation 2.0-litre diesel, which is significantly quieter and less clattery than its predecessor. Balancer shafts add smoothness, too. In practice, it’s surprisingly free-revving, makes a not completely unappealing noise and revs to its 5000rpm soft limiter with surprising keeness.

Plentiful torque at low revs and appreciable power over 3000rpm means gears are not essential and this powertrain proves that diesels can be genuinely athletic and engaging, with a throttle response devoid of that on-throttle pause many diesels suffer. The M Sport’s ride is on the firm side of firm, but the latest generation of runflat tyres mean it’s not sickeningly harsh and crashy anymore.

Doesn't a great big diesel engie over the nose sabotage the handling?

No, in a word. The 123d's diesel engine is lighter than the 135i's biturbo unit, and overall, the diesel car is lighter than the petrol (1495kg versus 1560kg) so the coupe's superb chassis balance is unaffacted. From behind its thick-rimmed steering wheel it feels remarkably similiar to the 135i.

The M Sport model we drove had the same precise but anaesthetised steering as the 135i, and the same propensity towards understeer when pushing hard. But turn off the traction control and all that torque can easily unsettle the chunky 245/35profile 18-inch rear tyres, allowing you to drive the Beemer on the throttle - or easily boot out the tail end for smoke sideways action if that's your thing...

Still not sure about that shape, though...

Well, it is interesting, true. On the road, it’s much less three-box saloon than it appears in images, and the bulge of the rear wheels is quite amusing – as is the way those front wheels look like they’re straining to overtake the rest of the car. The 1-Series makes much of playing with light, too. It’s a complex design that takes time to ‘read’, but it’s certainly growing on us.

Inside, the two-seat rear is tight, of course, but the shallow boot is actually 20 litres bigger than the hatch. We also like the low-slung seats and driver-centric cabin, even if some of the plastics are far too cheap in a car costing this much.

I keep coming back to that economy. How have they achieved it?

Well, hyper-advanced engine technology aside, don't forget that the 1-series coupe comes with BMW's hyped Efficient Dynamics set-up. Start-Stop is the most obvious of these, and it’s although it's initially amusing to have a performance car that turns itself off at the traffic lights, it soon becomes second nature.

Even more pleasing is how this rival-less coupe costs £24,855 (or £26,290 in M Sport form), which is a good chunk less than the 135i. When you consider that even a base-spec 320d SE Coupe costs over £28k, the 123d looks like a relative performance bargain.

Verdict

The 123d Coupe is a hugely compelling car. Sure, its compromised packaging, cost and like-it-hate-it looks will put off a number of potential buyers but we loved its peerless combination of performance, economy, dynamic engagement and refinment. It also brings together scalpel sharp technology in a very accessible and user-friendly package, with consumption and emission figures strong enough to tackle most hybrids. Its our 1-series of choice.

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