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BMW 118d Problems

Are you having problems with your BMW 118d? Let our team of motoring experts keep you up to date with all of the latest BMW 118d issues & faults. We have gathered all of the most frequently asked questions and problems relating to the BMW 118d in one spot to help you decide if it's a smart buy.

A dealer damaged my car

The damage was done by one of the dealers, not BMW itself, so you have to work out which dealer it was that did it and when it was done and then attempt to negotiate a settlement with that dealer.

If you have solid proof of who did it then perhaps take it to the consumer affairs people in NSW and ask for their help.

Used BMW 1 Series review: 2004-2015

The smallest vehicle in the BMW car range, the 1 Series uses sporty engines driving the rear wheels. Like everything else produced by the German auto maker it's aimed at those who enjoy driving, rather than people who treat it as a chore.

However rear-drive inevitably steals cabin and boot space, something that's more noticeable in the 1 Series than the larger models in the range. It's probably better to regard a 1 Series as a two-plus-two rather than a full four seater. There's good legroom in the front seats, but foot-width is restricted by the large gearbox housing. The back seats are fine for kids, but if you carry adults back there may have to be some juggling with front seat placement. The second generation 1 Series, launched in January 2011 is slightly larger than the original.

When introduced to Australia in October 2004 the BMW 1 Series came only as a five-door hatch. The tail treatment is almost wagon-like to add to boot volume. A two-door coupe and a soft-top convertible were introduced in May 2008. There was a major upgrade of the car in October 2011, with changes to styling inside and out, as well as new or heavily revised powertrains. A further refresh in January 2015 saw a facelift and tail-tuck, with interior revisions.

(In 2014 BMW renamed the sporty-ish looking 1 Series models the 2 Series. However, not all 2 Series are revised 1 Series as some of them share their underpinnings from the BMW Mini. Confused? That's not surprising...)

BMW 1 Series comes with a staggering choice of powerplants. There are three, four and six cylinder units ranging in capacity from 1.5 to 3.0 litres. Since the major makeover of the 1 Series range in January 2011 all have been turbocharged.

The twin-turbo petrol engine in the 135i is a superb unit, close to the BMW M3 in its performance.

BMW 1 Series M Coupe has even more power from its twin-turbo six than the standard turbo-petrol models, provides stunning acceleration.

BMW manuals are a joy to use, with slick changes through the well-chosen ratios.

Turbo-diesel engines became part of the BMW 1 Series lineup from May 2006. Though they provide excellent torque these earlier diesels missed out on the virtually instantaneous response provided by non-turbo petrol powerplants so some aren't keen on them. Try before you buy. From the 2011 models the turbo-diesels are noticeably better.

Manual gearboxes are five or six-speed units, with the six-speed being by far the more common. Unless you're stuck with heavy-duty commuting may we suggest going for the driving pleasure of the manual? BMW manuals are a joy to use, with slick changes through the well-chosen ratios. This is another benefit of the use or rear-wheel drive as the gearbox is close to the gearlever.

There was a six-speed automatic until the significant model upgrade of the 1 Series in October 2011 when an eight-speed auto was introduced in most models, though some diesels were still fitted with the old six-speeder.

BMW is long established in Australia and there are dealers in all metropolitan areas and in major country centres. In remote areas you may have trouble finding a dealer or a mechanic.

Ideally a BMW should be serviced and repaired by authorised dealer as these are complex machines with many electronic components. The dealer will connect the car to a computer located in Germany to get the diagnosis, as well as the latest information on any updates.

A 1 Series with a written service record will generally fetch a higher price on the used market. It's smart to keep up this record once you have bought a used Bimmer.

There are quite a few mechanics with formal BMW training but now working as independent specialists.

Insurance charges are high for a small car – but not too bad when you consider the complexity and the quality materials used in the BMW.

BMW has announced just announced that a refreshed 1 Series will be launched in Europe in July. Expect it in Australia towards the end of the year. Often when a new model is launched dealers are flooded with trade-ins and may have to sell them off at lower than usual prices to to stop their yards being crowded. No promises, though.

Hard driving can result in a big buildup of brake dust on the wheels. Smart sellers will clean this, not so bright ones may forget to get rid of the dust inside the backs of the wheels.

Uneven front tyre wear is another sign of hard driving, as are signs of wear part way down the sides of the tyres. The latter may even be caused by track work.

Signs of crash repairs such as mismatched paint, paint overspray and ripples in the panels could mean the little Bimmer's come into contact with something nasty.

The engine should start within moments. Preferably arrange to do this with the engine cold after an overnight stop.

During your test drive feel for any hesitation under acceleration and look for oily smoke from the exhaust when the engine is worked hard.

Make sure manual gearchanges are quiet and slick. Fast changes from third to second gears are usually the first to show problems.

Automatic changes should be all but unnoticed unless you're driving pretty hard. Check the manual override systems work correctly.

Cars aimed at sporty drivers may get driven harder than usual. Then again, many are only ever owned by those who want to look like sporty drivers...

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Audi RS Q3 or BMW 135i, which is more fun?

That's a rather subjective question that's almost impossible to answer. It also depends on what you call fun. Both would be fun to drive, but if I were to make the choice purely on the driving experience I would choose the BMW.

Used BMW 1 Series review: 2004-2011

The 1 Series gave aspiring owners a propeller badge but costs mount with the miles.

The blue-and-white spinner emblem of BMW has been one of the more desired badges on the Australian motoring landscape. With so many aspiring to own a BMW, the company expanded its model range so more could join the club.

The 3 Series, once the entry point, grew in size and the price increased so in 2004 out rolled the smaller, cheaper 1 Series, still packed with the features expected of a BMW.

Variants were numerous: practical hatches, sporty coupes and stylish convertibles powered by affordable four-cylinder petrol engines, economical diesels and sizzling sixes.

They all had the familiar and appealing dynamic style of the German brand with the bodies seemingly shrink-wrapped over the chassis. They looked fast standing still.

Engine options kicked off with a modest 1.6-litre, going up to more potent 1.8-litre and 2.0-litre fours, punchy 2.0 turbo diesels and on to a 3.0-litre turbo six.

Transmission choices were five and six-speed manual and six-speed automatic.

BMW's promise was a thrilling driving experience no matter the model, and the 1 Series was no different.

In common with BMWs of the time it was rear-wheel drive. Even the base four-cylinder models were sure-footed, agile and responsive, with the range-topping six-cylinder models providing the excitement.

One downside for some was the firm ride attributed to fitment of the run-flat tyres.

As with any brand BMW is not immune from problems and breakdowns, particularly as the kilometres climb, and the early 1 Series odometers are now showing high readings.

Intending buyers should invest the time and cash to have a specialist in the brand thoroughly check a car.

The promise of a thrilling driving experience means that some BMWs are driven hard. They are well able to cope with that style of driving but it's best to shop around for a well-cared-for example.

Look for oil leaks around the engine, they can cost quite a bit to repair. Check also for leaks from the radiator and cooling setup, as BMW's plastic fittings break down over time and can be costly to replace.

Listen for clunks in the suspension when applying the brakes, or going over bumps, as these signify worn bushes.

Expect relatively high brake wear and, post purchase, regular replacement of brake pads and disc rotors.

Servicing is advised by an indicator on the dash — make sure it's working correctly so you don't inadvertently miss services.

The service record preferably should show the work was done by someone familiar with the brand and its foibles.

It's worth befriending a BMW service specialist if you want to save on servicing and parts.

The run-flat tyres not only result in a firm ride that some people find uncomfortable but also are expensive to replace

Some owners fit conventional radials, which are more comfortable and more affordable. When they do they don't always fit a spare, so if you find a car with radials, check the boot for a fifth wheel.

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Used BMW 1 Series review: 2004-2015

All BMWs are aimed at those of us who love to drive, so the smallest vehicle in the range, the 1 Series uses sporty engines driving the rear wheels. Owners tell us that even heavy-duty commuting is more enjoyable than in other cars they tested before buying a 1 Series.

Rear-drive certainly gives the 1 Series excellent chassis balance and smile-to-the-face driving - but it steals cabin and boot. There's good legroom in the front seats, though foot-width is restricted by the large gearbox housing. However, it's probably better to regard a 1 series as a two-plus-two rather than a four seater. Two adults and a couple of small children in the the most you can expect to carry in real life.

The second generation 1 Series, launched in January 2011 is slightly larger than the original. Do a side-by-side comparison on interior space to see if it suits your needs, and budget.

When launched here in October 2004, BMW 1 Series came only as a five-door hatch. BMW 1 Series' styling in hatchback format gives it a tail end treatment that's almost wagon like. A two-door coupe and a soft-top convertible were introduced in May 2008.

BMW 1 Series comes with a staggering choice of powerplants. In petrol format these range from 1.6-litre and four cylinders all the way to 3.0 litres with six cylinders. Some of the sixes have twin turbochargers, others don't have a blower.

The twin-turbo petrol engine in the 135i is a superb unit, close to the BMW M3 in its performance.

BMW 1 Series M Coupe has even more power from its twin-turbo six than the standard turbo-petrol models, provides stunning acceleration. We feel it should have been called the M1 to join the M3 and M5 in the high-performance lineup. However, the M1 tag was used on a BMW supercar model in the late 1970s and the company chose not to reuse it.

Turbo-diesel engines became part of the BMW 1 Series lineup from May 2006. Though this seemed odd to Australian buyers at the time it was soon recognised that the grunt of the modern BMW diesels is great. However, they miss out on the virtually instantaneous response provided by non-turbo petrol powerplants so some aren't keen on them. Try before you buy.

Manual gearboxes are five or six-speed manual, with the six-speeder being by far the more common. BMW manual gearboxes are a joy to use, with slick changes through the well-chosen ratios. This is another benefit of the use or rear-wheel drive as the gearbox is close to the gearlever.

Unless you're stuck with heavy-duty commuting on a daily basis may we suggest going for the driving pleasure of the manual?

There was a six-speed automatic until October 2011 when an eight-speed auto was introduced in most models, though some diesels were still fitted with the old six-speeder.

Ideally a BMW should be serviced and repaired by an authorised dealer as these are cars with complex electronic components. The dealer will connect the car to a computer to assist in fault diagnosis, even connecting to the big computer in head office in Germany when required.

BMW is long established in Australia and there are dealers in all metropolitan areas and in major country centres. If you do travel into semi-remote areas you may have trouble finding either a dealer or a mechanic experienced on the marque.

A 1 Series with a written service record stretching back to day one will generally fetch a higher price on the used market. Smart buyers of second-hand models will keep up this record ad infinitum.

There are some mechanics with formal BMW training who now operate as independent specialists. They generally have a high reputation. Ask around in your local area.

Insurance charges are high for a small car – but not too bad when you consider the complexity and quality of the BMW's body.

Interestingly, BMW has finally admitted that front-drive is the way to go in small cars and new 2 Series models have just this feature. BMW's experience with this type of driveline has built up substantially since taking control of the new Mini range. The 2 Series is still relatively rare on the used-car market, but we will cover it in a year or two.

Signs of crash repairs such as mismatched paint, paint overspray and ripples in the panels could mean the car's had a hard life.

A magnet will tell you if the material under the repaired area is metal – or plastic filler used as a cheap alternative.

Hard driving can result in big buildups of brake dust near the calipers. Smart sellers will clear this away, not so bright ones may only clear the dust from easy areas, but forget to get rid of the dust inside the backs of the wheels.

Uneven front tyre wear is another sign of hard driving, as are signs of wear a long way down the sides of the tyres.

Engine should start within moments of turning the key. Preferably arrange to do this with the engine cold after an overnight stop.

During your test drive feel for any hesitation under acceleration and look for oily smoke from the exhaust when the engine is worked hard.

Make sure manual gearchanges are quiet and slick. Fast changes from third to second gears are usually the first to show problems.

Automatic changes should be all but unnoticed unless you're driving pretty hard. Check the manual override systems work correctly.

Read the article
Used BMW 1 Series review: 2004-2011

The 3-Series had long been the route most baby beemers took to join the BMW club, but over time it had grown in size and cost, to the point that it was out of reach of many prospective buyers.

It was only natural then that BMW would build a smaller model that slipped into the range under the 3-Series, one that was more affordable.

As the owner of the Mini it could have rebodied the Mini's front-wheel drive platform and slapped a blue and white spinner badge on the bonnet and hailed it as a funky new addition to its range, but it didn't. Instead it stayed true to its heritage and built a new rear-wheel drive small car.

The driving experience is one of the key promises in the BMW brand pitch and rear-wheel drive is key to delivering on that promise, so building the 1-Series as a rear-driver was a no-brainer.

Like all BMW offerings there was something for everyone in the 1-Series. It came as a practical and affordable five-door hatch, a slinky two-door coupe and a cool convertible.

If rear-wheel drive is an important part of the BMW appeal, so too is the engine. The German carmaker is famous for its smooth, free-revving engines, particularly the six-cylinder engines it offers.

The 1-Series handled with assurance

Like all models in the BMW range there was an almost bewildering choice of engines in the 1-Series. They ranged from a modest 1.6-litre four-cylinder engine, to economical turbo-diesels and silky smooth sixes, and on to thundering turbocharged sixes.

There was a choice of manual or automatic transmissions, which all shifted smoothly and were well matched to the engines they served.

With a wheel at each corner the 1-Series handled with assurance, it responded well to the driver's inputs whether at the wheel or the gas pedal, and was an exhilarating drive, as you would expect from a BMW.

The engines were smooth and capable of delivering decent economy if light-pedalled, or a thrilling ride if you weren't so concerned about the consumption.

Inside the 1-Series hatch, the front seat occupants had reasonable room, but those in the back were somewhat cramped. The rear seat in the coupe and convertible were particularly tight.

With run-flat tyres fitted there was no spare provided, which made the boot a good size.

Being a prestige model there was a long list of features you could choose from to make your 1-Series into whatever you wanted it to be.

Owning a BMW is about two things, the driving experience and the badge credibility. Rarely do they disappoint on those fronts.

Anyone who cares about driving can't help but be thrilled by the delightfully smooth engines and the responsive chassis, the combination of which make time on a winding road rewarding.

Unfortunately for some the driving experience is soured by the ownership experience as problems strike with a frustrating regularity as the kays climb.

Anyone contemplating buying a high mileage used BMW, that's one that has done in excess of 100,000km or so should think carefully before diving in.

BMW engines and gearboxes are generally robust and give little trouble, but some other components can have you stopping off at your mechanic's on an all too regular basis.

The logic of using plastics for engine fittings, radiators, pulleys etc. that are exposed to heat, as BMW does, is questionable. It's fine for anyone intending to own their car for a short time only and pass it on with relatively low mileage on the clock, but anyone intending to keep it for any length of time should be warned that they will ultimately have trouble.

As the kays climb expect to have to replace the radiator, the various engine fittings, pulleys, water pumps.

Also expect to have to replace brakes, discs and pads, relatively regularly.

A mechanic who knows the brand and what goes wrong with them well is important

Add to that the cost of replacing the run-flat tyres and you've staring at a potentially expensive ownership experience over the long term.

The key is to buy low-kay BMWs and have them checked by a BMW specialist mechanic before you sign up.

With the cost of BMW parts and servicing having a tame mechanic on side is also important. A mechanic who knows the brand and what goes wrong with them well is important. They should also be able to source more affordable parts should things go wrong.

Always make sure your chosen car has been well serviced.

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Used BMW 1 Series review: 2004-2014

It goes without saying that all BMWs are aimed at those keen people who like to drive, so the little 1 Series uses sporty engines combined with rear-wheel drive to help make even the most boring of commuting a good experience.

A drawback of rear-drive is that it steals space from inside the car and the load area. This is exacerbated in the 1 Series by a stretched engine bay to fit straight-six engines. There's good legroom in the front seats, though foot-width is restricted by the gearbox housing. There's not a lot of space in the back unless the front occupants are willing to compromise on legroom.

BMW has finally admitted that front-drive is the way to go in small cars and is in the throes of designing one. But onto the existing 1 Series models and their suitability as used cars.

When launched here in October 2004, BMW 1 Series came only as a five-door hatch. BMW 1 Series' styling in hatchback format gives it a tail end treatment that's almost wagon like. While the boot is relatively shallow due to the differential being under it, there's reasonable overall volume.

A smart two-door coupe and a pretty little soft-top convertible were added to the range four years later, in May 2008. The coupe and convertible aren't as useful in their luggage spaces as the five-door hatch, but that's hardly unusual in the sporty market.

BMW 1 Series comes with a staggering choice of powerplants. In petrol format these range from 1.6-litre and four cylinders all the way to 3.0 litres with six cylinders. Some of the sixes have twin turbochargers, others don't have a blower at all.

Most of these small BMWs are powered by a four-cylinder 2.0-litre engine. Even the so-called 118i has a 2.0-litre capacity, though others actually do displace 2.0 litres. To further add to the confusion, the 125i engine actually has a displacement of 3.0 litres (it's the six-cylinder unit without turbochargers).

An impressive 2.0-litre turbo-diesel engine became part of the lineup, in BMW 120d format, from May 2006. The grunt of the modern BMW diesels is great, but they miss out on the virtually instantaneous throttle response provided by non-turbo powerplants so many drivers aren't keen on them.

Improbably as it would have seemed a decade back, the 2.0-litre turbo-diesel is even used in BMW 1 Series coupes and convertibles. It is tuned for greater power, so has the title of 123d, rather than 120d. (There's not a lot of logic in BMW's nomenclature these days, other than that the bigger the number the more kilowatts it generates.)

The twin-turbo engine is a superb unit and takes the 300 horsepower, 224 kilowatt BMW 135i to close to the famed BMW M3 in its performance.

BMW 1 Series M Coupe has even more power from its twin-turbo six than the standard turbo-petrol models, provides stunning acceleration. We feel it should have been called the M1 to join the M3 and M5 in the high-performance lineup. However, the M1 tag was used on a BMW supercar model in the late 1970s and the company chose not to reuse it.

Transmission choices are generally six-speed manual or six-speed automatic. Some of the smaller-engined, lower cost models were sold with a five-speed manual in their early days.

BMW manual gearboxes are a joy to use, with slick changes through the well-chosen ratios. This is another benefit of the use or rear-wheel drive as the gearbox is close to the gearlever. Unless you're stuck with heavy-duty commuting on a daily basis may we suggest going for the driving pleasure of the manual?

Ideally a BMW should be serviced and repaired by an authorised dealer as these are complex cars with a plethora of electronic components. The dealer will connect the car to a computer to assist in fault diagnosis, even referring it back to a big computer in head office in Germany if necessary.

There are some mechanics with formal BMW training and who now operate as independent specialists. They generally have a high reputation.

BMW is long established in Australia and there are established dealers in all metropolitan areas and in major country centres. However, if you do travel into semi-remote areas you may have trouble finding either a dealer or a mechanic experienced on the marque.

A 1 Series with a written service record stretching back to day one will generally fetch a higher price on the used market. Smart buyers of second-hand models will keep up this record ad infinitum. Insurance charges are high for a small car – but not too bad when you consider the complexity and quality of the BMW's body and the need to get it back to near-new condition during body repairs.

Many 1 Series live in suburban areas so may have had the odd minor bingle or two. Look for signs of crash repairs such as mismatched paint, paint overspray and ripples in the panels. A magnet will tell you if the material under the repaired area is metal – or plastic filler that has been used as a cheap alternative.

Hard driving can result in big buildups of brake dust near the calipers. Smart sellers will clear this away, not so bright ones may only clear the dust from easy areas, but forget to get rid of the dust inside the backs of the wheels.

Uneven front tyre wear is another sign of hard driving, as are signs of wear a long way down the sides of the tyres.

Engine repairs can be expensive so make sure they start within moments of turning the key. Preferably arrange to do this with the engine stone cold after an overnight stop. In fact, insist on the latter when you start to get serious about buying the car.

During your test drive feel for any hesitation under acceleration and look for oily smoke from the exhaust when the engine is worked hard.

Make sure manual gearchanges are quiet and slick. Fast changes from third to second gears are usually the first to show problems.

Not all high-performance cars get driven with any real vigour, but the percentage of BMW that do get driven hard and fast is higher than in most marques.

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Used BMW 135i review: 2008-2012

Graham Smith road tests and reviews the 2008 - 2012 BMW 135i as a used buy.

NEW

BMW has always been at its best when building cars with a sporty edge, and it was true to form with the 135i. The compact 135i was a two-door coupe based on the rear-wheel drive 1 Series platform. While not sporty its lines were still sleek and purposeful, its panels were tightly wrapped around the big alloy wheels at each corner, and the BMW kidney grille was featured at the front.

The great news was under the bonnet in the form of BMW's thundering twin-turbocharged 3.0-litre straight six-cylinder engine. When running at its peak it put out 225kW and an earth-moving 400Nm, with the maximum torque on tap from 1500 to 5000 rpm.

BMW has long been renowned for its straight six-cylinder engines and the 3.0-litre turbo unit in the 135i was a gem. It pulled like a train and there were none of the vices sometimes associated with a turbocharged engine. With all that available under your right foot, it was possible to urge the 1485kg coupe from zero to 100km/h in a touch over five seconds. The 135i coupe was clearly no slouch.

Even with that scintillating performance the 135i could be an economical cruiser, with BMW claiming it would do 9.6L/100km on a combined cycle. The transmission options were a 6-speed sports auto and a 6-speed manual, with an electronic diff lock to keep a check on the final drive.

On the road the 135i was agile and responsive. It could change direction quickly and with impressive precision. One of the few things deserving of criticism was the ride quality, which was firm thanks to the sporting suspension and the run-flat tyres it was fitted with. The cabin was stylish and comfortable, front seat passengers had plenty of headroom, the rear was a trifle cramped. Beyond the cabin the boot space wasn't great, even through there was no spare wheel.

NOW

The neat thing about buying a used prestige car is that you can usually pick them up for a mere fraction of their original new price. That's certainly the case with the 135i where you can own a 2008 model for about half as much as the original owner would have paid for it new.

While that seems a great deal you do have to keep in mind that a 2008 135i is now six years old and will have done upwards of 100,000km. That's not a lot of kays, but it is enough to issue a word of caution to anyone looking to buy one.

BMWs are basically solid and reliable, they rarely develop any squeaks or creaks in the body until quite high kays, so you could expect to find a tight and quiet car at the sort of kays an average 135i will have done. If there are creaks, rattles, or creaks take a good look at the bodywork; you might suspect that the car has been involved in a crash.

Servicing can be expensive, so too can the parts when needed for repairs. It's a good idea to cosy up to a mechanic with BMW experience. They are not only on top of the servicing and repairs of the cars; they are usually able to source more affordable parts. Check for a service record to make sure your chosen car has been properly maintained. The 135i is a high performance car, so look for signs your car has been thrashed, if you suspect it has walk away.

SMITHY SAYS

If you like a fast and furious ride, consider the 135i. With its great engine and brilliant chassis, it's awesome.

BMW 135i - 2008-2012
Price new: $75,195
Engine: 3.0-litre twin-turbo six-cyl, 225 kW/400 Nm
Transmission: 6-speed manual, 6-speed auto, RWD
Economy: 9.6L/100km
Body: 2-door coupe
Variants: 135i
Safety: 5-star ANCAP

 

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Used BMW 1 Series review: 2004-2010

The 3-Series was once the model that opened the bidding for the BMW brand. It was the model you bought if you sought the prestige that comes from driving a well-respected European brand on a budget, but as the 3-Series grew in size, equipment and refinement it became more aspirational and less affordable.

NEW

BMW thus needed a new entry-level model below the 3-Series and that was the 1-Series the company unveiled in 2004. It was still a prestige model that fitted into the small car class at the top end, but it was a more affordable model for those for whom the 3-Series was now out of reach.

Within the 1-Series range was a host of models, from economical hatches and frugal diesels to sexy convertibles and sporty coupes. There was a range of four-cylinder engines ranging from a modest 1.6-litre to a free revving 2.0-litre that was the pick of the bunch for most people.

For more zip you could opt for a six-cylinder engine and BMW offered two: a 3.0-litre and a more powerful twin-turbocharged 3.0-litre for those who wanted the ultimate in performance. On top of that there was the choice of a couple of diesels for those who wanted to stretch the interval between visits to the service station and who appreciated the strong mid-range performance a diesel offers.

Like all BMWs the 1-Series chassis was well balanced, sure-footed and agile on the road, and being rear-wheel drive it had an engagement others struggled to match. The ride was firm, accentuated in some models by the use of run-flat tyres. The appeal of the 1-Series is that it looks like a BMW from all angles, and one of the good things about the brand if you value badge prestige is that their cars are always readily identified as being BMWs.

The 1-Series shape is attractive, the lines well developed and there's the familiar kidney shaped grille. It all spells BMW. The cabin was a bit of a squeeze, particularly in the rear and the boot wasn't the biggest going around. But all models were well equipped, as you would expect for a premium model.

NOW

The 1-Series is a solid all round performer with good build quality, but that doesn't mean a trouble-free run is guaranteed. BMWs do breakdown, like any car, but when they do you can expect to pay more for the repairs and the parts, particularly when you have the work done by a factory BMW dealer.

It's strongly recommended that you have your BMW serviced by an independent mechanic who knows the brand intimately and has a source of more affordable parts. Smart mechanics are now buying parts overseas at prices we can only dream of here, and they're genuine factory parts.

Servicing is vital for your car's good health; regular oil changes keep the engine ticking over sweetly. Failing to change the oil will eventually lead to a major rebuild after the oil galleries have become clogged with sludge and no longer allow the oil to get to the parts of the engine it's needed. Check the service record carefully to make sure all has been done according to the book, even when someone other than a BMW dealer has done it.

Over time the plastic fittings BMW uses in the engine bay become brittle and break up. Once one goes they might as well all be replaced because they will all go and it's cheaper to do them all at the same time than do them one at a time as they fail. Look for oil leaks, listen and feel for sloppy suspension bushes, and expect faster brake wear, pads and discs, than on other cars.

Some owners of cars fitted with run-fat tyres were so appalled at the ride that they swapped the rubber for regular tyres. The cars with run-flats never had spares in the boot, just a repair kit, so if your car was originally fitted with run-flats and now has conventional tyres check for a spare.

BMW recalled the 1-Series to fix an electrical connection with a battery cable that could affect the operation of the door locks and prevent the car from starting. In extreme cases the engine may stall and lose power steering.

SMITHY SAYS

Has the badge, but hard ride, modest performance and tight cabin make it a compromise.

BMW 1-Series 2004-2010

Price new: $34,900-$62,000
Engine: 1.6-litre 4-cylinder, 85 kW/150 Nm; 2.0-litre 4-cylinder, 95 kW/180 Nm; 2.0-litre 4-cyinder, 110 kW/200 Nm; 2.0-litre 4-cylinder turbo-diesel, 105 kW/300 Nm; 2.0-litre 4-cylinder turbo-diesel, 115 kW/330 Nm; 3.0-litre 6-cylinder, 160 kW/270 Nm; 3.0-litre 6-cylinder, 195 kW/315 Nm; 3.0-litre 6-cylinder turbo, 225 kW/400 Nm.
Transmission: 6-speed auto, 6-speed manual, RWD
Economy: 7.3 L/100 km (1.8), 7.9 L/100 km (2.0), 9.2 L/100 km (3.0), 6.6 L/100 km (2.0TD), 8.7 L/100 km (3.0), 9.6 L/100 km (3.0TT)
Body: 5-door hatch, 2-door coupe, 2-door convertible
Safety: 5-star ANCAP

 

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Used BMW 1 Series review: 2004-2012

Even in its smallest model, the 1 Series, BMW has stuck to its guns in providing pure driving pleasure. Witness the use of rear-wheel drive to provide the sort of chassis balance that keen drivers just love.

The downside of RWD is that there isn’t a lot of room inside a BMW 1 Series because of the long engine bay needed to house straight-six engines, space for a driveshaft under the floor, and a differential under the back floor.  Having said that, the cabin has good legroom in the front seats, though some may find foot-width is restricted.

There's not a lot of passenger space in the back unless the front occupants are willing and able to give up a fair bit of their legroom. By the way, BMW does sell a front-wheel-drive car – it’s called the Mini. However, it’s not exactly spacious in the back seat either.

When launched in Australia in October 2004, BMW 1 Series came only as a five-door hatch. A smart two-door coupe and a pretty little soft-top convertible were added to the range in May 2008. BMW 1 Series’ styling in hatchback format gives it a tail end treatment that's almost wagon like. So while the boot is relatively shallow due to the aforementioned differential being under it, there reasonable overall volume.

Most of these small BMWs are powered by a four-cylinder 2.0-litre engine.

The coupe and convertible aren’t as useful in their luggage spaces as the five-door hatch, but that’s hardly unusual in the sporty market. As always, try for yourself to see how the brilliant baby Bimmer meets your individual needs in people / luggage carrying.

BMW 1 Series comes with a staggering choice of powerplants. In petrol format, these range from 1.6-litre and four cylinders all the way to 3.0 litres with six cylinders. Some of the sixes have twin turbochargers, others don’t have a blower at all. The twin-turbo engine is a superb unit and takes the 300 horsepower, 224 kilowatt BMW 135i to close to the famed BMW M3 in its performance.

The 1 Series M Coupe, with even more power from its twin-turbo six than the standard turbo-petrol models, provides excellent performance and many are saying it could have been called the M1 to join the M3 and M5 in the high-performance lineup. However, the M1 tag was used on a BMW supercar model in the late 1970s and the company chose not to use it for the new hot coupe.

Most of these small BMWs are powered by a four-cylinder 2.0-litre engine. Even the so-called 118i has a 2.0-litre capacity, though others actually do displace 2.0 litres. To further add to the confusion, the 125i engine actually has a displacement of 3.0 litres (it's the six-cylinder unit without turbochargers).

Transmission choices are generally six-speed manual or six-speed automatic.

An impressive 2.0-litre turbo-diesel engine became part of the lineup, in BMW 120d format, from May 2006. The grunt of the modern BMW diesels is great, but they miss out on the virtually instantaneous throttle response provided by non-turbo powerplants so many drivers aren’t keen on them.

Improbably as it would have seemed a decade back, the 2.0-litre turbo-diesel is even used in BMW 1 Series coupes and convertibles. It is tuned for greater power, so has the title of 123d, rather than 120d. Transmission choices are generally six-speed manual or six-speed automatic. Some of the smaller-engined, lower cost models were sold with a five-speed manual in their early days.

BMW manual gearboxes are a joy to use, with slick changes through the well-chosen ratios. This is another benefit of the use or rear-wheel drive as the gearbox is close to the lever, not way out near one of the front wheels as in a front-drive car. Unless you do a lot of hard commuting we suggest the pleasure of the manual should be yours.

BMW is long established in Australia and there are dealers in all metropolitan areas, as well as in major country centres. However, if you do travel into semi-remote areas you may have trouble finding either a dealer or a mechanic experienced on the marque.

Ideally a BMW should be serviced and repaired by an authorised dealer as these are complex cars with a lot of electronic components. The car can be connected to a computer to assist in fault diagnosis. There are some mechanics with formal BMW training and who now operate as independent specialists. They generally have a high reputation.

A 1 Series with a written service record stretching back to day one will generally fetch a higher price on the used market. Smart buyers of second-hand models will keep up this record ad infinitum. Insurance charges are high for a small car – but not too bad when you consider the complexity and quality of the BMW's body and the fact that you're buying an image machine, not simply a car.

WHAT TO LOOK FOR

Check the back seat and boot trim in case some large items (such as people!) have been squeezed into a space that wasn’t adequate for them. Many 1 Series live in suburban areas so could have had the odd bump or scratch. Look for signs of crash repairs such as mismatched paint, paint overspray and ripples in the panels.

A magnet will tell you if the material under the repaired area is metal – or plastic filler that has been inserted to try and fool the innocent. Engine repairs can be expensive so make sure they start within moments of turning the key. Preferably arrange to do this with the engine stone cold after an overnight stop.

During your test drive feel for any hesitation under acceleration and look for oily smoke from the exhaust when the engine is worked hard. Make sure manual gearchanges are quiet and ultra-smooth. Fast changes from third to second gears are usually the first to show problems.

CAR BUYING TIP

Cars designed to be driven hard and fast seldom are. Don’t we live in a strange world? So if you do come across one that’s been driven the way its makers intended it may be best to look elsewhere.

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