BMW 125i Reviews

We turn the spotlight on the car world's newest and brightest stars as we ask the questions to which you want the answers. But there's only one question that really needs answering -- would you buy one?What is it?The is the 1-Series you'd have if you couldn't run to the six cylinder 135i. It's a classy, quick five door hatch.How much?The price is $49,500 for the 125i with M-Sport package that includes eight speed auto transmission and premium satnav. It's right on the money with competitors.What are competitors?Plenty of new (front drive) cars coming through including the Benz A250, Audi A3, Volvo V40.What's under the bonnet?It's a petrol four cylinder with variable valve timing both side as well as variable valve lift, twin scroll turbo and direct fuel injection. Power is 160kW with 310Nm of torque. Drive is to the rear wheels.How does it go?Zot. Quick no matter how you look at it, this is a quick little device with zip off the mark and strong pull right through to engine redline. Great dynamics too, sporty and comfortable, excellent steering with variable sport steer system, strong brakes.Is it economical?OK at around the 7.0 mark, better if you're careful on at least 95 RON petrol.Is it green?Fairly, Has auto stop/start, EcoPro drive mode and other techy stuff.Is it safe?Five starsIs it comfortable?Well featured with Bluetooth phone and audio, leather sports seats, dual zone climate,voice control, on board computer, rain sensor, keyless entry and ignition. Seats for four adults and some luggage.What's it like to drive?Sharp. Enthusiast drivers will like this one. The wheel feels good in your hands and there are plenty of choices to customise the drive feel. The eight speed auto is superb and comes with paddle shift and multiple modes.We had to continually remind ourselves we were in a 1-Series and not a 3-Series. It has a sporty feel to the dynamics, excellent steering thanks to the variable sport steering system, strong brakes and even sounds pretty good.Is it value for money?You'd have to have it on the short list. Feels like a 3-Series from behind the wheel, Goes like a sports sedan in a straight line and around corners.Would we buy one?Maybe. Not really fans of the new 1-Series styling particularly the frontal treatment. But it's great to drive and has plenty of kit spoiled a tad by the cost of options and packages. It is after all a small five door hatch, albeit, a supremely safe and well built one.BMW 125i M-SportPrice: from $49,500Warranty: 3 years/unlimited kmService Interval: 12 months/15,000kmSafety: 6 airbags, ABS with EDB, TC, ESCCrash rating: Five starsEngine: 2.0-litre turbo four-cylinder, 160kW/310NmTransmission: 6-speed manual, 8-speed automatic, rear-wheel driveBody: 4324mm (L), 1765mm (W), 1421mm (H), 2690mm (WB)Thirst: 6.6/100km, 154g/km Co2

Stepping down from a $240,000 car into a $40,000 one takes some discipline. Of course it's not going to be as good, not by any stretch of the imagination. But you know what? BMW's little 116i hatch ain't half bad either. VALUE Launched in 2011 the 116i is priced from $37,300. The only option fitted to our test

The $50,000 question. Neither BMW nor Benz has played here. Neither has had a properly hot hatch that could be got on road under the ludicrous luxury car tax without undue deprivation of luxury.These turbo Teutons start at -- or not much above -- the norm for a European quick compact such as RenaultSport's Megane or Volkswagen's Scirocco. Indeed the entry Mercedes-Benz A-Class and BMW 1 Series variants have never been cheaper. It's at $50,000, however, they warm up. Benz's A250 Sport is the range topper until September when the A45 AMG arrives to take on the BMW's 135i. The 250's true rival is the 125i.VALUEUnadorned, both cars start just shy of $50K. Optioned to the extent of our test cars they're just shy of 60. The 125i's $46,100 starting price is illusory. Manual sales are next to zero and BMW want all of $3077 for its eight-speed auto.That's $49,117 to the auto-standard Benz's $49,900. The latter includes bi-xenon headlamps, reverse camera, parking assist software and a panoramic sunroof. For these, the 125i buyer drops $4000.  Both gouge for metallic paint. It’s $1308 on the BMW, $1190 on the Benz.As driven, the Bimmer is $58,116 -- the balance of that sum reached with the sunroof ($2246); sat-nav system ($1385) and the M Sports kits which includes taut suspension, 18-inch wheels and negligible visual adornment ($5385).Our Benz is $59,060 before charges, the cool red-cut leather upholstery and lurid seatbelts being standard. The "COMAND" pack with eye level screen and multi media set up including voice control and digital radio is $2990.An AMG Exclusive pack which brings real visual lustre adds $2490 with the same sum again for the Driver Assist kit's array safety warnings. You're getting into a fully equipped, fast and fun prestige cars for well under the starting point of an interesting 3 Series or C-Class.TECHNOLOGYIndeed, in terms of sophistication these little luxury cars lose little except space to a full-size 5 Series or E-Class. Both engines are 2.0-litre four-cylinder turbo with direct fuel injection. BMW uses an eight-speed torque converter (i.e.: conventional) automatic to transmit 160kW and 310Nm to the rear wheels. With all of the latter turning up from about 1300 revs, the 125i returns 6.2L/100km and 0-100km/h time of 6.4 seconds.The Benz's auto is of the twin clutch type (strictly speaking an automated manual, much like Volkswagen's DSG) with seven ratios to pluck its 155kW/350Nm for the figure of 6.6-litres in juice use and 6.6 seconds in the sprint. Drive goes to the front wheels.DESIGNNext to the lustrous 'look-at-moi' Benz, the BMW is a sombre Mormon. The barely discernible sports kit does nothing to lift it. Even the five-spoke 18-inch alloys somehow look undersized in a construct that remains visually and functionally awkward in its second generation.Unremarkable without, underdone within. This interior is worth 30 grand, not the double charged. BMW's much-vaunted dynamic advantage of rear-wheel-drive is a design dead end in a small hatch, the transmission tunnel rendering useless the centre rear seat. The other back pews are intolerable for anyone over average height. Not for nothing is this to be the last rear-drive 1 Series.By polar, shining contrast the Benz's cockpit could be that of a $150K sports car. It's one of the interiors of the decade to date, an outstanding interface of function and cool; sophisticated yet simple. In exterior terms there's hasn't been a more striking five door hatch. Each time you approach it will gladden your heart.SAFETYStaggering levels of front end grip and neutral handling are the best means of ensuring you never trigger the Benz's nine airbags. So it is with the BMW's intuitive and progressive driving character. Naturally both cars have the maximum crash rating.Unfortunately both have run flat tyres without a spare. The Merc has a proper colour reversing camera to the 125's dated colour coded proximity graphic. Only the former leaves no doubt as to when a child strays into your path. The BMW also lacks the Benz's digital speedo and blind spot warning lights.DRIVINGHere the 125i regains ground. With the crown of the 3 Series slipping, this has become the brand's default driver's car.Yet the expensive sport suspension is crucial to its full enjoyment, disciplining the ride without making it impossible as have previous combinations of M Sport and runflats. It's a tasty engine, one from which this intuitive transmission gets the best whether urban grinding or dashing from apex to apex.In Comfort mode, but particularly Sport, delivery is hot, strong and smooth in a way the Merc's twin clutch auto is not. That not the fact power goes to the nose is the Benz's shortcoming. In Eco mode it climbs the gears as rapidly as revs allow. In Sport it holds gears interminably. Manual selections made through the shifting paddles are too readily refused. It can be irritating.The ideal setting would be somewhere between Eco and Sport. So it is with the forthcoming CLA. We bet someone in Stuttgart is tweaking the software even now.It's almost a matter of indifference that front wheels have to steer and drive. The Benz is supremely sorted. The DNA of the AMG tuning arm is felt everywhere, not least through the tiller. If the ever terse ride is too a high a price to pay for body control of this order, try the cheaper A200.That said, the BMW's unadulterated steering feel — light at low speed, firm when needed — is delicious. Such trueness of feel made BMW's rep and the hardcore will consider this worth the compromises the 125i otherwise entails. But they will be alone.Mercedes-Benz A250 Sport4.5/5 starsPrice: From $49,900Engine: 2.0-litre 4-cyl turbo petrol; 155kW/350NmTransmission: 7-speed twin clutch auto; FWDThirst: 6.6L/100kmBMW 125i Auto3.5/5 starsPrice: From $49,177Engine: 2.0-litre 4-cyl turbo petrol; 160kW/310NmTransmission: 8-speed auto; RWDThirst: 6.2L/100km

Tradition goes out the window in terms of the BMW 125i five-door hatch. It looks and drives like a Beemer but if buyers can restrain themselves on the options list it doesn't cost prestige prices.And it goes harder than a Golf GTI while using less fuel. I'd pay the $5000 premium over the VW just for the look on the "hot-hatch" drivers' dials as the regular BMW takes them down.VALUEPrestige carmakers are pushing hard on the top-end of the mainstream market. The 125i starts at $45,700 for the six-speed manual. That's just $100 dearer than the comparable Audi A3 - and Mercedes is about to join the fray with the A-Class. Talk about spoiled for choice. In the case of the BMW standard equipment includes rear parking sensors, auto lights and wipers, fog lights, dual-zone air conditioning and Bluetooth connectivity. The eight-speed automatic adds $3077.TECHNOLOGYAdaptive cruise control is the headline act here. Autonomous emergency-braking systems are the next big thing in vehicle safety and the BMW will auto-brake if the driver doesn't detect the car ahead slowing down. The auto stop/start system in the manual relies on the driver flicking the shifter into neutral and the engine restarts as the clutch is depressed.The engine itself is a turbocharged 2.0-litre that uses an official 6.6 litres/100km, or 6.4 litres for the auto. In both cases it's dependent on drivers leaving the "Driving Experience Control" switch in Eco-Pro mode. Go for Sport and fuel economy rises on a p ar with the throttle response.DESIGNThe only compromise the 1 Series hatch makes to its BMW heritage is the departure with the signature ribbed tail-lights. The side view is still demonstrably Beemer - and no one is going to mistake the kidney grille, even if it does look squashed relative to the 1 Series sedan or 3 Series models.Nitpickers will notice the plastics aren't as plush as they are on the dearer BMWs but for someone new to the brand, it's still a classy seat at the prestige table. Back seat space isn't limo-like but few 1 Series buyers are going to be chauffeuring captains of industry around town. For the occasional 180cm-plus passengers, it's far from intolerable.SAFETYEuroNCAP has bestowed the top five-star rating and all models are fitted with six airbags and the expected brake-related software systems. Pedestrian safety is reasonable, though the leading edge of the bonnet was criticised but occupant protection for adults and infants rated highly.DRIVINGFront-drive cars are so capable these days that it's easy to forget why rear-drive cars are still the pick for driving enthusiasts. The 125i resets the memory to the days when letting the back step out slightly was the preferred method for setting up corners. Being able to steer the car with the wheel and throttle is a skill that's actively discouraged from being taught today, but it is remains the most entertaining way to experience a performance car.And that's what the 125i is, as shown in the 0-1 00km/h time of 6.4 seconds. That acceleration is matched by Servotronic steering that's light in the city and responsive on the open road, the brakes like mini anchors and butt-hugging seats that are as good as you'll find at this price. Road noise - from the engine and the tyres - is higher than I'd have hoped for and that's exacerbated by the fact the engine, while it hauls hard across the rev range, doesn't have the accompanying aural note of a performance vehicle.VERDICTThe BMW 125i doesn't look like a sports car, but it does go like one. The fact it'll take the weekly shopping for a young family - along with the kids - puts it up there with the Golf GTI as a car I'd be happy to park in the garage. It's hard to argue with practicality and performance at this price.BMW 125i hatchPrice: $45,700Warranty: 3 years/unlimited kmService Interval: 12 months/15,000kmSafety: 6 airbags, ABS with EDB, TC, ESC CRASH RATING Five starsEngine: 2.0-litre turbo four-cylinder, 160kW/310NmTransmission: 6-speed manual, 8-speed automatic, rear-wheel driveBody: 4324mm (L), 1765mm (W), 1421mm (H), 2690mm (WB)Thirst: 6.6/100km, 154g/km Co2

So you, the driver, can choose who sits in the remaining seat. No kids in the back jabbing each other with their elbows, staring at the floor so they turn green with car sickness or whine about not be

...and wipe the smirk off the usual suspects' flashy grilles. The new BMW 125i is compact, sporty, great looking and a great performer. But just as important, it's affordable too. Drivetrain The new 125i is powered by a naturally aspirated, three litre straight six with VALVETRONIC fully variable valve control. It

And, given the push-button convenience of the latter these days, the car's upper garb often comes off quicker.Spring is also, of course, the time when Carsguide preaches to the convertible.It's a task made easier by the ever-expanding range of topless four-seaters _ cars that combine a decent degree of utility with a goodly serving of desirability _ so that now ever more are converting.The facility to have it off and on at will (most such lids fold up or down in around 20 seconds and some can do it at 30km/h) is worth a lot more as a selling point than all the kilowatts and cornering force figures in the world combined. Otherwise, just buy a coupe.Not that BMW's 125i (priced from$63,755) lacks a means of propulsion or is in any way reluctant to address bends.Even detuned to 160kW/270Nm, this three-litre jobbie is a classic example of the Bavarian's trademark in-line six _ which, combined with rear-wheel-drive dynamics, is unique among current compact convertibles.Contrary to the hairdryer image of this genre, the only thing soft about the 125i is its roof which, in a world increasingly given to folding metal numbers, is of fabric construction.For a car that, even by the compromised norm of this type, is knee-crushingly cramped in the back, it's starting to get bloody dear _ though even that's relative, given it's $30K easier on the wallet than the identically engined 325i.Equally, the Volkswagen Eos TFSI (from $49,990) offers value _ indeed, allure _ that would necessitate spending maybe $40K extra on a more prestigious badge.The VeeWee also boasts the best top of all these sometimes-roofless Germans: one with a number of variations, all of which enable it to be completely convincing as either a convertible or as a coupe. In either guise, it looks great.The TFSI shares the Golf GTI's platform and drivetrains: a slick, six-speed manual or a twin-clutch auto driving that sublime two-litre, direct-injection turbo four-potter.If you tick the optional sports suspension with 18-inch tyres box, it can do a fair dynamic imitation of this now-ubiquitous warmish hatch.So can Audi's A3 2.0 TFSI Cabrio (from $54,900) _ as it should, given that it has the same underpinnings and go bits as the allegedly humbler Eos.But although perceived prestige badges can have a disorienting effect on some punters' sense of proportion, the Eos's trick roof is enough to see it shroud out its soft-topped cousin.It used to be that to go topless in traffic, you had to be Swedish; time was, indeed, that Saab's 9-3 was synonymous with this sort of behaviour.But that was 10 years ago. Today, a 9-3 Convertible is an unreliable and outclassed alternative to simply wearing a T-shirt that reads: “Clueless”.Fortunately for Scando enthusiasts, there's Volvo's C70 T5 (from $79,950). No, it doesn't get up and go anything like those mentioned above (despite a worthy 2.5-litre, five-cylinder turbo), much less handle.But it does have visual presence, GT composure, a smart folding metal roof and _ perhaps more to the Swede-lover's point _ a perceptible quality of having been hewn from something extremely solid and ever-so safe.Just as Lexus's IS sedan chucked a spanner into the compact prestige segment by doing a rear-drive/six-pots-up-front package that undercut the Germans for value, so too will the Lexus IS250C coupe/convertible.Seen at the Sydney motor show, this folding-aluminium-roof number is due in these parts in the second half of 2009 _ no doubt priced at a point to cause the Europeans maximum discomfort.The IS250C has a rear overhang some 50mm longer than the sedan, and Lexus claims class-leading boot space even with the lightweight, three-piece lid folded.Roof up, it looks better still, with a coupe sleekness that becomes the IS more than the four-door shape.The IS250C shares the sedan's 153kW/252Nm 2.5-litre V6 and six-speed, paddle-shift automatic.At $1.19 million, the ultimate convertible costs 20 times more than the least expensive car here, but the Rolls-Royce Phantom Drophead Coupe is quite possibly the world's best car _so this seems only right and proper.We mention it mainly to have an excuse to run its exquisite likeness, because next to none of us is ever going to get into one.But it somehow helps to know that those who do have the wherewithal aren't wasting their dough on rubbish.Besides, as the stock market goes at the moment, a Rolls is probably a better investment than shares. 

More than able to cruise along on sheer brand power, the big Bavarian leaves such trifling concerns as bang-for-buck to the plebeian marques.Which is why the 125i Coupe seems such a stunning bargain. Actually, scratch `seems' and make that `is' — at least by German prestige-car standards.Not that Audi or Mercedes-Benz offer anything at this price point with anything like comparable go.If you've ever contemplated hocking an organ to afford a BMW with a real engine (ie, an in-line, six-cylinder petrol), here's one for around the price of a sleepy 320i sedan. Or a Mazda RX-8 GT, for that matter. Or less than a Golf R32.Leave the options list alone, insist on a non-metallic-painted example with six-speed manual gearbox, and the 125i can be had for $54,400 plus the usual dubious charges — a price that comes in comfortably under the federal Government's iniquitous, ludicrous and soon-to-be 33 per cent luxury-car tax.Opting for a six-speed automatic takes the price $200 north of that mark; the other embellishments on our test car, including the M Sports kit and iDrive, send it past $60K. You need none of those things.All right, there's not much by way of family facility, with only two doors and a cabin of an aspect so grim as to depress a Puritan.But don't count the seats (quite adequately two-plus-two, by the way). Look under the lid and count the six pretty pots lined up in a row.No, this is not the top-whack 1Series — that's the scintillating, twin-turbo 135i. And if you must be pedantic, the three-litre six of the 130i hatch has the full-cream 195kW/315Nm output, whereas the 125i is confined to 160kW/270Nm.But the former costs (a not unreasonable) $73K, while the latter is so freakishly hideous to behold that — in nature — it would have been killed at birth by its own parents. DRIVINGHaving secured the exclusive first drive of this newest variant last week, we found what we had half-hoped and half-expected: a rapid, superbly sorted compact whose obvious ability is readily exploitable and enjoyable.To BMW's close to 50/50 weight distribution and rear-wheel-drive, the coupe brings another theoretically (but not always) wonderful combination: a big, and pretty powerful, engine in a small car.This one, however, achieves the desired outcome of evoking BMW's quick compacts of previous decades — not least the classic E30 3 Series — while being in every respect completely contemporary.The 125i's claimed mid-six-second acceleration time to 100km/h is a second shy of the mark set by its 225kW/400Nm turbo sibling, but escaping city streets for the hills is to have the 125i's abilities revealed in increments.That M kit, which lowers and tautens the suspension, has rendered various 3Series uncompliant, tramlining teeth-gnashers even in suburban driving. If run-flat tyres are so wunderbar, why does BMW eschew them for full-on M Series cars but inflict them on those with the M Sports kit?Or so would have run the sentence I'd more or less already written. If you're prepared to accept firmness as fair (this is not a Citroen or a Camry) you can't have a lot to complain about.All right, even with the easier-riding standard 17-inch rubber of the 125i, you're never less than fully aware of mid-corner bumps — but not to the unsettling degree of the 135i, which skitters and skips on coarse surfaces like a roller skater over marbles.The manual 125i's kerb weight is barely over 1400kg, some 80 kegs less than that of the surprisingly heavy 135i.Even with the weight impost of the ZF automatic transmission, the 125i is able to make light of what is, on the face of it, a drastic output deficit.Yet it's almost always sufficiently responsive, especially when the gearstick is flicked into sport mode and the manual shifting levers are engaged.The 125i coupe is as civilised as a 3 Series on the freeway, but its agility comes to the fore on the sections of twisty tarmac.With steering that becomes feelsome as the 125i gathers momentum, turn-in is that of a sabre rather than a rapier — more in the manner of a compact GT than an unruly tail-wagger.But this BMW's remit is not that of a rice rocket or a local yokel. Understand that, and you'll revel in its super- assured behaviour and the unflappable composure with which it retains speed through bends.BMW's version of an electronic stability program extends a long leash before making its presence felt.No doubt, there will be those who'll find the 125i too clinically efficient and insufficiently flamboyant.But, as we say, it's elegantly sufficient, as apt for long-range cruising as it is for B-road deployment.It's tough to find fault with what is arguably a unique BMW: one that's desirable, enjoyable and approaching the realms of affordable.If only BMW would take over Qantas. 

There's a guaranteed way of attracting attention in the land of oranges. Drop the top on BMW's new 1 Series convertible and head out on the highway ... Spaniards (at least those around Valencia) love it. Trucks honking on the motorway, truck drivers offering a friendly wave and motorcyclists giving the universal thumbs-up sign. It's all seems a natural reaction to the latest in BMW's ever-increasing stable.It might have been winter in Europe, but with the sun making an appearance on cue at the international launch for the 1 Series convertible, it was the perfect time to go topless for some real open-air driving.The little drop-top will arrive in Australia in June along with the other “emotional” model of the line-up, the coupe. Prices are expected to range from $60,000 to $85,000. As the first premium convertible for the compact segment, the 1 Series will be available in five different versions in Europe, including a diesel. But Australia will get just two — the 125i and 135i.Unfortunately, at the launch, the spanking 135i was not made available. However, it was only a momentary disappointment as on the fabulous winding roads of Spain, the 125i proved to be every bit impressive as its looks suggested.Powered by a 3.0-litre in-line six, the 125i is so much more than just a leisurely outing. It's a fun and engaging drive, delivering 160kW and 270Nm of torque. It feels best around 4000rpm to 4500rpm and it takes you just an instant to fall in love with the soundtrack that comes with the powertrain. The burble gets your heart racing every time, especially when amplified with the roof down. Work it around the corners and everything feels like it falls into place, moving in time to the melodic tune.The steering is direct, with good feedback, handling feels impressive (easily absorbing the few bumps found on the Spanish roads) and you don't have to worry about intruding rattles, wind or road noises — not even from the run-flat tyres.This leaves your ears free to anticipate the popping note. There was, however, some slight understeer noticeable on slippery roads.Fitted to a six-speed manual and with the added benefit of rear-wheel-drive, the 125i is a car for a keen driver looking for some enthusiastic motoring. A six-speed auto is also available at an extra cost. While the 125i is probably a bit like eating vanilla ice cream, there is a chocolate-flavoured 1 Series available — the ultimate, otherwise known as the 135i and featuring the same engine as the 335i.With an exciting straight-six twin-turbo complete with 225kW and 400Nm from as low as 1300rpm, BMW 1 series product manager Falko Radomski says it would be very hard to improve on this for the line-up, ruling out an M version anytime soon. The 1 Series is aimed at a younger demographic with an active lifestyle, but BMW believes there is interest among older buyers for the convertible, especially among fans of its famous 1960s and '70s 2002 model.While transformed into a modern convertible with its own 1 Series family traits, the convertible has the eye-catching and sporty looks of today, acting as a spiritual successor to the classic 2002. There's the powerful low shoulder line, muscular wheel arches, a long bonnet and an upright A-pillar, all contributing to the striking appearance. The front section of the convertible has the same characteristics as the coupe, but beyond that, changes have been made.Jump inside and its been designed with a boat deck in mind as the shoulder line runs all the way around the car, surrounding the entire passenger compartment. The interior possesses the expected BMW DNA with a quality setting, although the dash does seem simple and better storage spaces wouldn't go astray.There's more room than you'd expect for a convertible, although the rear would be a squashy setting for a tall passenger when the roof is on. And you must choose your back seat companion wisely as it does get cosy.Opting for a soft-top rather than the increasingly popular folding hardtops means customers are recognised as convertible drivers even with the roof on — a look-at-me trait many potential owners are after.It also means BMW was able to keep the weight increase to just 120kg over the coupe.Retracting the roof takes 22 seconds, a process that can be started while travelling up to 40km/h, with the ability to accelerate up to 50km/h. This means it's almost a Clark Kent switch as you can go about your normal city driving. When slipping the roof away, boot space is reduced from 305 litres to 260 litres — enough room, BMW trumpets, to fit “two snowboards, four pairs of skis, two golf bags or one large and one small suitcase.”The airconditioning adjusts to convertible mode — and the heated seats are a real blessing in any wintry conditions. 

More recently, BMWs have come in the form of fat SUVs, wedge-shaped roadsters and pimp coupes with bulbous bums, most of which are made in the US mainly for Americans.Now comes another such device, derived from a misbegotten 2+2 whimsically presented in hatchback form made mainly for the European market.We take a backseat to no one when it comes to deriding the 1 Series; not least because no one can fit in the backseat. Now, a derivation of the 1 Series; conceived ironically enough for the hatch-allergic Yanks; which is upon us.Due to reach our shores in June alongside a cabrio cousin, BMW's 135i has got to have an early shot at being one of the cars of 2008.Yep, the 1 Series is an excellent compact performance coupe, the sort of thing Bimmer have not done for for too long amid that plethora of profitable, but not so pure, products.Indeed, the range-topping pocket rocket evokes the 1972 2002 Tii, an iconic turbo-charged compact two-door. It is the sort of car that has been among BMW's core competencies.Packing the same 225kW/400Nm 3.0 litre, bi-turbo inline six introduced last year on the 3 Series Coupe, the more petite 135i transcends the merely competent by the width of its torque band.The 135i's planes and creases succeed in the metal to a far greater extent than the printed image implies. The traditional BMW style cues work with a high, muscular shoulder line, flared wheel arches and the standard-fit M Sports kit including lightweight 18-inch alloys.Markedly shorter in the wheelbase and smaller in overall dimensions than the 3 Series, it is, at 1485kg, only 50kg lighter than its big brother.Within, it is a legitimate four-seater. A burly type can survive the rear pews comfortably with just a little consideration from those up front as they sit among one of almost 200 posited trim combinations.The work station is generic BMW, with the perfect driving position readily obtainable, the short shifting gearstick falling readily to hand. There is 370 litres of boot, more than 800 with the split fold rear seats folded flat. Bluetooth and the now slightly less enigmatic version of the i-Drive multi-media system are among the options, as will be a six-speed Steptronic auto transmission.When the 135i comes our way it will be launched with its drop-top equivalent and the 125i, a circa $60K model using BMW's 2.5 normally-aspirated six. But the impressive-sounding diesels are not for us.With a claimed 0-100km/h capability of 5.3 seconds, the 135i outdoes the 3 Series in a straight line by a good few tenths. It is not the relatively affordable shrink-wrapped version of the 335i we half-expected, but a hugely gratifying car that provides rewards of its own.Completely devoid of lag, the twin turbo unit accesses all of its towering 400Nm from an exceptionally low 1300rpm. Beautiful match with a paddle-shifted ZF auto that it is, it will pull so emphatically in sixth when open roading in the manual that you almost believe you are in fourth. Linear effortless performance is a given.What the 135i brings to BMW's rich table that is uniquely its own is handling that befits a compact performance coupe, a species of which this is the only extant example.The DTSC system bites hard when it judges too rash a deviation from the correct cornering line, but it can be disabled at a button's push. This locks the electronic limited slip differential, which allows a good deal more latitude and a great deal of grin-inducing adjustability. The runflat tyre/M-sports suspension set-up makes for an adroit concerning stance and a ride that might be bearable even on our roads.Electric power steering provides feel to complement the trademark combo of rear-wheel-drive and almost 50:50 weight distribution. This coupe is decidedly more at home on a winding B-road than the track, where its still-hefty weight and tall gearing can hinder progress.That said, where the 135i succeeds brilliantly is in its performance and handling capabilities being so readily accessible while its demeanor remains extraordinarily forgiving.Purists might sniff that the new Bimmer is not all it could be; not as lithe nor quite so focused. That misses the point, which is that it is absolutely what BMW customers want.And if their motor show stand reminded us that there is a BMW for most shapes and circumstances, here is one that will win both hearts and minds.