BMW 1 series VS Mazda3
BMW 1 series
- Rear-wheel drive
- Great engines
- Fun to drive
- Low on standard features
- Run-flat tyres
- Limited rear legroom
BMW 1 series
If you think it’s a Mercedes-Benz A-Class you want or maybe an Audi A3 Sportback or even a Volkswagen Golf, then stop and read this first before making a purchase.
The BMW 1 Series alternative isn’t just another prestige little car, because there are some fundamental differences between this 1 and those others, and they could cause you to totally rethink your decision.
If you’re already keen on getting a 1 Series then you need to read this, too, not only to help you find the right one, but also to alert you to what might be a couple of uncomfortable truths.
|Engine Type||1.5L turbo|
|Fuel Type||Premium Unleaded Petrol|
We all know that X means buried treasure in the world of children’s book pirates, but it’s looking like it could hold similar relevance for what lies under the bonnet of future Mazdas.
We first officially heard about Mazda’s industry-leading Skyactiv-X technology at the brand’s Global Tech Forum in Germany two years ago, but now we’ve ventured back to Germany to drive it in production form ahead of its Australian arrival aboard a new flagship version of the Mazda3 early next year.
No other manufacturer has managed to productionise compression ignition for a petrol engine, and with an underlying intention to make the combustion engine work better for everyday driving, in the face of the electric-focus of all other global brands, this could be the most exciting technological development of my career.
Why invest so much in combustion engines if every other major brand is beginning to treat them like yesterday’s news? While the Japanese government predicts that 52 per cent of new cars sold in 2030 will use some form of electrification in their drivetrain, the same data suggests 90 per cent will still use an internal combustion engine as at least an element of their drivetrain. That’s 90 per cent of the market, more than a decade from now.
|Fuel Type||Regular Unleaded Petrol|
BMW 1 series7.5/10
I’m the first to say the 1 Series is kind of the ugly duckling of the BMW family, but those looks grow on you, especially when you consider that this is exactly what a BMW hatch should look like. That this is one of the only rear-wheel-drive hatches left on the planet makes it even more special – and of course engaging to pilot. The downside is the price and the lack of value from a features perspective, plus safety could be bolstered with more technology. Still, anybody who likes to drive will commend you on your choice of a BMW.
Is the BMW 1 Series better at doing the small prestige hatch thing than the A-Class or A3 Sportback? Tell us what you think in the comments below.
Unlike most big technological advancements, this isn’t about extra performance or reinventing the wheel, it’s about Mazda’s bigger picture approach to deliver the best mobility solutions for right now, while still planning for electric and fuel cell vehicles in the future.
That may sound like a line straight out of the Skyactiv-X press release, but Mazda’s realistic approach to our continued dependence on combustion engines is commendable.
My final judgement will have to wait until we know how much more it will cost over a regular Mazda3, but I can say the technology works really well and should really suit Australian conditions.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
BMW 1 series8/10
The 1 Series looks exactly how a BMW hatchback should. I know that sounds silly but what I mean is BMW could easily have designed something that was proportioned more like other hatches; that popular sort of bubble on wheels.
Instead, what you have is a hatch that retains BMW’s traditional attributes – there’s the long nose, the cabin set back, the high sides and the wheels placed almost at the very corners.
Seriously, look at the image of the orange 1 Series side on, now hold your out your hand and use it to cover just the windows – see, it looks just like a BMW 2 Series convertible. Does it look good? To me it does, right up until you get to the hatchback, and then it looks a bit awkward. But I do admire BMW’s designers for creating something unique looking.
That orange 120i ('Sunset Orange' is the official colour) is the most recent 1 Series I’ve tested. Those wheels aren’t standard, they’re 18-inch M ones and they are part of the optional 'M Sport Package', which also includes the body kit, complete with side skirts and the lower grille in gloss black.
The 1 Series is as affordable as BMWs get, but it’s still a real BMW. The cabin, for example, looks much like every BMW, only smaller.
There’s the large, slab-like dash with the display sitting atop, below are the air vents and below that is the radio and then the climate-control dials. It’s a stack that’s kept its familiar order and shape on nearly all BMWs for what seems like forever.
The centre console has a similar layout as the one in a 3 Series or 5 Series or any Series, with the shifter and rotating media controller. Even the doors have the same design as those cars higher up in the BMW family, with the big moulded pockets and large pull handles.
That steering wheel is part of the M-Package too, but the leather upholstery is a separate option.
The signs that this isn’t a more expensive BMW are the manual handbrake, the compact instrument cluster with analogue dials, the small dash-top display and the fact that there’s a lot less real estate to be covered by trim pieces and material, which doesn’t have the same high-quality feel as those fancier models.
Aside from the stunning good looks of the new Mazda3, the only visual distinctions the Skyactiv-X version scores over a regular high-sec model are bigger exhaust tips like those seen on the latest version of the Mazda6, and a Skyactiv-X badge in place of the regular models’ Skyactiv-G.
BMW 1 series7/10
The 1 Series’ boot has a cargo capacity of 360 litres, which is more than the boot space of the Audi A3 Sportback (340 litres) but less than the new Mercedes-Benz A-Class’s 370 litres of luggage room.
What does that mean in real-world terms? It’s not a lot of space, and you might struggle to get a pram in, so check that beforehand if you have small ones. That said, there was enough room for two carry-on sized bags, a computer bag and a scooter when my wife and I went on a weekend away with our four year old.
Space in the second row is also limited. Headroom isn’t too bad, but at 191cm tall I can’t sit behind my driving position without my knees digging into the seatback. I can just fit back there in the A3 and I have even more room for my knees in the A-Class.
Room up front is good with plenty of shoulder, head and elbow room for somebody my size.
Storage could be better: you’ll only find cup holders up front (two of them), the centre-console storage bin is small and so are the door pockets in the rear, but all is not lost because the door bottle holders in the front are massive, the glove box is a decent size and there are nets on the backs of the front seats.
It’s good to see directional air vents in the second row and a 12V power outlet, but there aren’t any USB ports back there – if you want to plug in a device there’s only one and it’s up front, along with another 12-volt outlet.
The rear doors appear large from the outside but the aperture to get in and out isn’t huge – again look at the images to see what I’m on about.
Price and features
BMW 1 series7/10
So, it’s a little BMW, does that mean the price is little? Nope. It’s like asking if a little Rolex is cheap. it might be cheap for a Rolex, but not for a watch in general, and it's the same for the 1 Series.
The 1 Series range starts at $39,990 for the petrol 118i, while its 118d diesel twin is $44,990. Both come with the standard Sport Line package, which adds 16-inch light alloy wheels and LED headlights, while in the cabin it brings cloth upholstery, sports seats and a leather sports steering wheel, high-gloss black trim and BMW scuff plates. Other standard features include a 6.5-inch display, with sat nav, reversing camera, six-speaker stereo, a digital radio and air-conditioning.
For another $7000 you can get into the 120i grade, which lists for $46,990 and comes standard with the Urban Line package, which fits 17-inch alloy wheels in the double-spoke style, adds front and rear bumpers with matt finish air intakes, plus dual chrome tail pipes, while the cockpit gets leather upholstery, and gloss-black and pearl-effect trim.
Along with the Urban Line gear, the 120i has all of the 118i’s standard features and adds more of its own, including front and rear parking sensors, LED fog lights, dual-zone climate control, the interior lights package, plus smart phone connectivity with voice control.
The 125i is only a tempting $3000 above the 120i at $49,990 and it comes standard with the M Sport Package, which is what our most recent test car was fitted with (see the images of the orange 120i). The M Sport pack adds 18-inch light-alloy wheels and the tough body kit, the M Sport steering wheel and aluminium trim to the interior.
Apart from the M Sport package, also standard is an 8.8-inch screen with a DVD player and, somewhat disappointingly, cloth and Alcantara seats. Sure, they look nice, but how did the 120i get real leather and the 125i didn’t?
Still the 125i comes with more impressive performance hardware than the grades below, such as sports suspension, variable steering, M Sport brakes (inner vented rear discs) and blue calipers.
At the top of the 1 Series range is the M140i and while it’s getting into pricey territory at $59,990 (don’t forget that’s not including the on-road costs), you are getting what I’m predicting will be a sought after car in years to come. And possibly even a collector's item.
The M140i isn’t a fully fledged M car – it’s a diet version from the M Performance section of BMW, which gives cars a bit of a taste of the hardcore world of beasties like the M2 and M3, without costing as much or being quite as brutal to drive.
I’ll talk about the high-performance parts more in the sections on driving and engines, but briefly, you might like to know the M140 gets adaptive suspension and a six-cylinder turbo petrol engine – yes in a tiny hatch. Powerful.
The M140i also has the standard features of the 125i and adds its own, such as the 18-inch alloy wheels, black chrome tail pipe, adaptive LED headlights, leather upholstery, keyless entry, power front seats and a Harmon/Kardon 12-speaker stereo.
So, is the 1 Series good value? The price is bang-on compared to rivals such as the new Mercedes-Benz A-Class and Audi A3 (click those to see my reviews of them, too), but the 1 Series gets less in standard features compared to the Benz (such as Apple CarPlay) and about the same level of equipment as the A3.
If you’re a fan of black and white, you might be relieved to know these are the only two colours you won’t have to pay for. The rest, including Sunset Orange (see the images), Seaside Blue, Melbourne Red, Glacial Silver and Mineral Grey cost $1190.
This is probably the biggest question mark above the Mazda3 Skyactiv-X’s head for now, with all we know being Mazda Australia’s plan to launch it as a new top-spec version, so sit above the existing $36,990 G25 Astina flagship.
How far above will be the clincher, and given it’s not likely to quite match the performance of the G25, it will depend on what value you place on outright driveability and a marginal fuel saving over the base 2.0-litre engine.
Engine & trans
BMW 1 series8/10
As you step up through the grades the engines become more powerful. The entry-grade 118i has a 1.5-litre three-cylinder turbo-petrol making 100kW of power and 220Nm of torque, while its diesel twin has a 2.0-litre turbo-four making 110kW and much more torque at 320Nm.
The 120i has a 2.0-litre turbo-petrol four-cylinder and an output of 135kW and 270Nm. Then above that is the 125i, which is getting into performance territory with its 2.0-litre turbo four petrol making 165kW and 310Nm.
But all hail the M140i and its beautiful 3.0-litre six-cylinder turbo-petrol, with 250kW and 500Nm that it wants to share with you.
All cars are rear-wheel drive and all have an eight – hang on, that’s important: all cars are rear-wheel drive. Do you know how many other hatchbacks are rear-wheel drive? Try next to none – not the A-Class, not the A3, not the Golf. Rear-wheel drive is favoured for performance cars because it offers better balance and better acceleration thanks to the weight shift to the rear of the car. BMW has long claimed that RWD is one of the keys to its "sheer driving pleasure".
Now let me finish the sentence... all have an eight-speed automatic, and it’s a beauty – a little slow, but smoother for driving than a dual clutch, and way more fun than a CVT.
But wait, because there’s a manual gearbox, too. It’s a no-cost option and you can get it on any variant apart from the 125i.
What’s compression ignition again? It’s basically how a diesel engine works, by using extreme pressure instead of spark plugs to burn fuel. Skyactiv-X still uses spark plugs, but only to kick off the ignition process and act as a safety net for cold starts and other edge cases, while extreme compression makes for much more effective combustion, which means improved efficiency.
This combustion efficiency means the engine can use a much leaner fuel-to-air mixture, and make more power and torque with less fuel and even less wasted fuel out the exhaust. Mazda describes it as delivering diesel-like torque and fuel consumption, with the power, responsiveness and refinement of a petrol. Or in other words, one step away from turning water into wine...
Mazda is calling the process Spark Controlled Compression Ignition (SPCCI), and the extreme pressures required to make it all happen are created by higher static compression ratio (but less than a typical diesel), much higher fuel pressure and boosted air pressure entering the combustion chamber.
Key to managing all these heightened parameters (and the very technological advancement that makes it all possible) is an ultra sensitive in-cylinder pressure sensor that has been developed specifically for this task.
Delivering the boosted air pressure is a Roots-type supercharger - or what Mazda describes as a high-response air supply - which was chosen over other air pump designs like a turbocharger or the Miller-cycle supercharger previously used in Eunos models because of its instantaneous boost delivery and breadth of efficiency.
Speaking of breadth of efficiency, perhaps the biggest plus for average motorists is that the engine’s efficiency zone has multiplied, meaning the difference between city and highway consumption, leadfoot drivers and my Dad, heavy and empty loads etc will be far less than a typical petrol engine.
This all represents a continuation of core principles we’ve seen from the start of Mazda’s Skyactiv era. That is, to make an existing engine type work better under everyday driving conditions rather than targeting outright performance.
The Skyactiv-X era starts with a 2.0-litre based on the regular Skyactiv-G engine, with the same 1998cc capacity. Other capacities are planned, with the eventual reborn rotary looking increasingly Skyactiv-X along with a straight-six version for a new CX-9 in a couple of years. Smaller versions are unlikely due to the economies of scale involved with such technology in a smaller and therefore cheaper car.
Mazda is making two versions of the Skyactiv-X 2.0-litre for now, one with 16.3:1 compression designed for Europe that favours Premium unleaded petrol, and one 15:1 version aimed at the US with their abundance of lower grade unleaded.
Unlike conventional engines, it’s the lower compression version that will deliver the biggest benefits, because Skyactiv-X relies on the usually “bad thing” pinging to do its best.
We’re set to get the Euro-spec one in Australia, which unfortunately means we won’t quite be getting the very best Skyactiv tech again.
The Euro-spec engine puts out 132kW at 6000rpm and 224Nm from just 3000rpm, which on paper sounds about halfway between the existing Skyactiv-G 114kW/200Nm 2.0-litre and 139kW/252Nm 2.5-litre petrol engines.
The engine also incorporates a mild hybrid system, but don't be confused by the H-word, there's no electric drive element. It simply means its got a cleaver alternator that only engages when needed and on deceleration to reduce efficiency-sapping drivetrain friction,
Pop the bonnet and you’re confronted by the biggest engine cover you’ve ever seen, but unlike most, this one is equipped with labeled latches that encourage you to have a look underneath. This encouragement continues with a clever little retention hook to hold the cover up against the bonnet while you’re poking around.
Unless you’re a Mazda engineer you’re likely to be baffled by the array of hoses, ducts and wiring, but you might get a kick out of spotting the supercharger.
There’s less to be said for the transmissions though, with versions of the existing six speed manual and torque converter automatics deemed up to the task, with the new engine’s increased efficiency zone negating any increase to the ratio count. The ratios have been adjusted to suit the new output characteristics, and while the ratios are yet to be published, there’s a narrower spread across the six with what feels to be taller first and sixth gears.
BMW 1 series8/10
The diesel unit in the 118d will use 4.2L/100km. Let that sink in for a moment – petrol engines are becoming so fuel efficient that they’re rivalling diesels, which have long been lauded for their frugality.
So don't just buy the diesel just because it’s more efficient, because you may never recoup the extra money you paid over the 118i.
Thirstier but still super-efficient is the 2.0-litre in the 120i. BMW’s claim is 5.9L/100km. During my week with the 120i I put 413km on the clock and used 15.57 litres doing so (measured at the pump), which comes to 7.7L/100km. The car’s computer said 7.8L/100km.
That’s great fuel economy, even if it is higher than the claimed figures. The 125i’s official fuel consumption is also 5.9L/100km.
It’s not surprising that the M140i, with its 3.0-litre six-cylinder turbo-petrol engine, is the least fuel efficient but its official figure of 7.1L/100km is still low.
All this hooha about fuel savings, and Mazda is yet to confirm an actual figure for Australia. We do know the hatch is rated at 4.5L/100km in manual and 5.3L/100km in auto according to the NEDC, which is historically close to the figures generated by the ADR 81/02 test we go by in Australia.
If it comes close to matching the NEDC figure it will be a win, sitting comfortably under the 6.4L/100km (manual) and 6.2L/100km (auto) figures currently applied to the Skyactiv-G 2.0-litre Mazda3 hatch.
While the Australian-spec Skyactiv-X engine is expected to align with Europe rather than the US, and therefore be tuned to deal with Premium 95 RON unleaded, it’s still unclear if it will accept the cheaper Regular 91 RON unleaded.
BMW 1 series8/10
If I could run into a showroom and take whichever 1 Series I wanted it’d be the M140i – and not just because it would give me the best chance of outrunning the police after they discovered the break-in, but because the thing is so much fun to drive.
It’s also the most expensive, of course, but it’s worth it for that screaming straight six and for its agility.
You’ll have fun, though, in every grade of the line-up – they’re all engaging to pilot with great driving positions, good pedal feel and that eight-speed auto is smooth in traffic yet will shift hard when you have your race face on.
You might find the 118i, with its three-cylinder, a little under powered, especially with five people and their bags on board. If you’re keen on this grade, then consider the diesel, which will give you more torque. Our 120i test car proved to have enough oomph for overtaking and moving quickly when needed.
The 125i is less tame, with its throatier exhaust note, firmer ride and better handling thanks to the M suspension.
If you plan on choosing the M Sport Package for, say, the 120i keep in mind that you’ll lose the comfortable ride these cars have on their standard tyres.
Our 120i had the pack and while the body kit looks tough, the 18-inch alloy wheels shod in low-profile rubber (225/40 R18 Bridgestone Potenza 5001s front and 245/35 R18 at the rear) meant the ride was overly jarring on bad roads.
Given that Sydney was my test bed for the 120i and its roads are shocking, the ride was less than comfy. The M-sport suspension will only make the ride less comfortable, but in return you’ll have a 120i with better handling.
Run-flat tyres are common on BMWs and you may have heard of a few issues surrounding noise and a harsher ride. While that can be true, it's the price you pay for having a tyre you won’t immediately have to change if you get a puncture. Only the 120i and the M140i don’t have run-flats as standard.
What’s probably most amazing about Skyactiv-X is that you can’t really tell there’s anything special going on under the bonnet.
Push the start button and it gets going like any other petrol Mazda, although perhaps quieter.
Move off from rest and there’s no significant difference to the way it feels.
When I drove the prototype version of this drivetrain, there was a slight pinging under light throttle as it transitioned from spark to compression ignition, but I’m pleased to confirm that the extra two years of calibration has tuned this down to the tiniest occasional diesel sound, and it all feels a bit like a smooth diesel that’s more responsive than you expect.
The European-spec Skyactiv-X 2.0-litre’s outputs suggest it should be closer to the existing 2.5-litre in terms of performance, but in reality it feels closer to the 2.0 litre.
My perception is likely to be clouded by the Skyactiv-X’s specific transmission gearing, but it could also be because it’s able to do the same job with less revs and therefore not sound like it’s working so hard.
First gear feels quite tall with either transmission, and we also found the auto and manual were only sitting on 3500rpm in sixth at 160km/h on the Autobahn.
Mazda doesn’t specify performance figures, so it would be handy to put all three alongside each other from a standing start. But then, that’s not what Skyactiv-X is all about, it’s more about performing better under light throttle and incidental bursts of acceleration.
We can’t wait to put it to the test over some hilly terrain and familiar territory when it hits Australia early next year.
BMW 1 series8/10
The BMW 1 Series has the maximum five-star ANCAP rating, but this was awarded in 2011 and a lot has changed since then – particularly expected levels of safety.
BMW has updated the advanced technology to keep up with AEB (city) with pedestrian detection and lane-departure warning standard on all grades. It would be good to see more safety tech in the form of blind-spot warning, rear cross traffic alert and lane-keeping assistance.
For child seats you’ll find two ISOFIX mounts and three top tether points across the rear row.
A spare tyre is not something you will find – all apart from the 120i and the M140i have run flats, while those two have puncture-repair kits.
The existing Mazda3’s maximum five-star ANCAP safety rating will almost certainly be carried over, and the high level of safety gear fitted to the existing G25 Astina is also likely to be matched.
BMW 1 series6/10
BMW offers two service packages, which cover the car for five years/80,000km: the Basic is $1340 and the Plus costs $3550.
Service pricing is also yet to be confirmed, but Mazda engine development boss Eiji Nakai assures CarsGuide that the new engine will not need servicing more frequently or cost any more to service than existing Skyactiv-G engines.
So expect the same 12month/10,000km intervals, with five year/50,000km capped servicing plan totalling just under $2000 over that period.
Like all new Mazdas, the recently upgraded five-year, unlimited kilometre warranty will apply to the 3 Skyactiv-X.