BMW 120i vs Cadillac Lyriq

What's the difference?

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.  

The Lyriq Luxury combines handsome styling and luxurious appointments with responsive yet supple ride quality, the choice of relaxed driving or exhilarating performance as desired and a decent driving range. Its lack of towing ability may be a deal breaker for some, but it's certainly worthy of consideration by prestige SUV buyers with a penchant for electric power and (for now at least) sub-$100K drive-away pricing.

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.

The cabin isn’t as ‘blingy’ as the new Mercedes-Benz A-Class, but it’s not as plain as the Audi A3.

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.

The cabin isn’t as ‘blingy’ as the new Mercedes-Benz A-Class, but it’s not as plain as the cockpit of an Audi A3 – it’s somewhere in between; refined and well designed.

At 4.3m end to end, the 1 Series is 16mm shorter that the A3 Sportback and 20mm narrower, at just over 1.7m across.

The Lyriq has a generous 3095mm wheelbase, is more than five metres long (5005mm) and almost two metres wide (1977mm, including mirrors). Its 1620mm roof height is relatively low for a large SUV, resulting in a sleek and sporty profile combined with a muscular surefooted stance fronted by a finely-etched solid grille.

It rides on five-link independent suspension with GM’s ‘passive plus’ dampers, plus there’s electric power-assisted steering and big Brembo disc brakes in each corner featuring classy Cadillac scripts on the calipers. Turning circle is 12.1 metres, which is to be expected for a car of this size.

The interior design is an elegant blend of soft-touch materials and discreetly textured surface finishes with an emphasis on chrome and satin chrome highlights. It’s also spacious as you’d expect, with the panoramic sunroof creating a bright and airy feel.

We applaud Cadillac’s adherence to tradition with physical buttons and knurled dials and knobs for controlling key cabin and driving functions, in preference to annoying and distracting touchscreen menus. There’s also nice attention to detail with small jewel-like Cadillac emblems and scripts contributing to its prestige look and feel.

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.

The Lyriq’s 2687kg kerb weight (largely due to its hefty propulsion battery) and 3200kg GVM results in a modest 513kg load capacity, which could easily be used up by five large adults before you could think about loading their luggage. It’s also not rated for towing in Australia which limits its appeal as a recreational vehicle.

Driver and front passenger enjoy palatial space and comfort plus ample storage with a bottle-holder and bin in each door. There's also a large glove box, pop-out drawer in the dash and a ‘floating’ centre console equipped with a lower tray, three USB-C ports, a 12V socket, wireless phone charging and a felt-lined box at the back with padded lid that doubles as an elbow rest.

The rear doors open wide for easy entry to the rear bench seat which even for tall people (I’m 186cm) offers ample room for knees and feet, enhanced by a flat floor with no transmission tunnel for centre passengers to straddle.

However, the top of my head brushes the roof lining and the unusually high floor height (we assume caused by the underfloor battery) results in raised thigh angles that concentrate more weight on the lower back.

Given the rounded lower backrest cushions, which integrate with the ISOFIX child seat anchorages in the outer seating positions, also protrude into a passenger's lower back region, the rear seat provides less than ideal comfort for tall passengers in contrast to the sublime luxury up front.

Even so, rear passenger storage is well catered for with a bottle-holder in each door, pockets on both front seat backrests and two cupholders in the fold-down centre armrest. The rear of the centre console offers two more USB-C ports, adjustable air vents and adjustments for numerous comfort settings.

The power tailgate provides access to the fully carpeted rear luggage area, which offers up to 793 litres (almost 0.8 cubic metres) of load volume with the rear seats upright and up to 1722 litres (almost 1.8 cubic metres) with the seats power-folded flat. This provides a versatile space for carrying everything from a mountain bike to flatpack furniture.

The luggage area also has four tie-down hooks, a 12V socket and a hinged floor section which when opened reveals an underfloor bin ideal for storing charging cables (see image).

The Lyriq is available in two trim levels comprising the Luxury from $122,000 and the Sport from $124,000 (both before on-road costs) but GMANZ is currently offering both for $95,000, drive-away.

These list and drive-away prices compare more than favourably when cross-shopping German luxury EV SUV alternatives like the Audi Q8 e-tron ($140,090), BMW iX ($142,900) or Mercedes-Benz EQE ($146,700).

The key differences between the Lyriq duo are visual, with the Luxury emphasising traditional elegance with lavish chrome detailing while the Sport is more performance oriented with greater use of dark trim elements.

Our test vehicle is the Luxury variant, finished in optional ‘Crystal White Tricoat’ paired with what GM describes as ‘Noir with Santorini Blue Accents’ interior trim.

Large and stylish in true Cadillac tradition, the Lyriq is built in right-hand drive form at GM’s Spring Hill manufacturing plant in Tennessee, instead of local RHD remanufacturing like its Chevrolet pick-up siblings.

Luxurious standard equipment includes big 21-inch multi-spoke alloy wheels and 275/45R21 self-sealing tyres (no spare), a full-length panoramic sunroof with power internal sunshade, power tailgate, rear roof spoiler, heated door mirrors with puddle lamps and more.

Concealed door handles discreetly extend to allow access to a sumptuous synthetic-leather interior with power adjustable/heated steering wheel, power front seats with heating/ventilation/massage/memory functions, outer rear seating also with heating/ventilation/massage, tri-zone climate control, five USB ports, 360-degree camera, wireless phone charging, a choice of 126 ambient interior lighting colours and more.

The driver is treated to a curved 33-inch colour LED instrument cluster/multimedia display which controls premium 19-speaker AKG Studio sound (including speakers in the front seat head restraints) and numerous multimedia functions including wireless Apple CarPlay/Android Auto connectivity.

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.

The Lyriq features drive units with single-speed transmissions located at the front and rear which provide permanent all-wheel drive. Each is equipped with an electric motor, which combined produce 388kW of power and 610Nm of torque. There are also numerous selectable drive modes. Claimed 0-100km/h acceleration time is a rapid 5.3 seconds.

BMW says its most efficient petrol engine in the 1 Series range is the three-cylinder in the 118i, which uses just 5.2L/100km after a combination of urban and open roads.

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.

GMANZ claims official combined consumption of 22.5kWh/100km and up to 530km of driving range from the Lyriq’s 102kW lithium-ion propulsion battery.

When we collected our test vehicle the dash display was showing 100 per cent charge and an estimated driving range of 583km.

We drove 239km over five days and still had 52 per cent charge and 300km of range remaining when we did an overnight charge at home using the supplied AC charger with a domestic three-pin plug.

However, after 15 hours the charge only increased from 52 to 65 per cent for just 76km of extra driving range, so we would recommend installing a dedicated wall box for faster home charging.

In total we covered 297km across our usual mix of suburban, city and highway driving with average energy consumption just under the Cadillac's official figure, so based on our test results a driving range of around 500km per charge is credible.

GMANZ claims 7.4kW AC charging can add up to 43km of range per hour, which increases to 94km with 22.1kW charging. And up to 128km of range can be added in just 10 minutes using 190kW DC fast charging.

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.

The driving position is supportive and comfortable with multiple power-adjustment of the seat and steering wheel ensuring people of most heights and girths can enjoy luxurious travel.

The low dashboard height ensures vision to the front of the bonnet and its array of physical buttons, knurled dials and knobs minimise touchscreen use, which makes driving far less distracting than having to search through digital menus.

It’s very quiet given its electric drivetrain. Most noise emanates from the tyres but that is also minimised by the audio system’s noise cancellation technology and the cabin’s effective acoustic insulation.

Ride quality and handling are excellent thanks to the Lyriq’s suspension refinement and close to an ideal 50-50 weight distribution mostly influenced by the positioning of its drive battery.

This battery’s considerable heft (we reckon it weighs at least half a tonne) also creates ample sprung weight to assist the suspension in smoothing out bumps and its underfloor location ensures a low centre of gravity for surefooted cornering.

Standing start acceleration is more than impressive for a luxury car weighing almost 2.7 tonnes, with instantaneous torque from its two electric motors helping to propel the Lyriq to a neck-straining 100km/h in about five seconds.

This spirited response creates a sporty and engaging drive that belies the vehicle’s weight, particularly in Sport mode with its sharper throttle response and firmer steering feel.

We also like the choices for regenerative braking which include ‘One Pedal Driving’ mode with 'Normal' and 'High' settings, both of which make the quartet of disc brakes largely redundant (the High setting feels like heavy pedal braking) while optimising battery charge. There’s also a small paddle on the steering wheel which increases regenerative braking in response to the amount of finger pressure applied to it.

Our only criticism from a driver’s point of view is the absence of a head-up display (HUD) and traffic sign recognition (TSR), both of which are notable omissions for a prestige vehicle in this price range.

The Lyriq does not come with an ANCAP rating (typical for small volume production) but has a suite of passive and active features like multiple airbags including dual head side-curtains, AEB with intersection/front pedestrian/cyclist detection, lane-keeping, a 360-degree camera, parking assist, tyre pressure monitoring, adaptive cruise control and lots more. The rear bench seat has ISOFIX child seat anchorages on the outer seating positions and top tethers across all three.

In this part of the market it's fair to expect a head-up display and traffic sign recognition as standard but both are missing in action. 

The 1 Series is covered by BMW’s three-year/unlimited kilometre warranty. Servicing is condition-based – the car will let you know when it needs a check-up.

BMW offers two service packages, which cover the car for five years/80,000km: the Basic is $1340 and the Plus costs $3550.

The Lyriq comes standard with a five-year/unlimited km warranty including five years' of roadside assist, while the propulsion battery is covered by a separate eight-year/160,000km warranty.

Scheduled servicing is every 12 months/12,000km whichever occurs first, with costs for the first five years of scheduled servicing or five scheduled services included in the vehicle’s purchase price. These servicing terms are generous for this segment, although some rivals offer similar enticements like Audi’s six-year ‘complimentary’ servicing for its Q8 e-tron.

GMANZ has a national network of 45-50 dealerships across most capital cities and some regional areas but not all offer vehicle servicing.