Mercedes-Benz A-Class VS BMW 1 series
- Ride comfort
- So-so warranty
- Okay only rear headroom
- Tight rear door apertures
BMW 1 series
- Rear-wheel drive
- Great engines
- Fun to drive
- Low on standard features
- Run-flat tyres
- Limited rear legroom
Meet the world’s most aerodynamically efficient passenger car. Mercedes-Benz says the drag co-efficient for this new sedan version of its fourth-generation A-Class is the lowest ever measured for a passenger vehicle.
Which is quite a claim, but you only have to look at it to see how much work has gone into marrying good looks with slippery aero performance.
|Engine Type||1.3L turbo|
|Fuel Type||Regular Unleaded Petrol|
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|
Mercedes-Benz knows its way around a sedan, and this A-Class is a well-equipped, comfortable and efficient city-sized four-door.
But more than that, to my eyes anyway, it’s a perfect example of restrained form matching aero function with beautiful results.
Would your preference be an A-Class with a hatch or a boot? Tell us what you think in the comments section below.
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.
A global carmaker can’t hold its head up in public without a formal design strategy, and Mercedes-Benz uses ‘Sensual Purity’ as a guiding principle in developing the look and feel of its current models. It may sound airy-fairy, but I for one reckon it’s accurate in describing the A-Class sedan.
The overall form is flowing and minimalist, the major exception being a hard character line running down the side of the car from the trailing edge of the angular LED headlights and along the top of the doors to link with the tail-lights.
A rear-biased glasshouse emphasises the length of the bonnet, at the same time delivering a broad, muscular stance with short overhangs front and rear.
Ultra-fine panel gaps, careful sealing around the headlights and curved strakes either side of the bonnet keep the look clean and simple, not to mention super-slippery.
The interior has been styled to within an inch of its life, the dash dominated by the slick twin 10.25-inch widescreen ‘MBUX’ display covering instruments, ventilation, media and vehicle settings.
Five signature, turbine-style air vents (three in the centre, and one at each edge) lift the dash’s visual interest, and the quality of fit and finish is top-shelf.
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.
At a bit over 4.5m long, a fraction under 1.8m wide, and close to 1.5m tall the A-Class sedan is 130mm longer and 6.0mm higher than the hatch version.
The A-Class sedan driver is presented with the same sleek widescreen display as found in the hatch, and storage runs to two cupholders in the centre console, a lidded bin/armrest between the seats (including twin USB ports), decent door pockets with room for bottles and a medium-size glove box.
In a swap to the rear, sitting behind the driver’s seat set to my (183cm) position, I enjoyed adequate knee and headroom, although stretching up a to a straight-back position led to a scalp to headlining interface.
In the A 200 a centre fold-down armrest incorporates two cupholders, again there are generous pockets in the doors with room for bottles, and adjustable ventilation outlets are set into the back of the front centre console. Always a plus.
There are three belted positions across the rear, but the adults using them for anything other than short journeys will have to be good friends and flexible. Best for two grown-ups, and three kids will be fine.
One snag is the size of the rear door aperture. Okay for taller people on the way in, but a limb-unfolding gymnastic exercise on exit.
But of course the reason we’re all here is the boot, and the sedan’s extra length translates to an additional 60 litres of luggage space for a total cargo volume of 430 litres (VDA).
Extra space is one thing, but usability is another. The benefit of a hatch is a large opening that allows bulky stuff to find a home, and Merc has pushed the sedan’s boot aperture to just under a metre across and there’s half a metre between the base of the rear window and the lower edge of the boot lid.
That’s made a big difference and access is good, with the rear seats folding 40/20/40 to add extra flexibility and volume. There are also tie-down hooks at each corner of the floor (a luggage net is included) and a netted pocket behind the passenger side wheel tub (with 12-volt outlet).
At the time of writing Mercedes-Benz wasn’t quoting towing specifications, and don’t bother looking for a spare wheel, the tyres are run-flats.
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
The A-Class sedan is launching with two variants, the A 200 at $49,400, before on-road costs, and an entry-level A 180, arriving in August 2019 at $44,900.
We’ll cover active and passive safety tech in the safety section, but above and beyond that standard equipment for the A 180 runs to 17-inch alloy wheels, ‘Artico’ faux leather upholstery, the ‘MBUX’ widescreen cockpit display (two 10.25-inch digital screens), auto LED headlights and DRLs, keyless entry and start, auto-dimming rearview mirror, climate-control, sat nav, multi-function sports steering wheel, cruise control, rain-sensing wipers, ‘Active Parking Assist’ (with ultrasonic proximity sensors front and rear), tinted glass, plus nine-speaker, 225W audio with digital radio, as well as Apple CarPlay and Android Auto.
The A200 steps up to 18-inch alloy rims, and adds a dual exhaust system, four-way electrical adjustment for the driver’s seat (with lumbar support), a folding rear armrest (with twin cupholders), adaptive high-beam assist, and a wireless device charging bay.
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.
Engine & trans
Both models are powered by the same 1.3-litre (M282) direct-injection four-cylinder turbo-petrol engine as the hatch, the A180 tuned to deliver 100kW (at 5500rpm) and 200Nm (at 1460rpm), with the A 200 bumping that up to 120kW (at 5500rpm) and 250Nm (at 1620rpm).
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.
Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 5.7L/100km for both models, with a CO2 emissions figure of 130g/km.
Over roughly 250km of open highway driving on the launch program the A 200’s on-board computer coughed up a figure of 6.3L/100km. So, the real-world highway cycle figure is higher than the claimed combined number. Which is a miss, but not a massive one, and fuel-efficiency is still pretty impressive.
Minimum fuel requirement is 95 RON premium unleaded, and you’ll need 43 litres of it (plus a 5.0-litre reserve) to fill the tank.
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.
Three things stand out on first meeting with the A-Class sedan – ride comfort, steering feel, and road noise, or rather the lack of it.
The ‘biggest’ compliment you can pay a small car is that it rides like a bigger one, and behind the A 200’s wheel you’d swear the wheelbase was appreciably longer than the 2.7 metres it actually measures.
Over long undulations, even higher frequency bumps and ruts, the A-Class remains stable and composed thanks to a thoroughly sorted (strut front, torsion beam rear) suspension, with beautifully progressive damping a particular highlight.
Electromechanically-assisted steering points accurately and delivers good road feel without any undue vibration. And despite the A-Class launch drive loop covering typically coarse-chip bitumen roads through rural Victoria, overall noise levels remained impressively low.
Acceleration is brisk rather than properly sharp, but in the A 200 there’s more than enough oomph to keep things on the boil for easy highway cruising and overtaking.
With maximum torque available from just above 1600rpm, and a seven-speed dual-clutch auto transmission keeping revs in the sweet spot, the A 200 breezes through the cut and thrust of city traffic, too.
Auto shifts are smooth and quick, with manual changes via the wheel-mounted paddles adding even more direct access to your ratio of choice. And the bonus is no sign of the slow-speed shuntiness sometimes exhibited by dual-clutch autos, especially in twisting, three-point parking manoeuvres.
Special call-out for the cruise control which responds to adjustments quickly (including 10km/h jumps up or down with a firm press of the thumb) and rapidly retards downhill speeds.
Several unbroken hours in the front seat couldn’t generate a twinge of discomfort, the brakes are strong, and over-shoulder visibility is marginally better than in the hatch (not that it’s a weakness in the latter).
Add the sleek and intuitive multimedia system, high-quality audio, plus excellent ergonomics and you have a neatly resolved compact sedan that’s easy to use in the city and suburbs, keeping solid road-tripping ability up its sleeve as well.
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.
Think automotive safety and Mercedes-Benz will be one of the first names to pop into your mind, and the A 180 offers in impressive suite of active features including ABS, BA, EBD, stability and traction controls, a reversing camera (with dynamic guidelines), ‘Active Brake Assist’ (Merc-speak for AEB), ‘Adaptive Brake’, ‘Attention Assist’, ‘Blind Spot Assist’, ‘Cross-wind Assist’, ‘Lane Keep Assist’, a tyre pressure warning system, the ‘Pre-Safe’ accident anticipatory system, and ‘Traffic Sign Assist’. The A 200 adds ‘Adaptive Highbeam Assist’.
If all that fails to prevent an impact you’ll be protected by nine airbags (front, pelvis and window for driver and front passenger, side airbags for rear seat occupants and a driver’s knee bag), and the ‘Active Bonnet’ automatically tilts to minimise pedestrian injuries.
The A-Class was awarded a maximum five ANCAP stars in 2018, and for smaller occupants there are three child restraint/baby capsule top tether points across the back seat, with ISOFIX anchors on the two outer positions.
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.
That lags behind the mainstream market where the majority of players are now at five years/unlimited km, with some at seven years.
On the upside, Mercedes-Benz Road Care assistance is included in the deal for three years.
Service is scheduled for 12 months/25,000km (whichever comes first) with pricing available on an ‘Up-front’ or ‘Pay-as-you-go’ basis.
Pre-payment delivers a $500 saving with the first three A-Class services set at a total of $2050, compared to $2550 PAYG. Fourth and fifth services are also available for pre-purchase.
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.