Mercedes-Benz A35 vs BMW M140I

What's the difference?

The Mercedes-AMG A35 sedan is a genuinely fun small car. To me it’s a more mature offering than the A35 hatch, while not being quite as pretentious as a CLA35. Therefore I like it on principle.

Would I personally choose it over an Audi S3? Probably not - but there are plenty of objective reasons why you would.

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.  

This is the first AMG A-Class sedan ever, so that’s an interesting design decision. I wasn’t sure whether Mercedes needed a CLA ‘Coupe’ and an A-Class sedan to sit alongside one another, but there are distinct differences in terms of the look and intent of the two compact models.

The A sedan carries over the A-Class hatchback’s aggressive styling, with sharp, angular headlights, a strong presence courtesy of its black exterior highlights (including AMG flics on the front bumper and black side skirts, rear spoiler and rear diffuser for this test vehicle). The black 19-inch black-finish rims fitted to our test car are also optional, with silver being the standard finish.

It has a stumpy little boot with a broad stance thanks to its triangulated tail-lights and horizontal reflectors, while the twin exhaust pipes with black tips are rather pleasant to look at, too.

It’s a very attractive sedan, with nothing clumsy about its proportions at all. Is it gorgeous enough to make you think twice about the Audi A3/S3/RS3 as the ruler of the pretty little sedan? Maybe… it’s not quite there for me, although it’s close. But it is certainly a distinct design, one that Merc fans will undoubtedly adore.

The dimensions of the A35 sedan aren’t what a lot of people would actually consider “small”. It’s 4549mm long (on a 2729mm wheelbase), 1796mm wide and 1446mm tall. For context, that’s longer, wider and taller than the substantial Mazda3 small sedan, if not quite as big as the a Corolla sedan.

And if you’re wondering about how that compares to a CLA, that car has the same wheelbase but is 4688mm long, 1830mm wide and 1439mm tall. That’s bigger than a C-Class. Gosh, how confusing. 

What does it all mean when it comes to interior space? Check out the interior images and details below to see for yourself.

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.

I admit, I thought I’d get a bit more in the cabin of the A35 sedan. There’s no electric steering wheel adjustment, no heated steering wheel, and the fact adaptive cruise control is optional (it’s standard on some $25K cars!) is a bit rude, too.

That isn’t to say that it’s not an eye-catching space, one that will hit hard on the bling-o-meter, and will definitely impress anyone who isn’t familiar with Mercedes’ recent cabin design traits.

The twin screens are dazzling - crisp and beautiful to behold, and with graphics that are extremely high resolution. The menus have been designed to be simple, but honestly, it’s a bit confusing until you’re initiated.

Also, I found the media screen to be very glitchy. On multiple occasions it would not respond to touch, and once it even reset itself. I also had several problems connecting to Apple CarPlay. Note: I was using a Mercedes-Benz USB-C adaptor to USB-Lightning cable with an iPhone XS, and I think maybe the adaptor had a part to play in the problems I encountered.

The touchscreen is just one way to interact with the media controls, as there’s a touchpad between the front seats, and the driver has a thumb-controller on the steering wheel to jump between screens. And there’s voice control as well, with the MBUX system’s ‘Hey, Mercedes’ recognition allowing you to ask for things to be adjusted. 

Furthering the wow-factor up front are beautifully designed air vents that light up blue when you turn the temperature down or red when you up the heat. There’s configurable ambient lighting for the cabin, which makes the A35 a bit of a showstopper at night, and our car had the no-cost optional red and black Lugano leather trim, which is either going to be your thing, or not. 

The space for adults up front is decently accommodating, with good headroom and width, plus nice soft touch points where there should be, and there are bottle holders in the doors. There are three USB-C points up front, a pair of cup holders between the seats, and a wireless (Qi) phone charging bay.

The steering wheel is a nice shape and easy to hold, though I’m still not convinced by the little digital displays for the drive-mode dials - they’re toy-like teeny-weeny screens and look a bit pixelated compared to the other displays in the cabin.

Rear seat space is not as good as you might hope or expect, given the size of the car. As a 182cm (6.0ft) man with the driver’s seat set for me, my knees were hard against the seat in front, my toes were squashed and my head was just brushing the headliner, too.

That mightn’t be a problem for you - maybe your only rear seat riders will be short, or young. There are dual ISOFIX child-seat anchor points and three top-tether restraints for baby seats, if that’s the case.

And they’ll be well catered for, with a pair of USB-C ports, as well as directional air-vents, mesh map pockets, and bottle holders in the doors as well as a fold-down armrest with pop out cup holders.

Boot space will likely matter to you if you’re buying a sedan over the hatchback model, and you’ll find an additional 60 litres of boot space here over the five-door model, with 430L of cargo capacity.

That should, in theory, be large enough to fit all three of the CarsGuide cases (124L, 95L, 36L), but the shape of the cargo hold meant I only managed to fit the smallest case with the middle or largest case, but not all three together. Soft luggage could help.

There’s no spare wheel under the boot floor, as the A35 has a tyre repair kit. 

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.

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.

The 125i is only a tempting $3000 above the 120i at $49,990 and comes standard with the M Sport Package

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 price is bang-on compared to rivals such as the new Mercedes-Benz A-Class and Audi A3

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.

You could look at this one of two ways: 1) this is the least powerful AMG on sale today; 2) this is a seriously powerful small car.

If you’re glass-half-full-biased like me, you’ll see the engine specs and park yourself in the latter camp. 

There’s a 2.0-litre turbocharged four-cylinder petrol motor which isn’t short on horsepower: it has 225kW of power and 400Nm of torque - those were class-killing power outputs not too long ago. 

The grunt numbers give the AMG A35 sedan a claimed 0-100km/h time of just 4.8 seconds, while the top speed is limited to 250km/h. Five years ago these power figures and performance numbers would have pegged the A35 in A45 territory - this is a seriously powerful little jigger.

The engine is teamed to a seven-speed dual-clutch automatic transmission, and the A35 runs Benz’s 4Matic all-wheel drive system, which is front-biased but can shuffle torque 50:50 if needed. 

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 combined cycle fuel consumption figure - that’s what the brand says the car will use over a mix of driving - is 7.4 litres per 100 kilometres.

I saw a little higher than that over my 650km of driving, which was heavily biased towards highway testing, but also included a few traffic snarls and a couple of stints of performance testing. I saw 8.4L/100km, which is okay, but I expected better given 80 per cent of my time in the car was in easy-going open road driving.

The fuel tank capacity for the A35 sedan is 51 litres, and you’ll need to fill it with 98 RON premium unleaded petrol. 

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.

On paper this seems like the ideal option for those who know they’ll never really be able to take advantage of the outputs of an A45 or CLA45’s ludicrous power and torque figures.

In practice? It mostly lives up to that notion - though just like an A45 or CLA45, you’re going to enjoy it a lot more when you’re giving it the beans. 

Driving with intent, the engine and transmission work together amazingly well. The transmission itself is thoughtful and smart shifting, swapping cogs exactly when you think it should - while you have paddle shifters available to use, in most cases you’re not going to need them.

The engine itself is an absolute weapon. There’s lots and lots of pulling power, it’s linear in the way it delivers its power, and there’s a little bit of pop and crackle from the exhaust - personally, I would like even more. I guess that’s where an A45 or CLA45 comes into its own.

The steering is superb for an all-wheel drive car, too. It’s direct and accurate, and while you can feel the electronics shuffling the power and torque between front and rear axles it’s a really nicely balanced and very easy car to drive fast – at times even faster than you really should be. 

In Sport mode and Sport Plus mode the suspension and steering are tightened up, with taut responses but the suspension is never crunchy or uncomfortable. Braking performance is very good, too.

In Comfort mode though, I struggled to come to terms with the A35 a little. In my mind, it lived up to the notion of a sporty sedan a lot more readily than it did that of a compact luxury sedan. It just feels like it’s meant to be on a twisty road, not dealing with daily drudgery in commuting.

One not-very-luxurious element was the road noise intrusion, which was the worst of any new car I can recall experiencing. That might seem a dramatic claim, but the booming tyre roar on coarse chip road surfaces, including major Sydney freeways, was verging on unbearable. I measured it on my smartphone, and 78 decibels was the maximum readout.

And while very impressive under pressure, the powertrain is somewhat doughy in less demanding situations. There’s some lag to contend with, and a little bit of lunging from the transmission, too. However, it was during downshifts that I found the transmission’s behaviour most questionable, with some shift-shunts when slowing to a halt in urban driving. 

One unexpected finding was the 'Route-Based Speed Adaptation' system’s behaviour, which was active in the car I was driving. The tech uses the car’s mapped position to guide its adaptive cruise control behaviour. In theory it’s a very smart idea - the car will slow itself down if it predicts you’re about to approach a tight bend and you’ve got it set at the speed limit. Or if you’re approaching a roundabout, it’ll think ahead, too.

But during my time in the car, I had an issue that I found could be potentially dangerous. Having set the speed at 80km/h in a relatively new tunnel in Sydney’s west (the WestConnex M4, opened July, 2019), the system couldn’t place the car’s location, which meant the car believed it was still on surface streets. 

On multiple occasions the car slowed dramatically thinking I needed to turn a corner that didn’t exist on the road I was driving on. My instant thought was: “What if the person behind me wasn’t looking at the road ahead?” I’ve seen enough drivers with their eyes aimed at the phone in their lap and not the road ahead, to know this is a distinct possibility.

There’s also a risk from tailgating trucks, which seem to be more prevalent in Sydney’s west than anywhere else on the planet. It’s a potential risk, even if the Benz has clever tech that can flash the tail-lights if the car’s systems predict there’s a chance of being rear-ended.

Mercedes-Benz’s Aussie team let me know that the map software wasn’t up to date, which is why the car didn’t understand the situation. It’s technology you can disable by simply delving into the menus on the MBUX system, but I’d recommend you try it out to see if you’re comfortable with it.

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 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.

Mercedes-Benz Australia recently joined Korean luxury brand Genesis in meeting the market with a five-year/unlimited kilometre warranty plan for all of its models, including AMG variants.

Service intervals for the A35 sedan are set every 12 months/25,000km - yes, that’s a generous maintenance schedule, as most cars require servicing every 15,000km. 

Buyers can opt to pre-pay servicing costs and roll it into their finance package, and there’s a level of discount applied if you do that. 

For a three-year/75,000km service plan, you’ll pay $2150, saving you $500 over pay-as-you-go capped price servicing. There’s also a four-year/100,000km plan ($2950) or a five-year/125,000km plan ($4000). That’s surprisingly decent for a luxury car, though keep in mind it doesn’t include wiper inserts or brake pads/discs.

Buyers get roadside assistance included for the duration of the new-car warranty, too.
 

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.