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BMW’s smallest model is also its biggest seller, and has received a comprehensive revamp for 2024. Is it still the car to beat in the premium hatch sector? Lawrence Allan finds out.
Things you'll like
- Excellent ride and handling blend
- 120 is strong yet efficient
- Cabin quality is ahead of rivals
Things to consider
- Mild hybrid eats into boot space
- Limited engine range at launch
- iDrive rotary controller is no more
What is the BMW 1 Series?
The 1 Series celebrated its 20th anniversary in 2024, earning its place as a core model in BMW’s range. Despite the brand’s significant shift towards fully electric models, it remains its biggest seller in the UK and has chalked up 3.5 million sales globally.
That’s a stout figure by any stretch, but particularly so when the first-gen car only arrived in 2004. That was later to market than the Audi A3 and Mercedes-Benz A-Class (two cars credited with establishing the premium hatchback sector) but quickly established itself as the driver’s choice, and the German trio have been locked in battle ever since.
It’s no shock, then, that an updated 1 Series is hot on the heels of its revamped challengers from Stuttgart and Ingolstadt. But, while the A3 and A-Class had very minor mid-life tweaks, BMW has given the 1 Series a more thorough overhaul – even dubbing it with a new model code, ‘F70’.
While you don’t have to look too hard to spot that it’s a heavy facelift on the outside, the interior is almost entirely new. There’s a greatly simplified engine line-up, too, plus new technology, but, curiously, no fleet-favourite plug-in hybrid has been added yet. So do the changes to far enough to keep the 1 Series ahead of the pack? We’ll find out in this review.
Verdict: is the BMW 1 Series a good car?
Whether the new styling and cabin design appeals to you is entirely subjective, but viewed on its capability alone the latest 1 Series remains one of the best hatchbacks money can buy. The extremely well-sorted driving experience and quality cabin finish remain from the old car, combined with new technology and improved efficiency.
We’re not totally convinced by the usability of the new cabin tech, and it’s a real shame the 120’s mild hybrid system eats into boot space. Meanwhile, the M135i remains a fast but ultimately unengaging hot hatch, but lesser versions are impressive all-rounders.
Pricing, specs & rivals
List prices for the latest 1 Series have crept up a bit on paper, but that’s only because the entry-level 118i is no more. Instead the base point is the 120 (which also ditches the ‘i’ signifier, no longer required as a differentiator with diesels now removed).
At the time of writing (November 2024) a little over £31,000 gets you into the 120 Sport, which is a couple of thousand pounds more than a base A3 30 TFSI but slightly cheaper the Mercedes-Benz A180. BMW is keen to point out that this new car is better value, not just because of increased standard equipment but also because an automatic gearbox is now standard across the range.
An extra £2000 gets you into the desirable M Sport trim; a decision most buyers or leasers will take. By comparison the £3100 walk up to the all-wheel drive 123 xDrive isn’t a route most will follow.
Beyond that, the range-topping M135 xDrive commands a £43,000 price tag, making it a good few thousand pounds cheaper than the equivalent Audi S3 or Mercedes-AMG A35. It receives some specific performance upgrades which we’ll detail in the driving section.
Base Sport trim isn’t sparsely equipped, either. You get LED headlights, 17-inch alloys, electrically folding mirrors, climate control, heated front seats, a reversing camera and the full infotainment suite including cloud-based navigation.
M Sport mainly brings styling upgrades including a body kit, 18-inch alloys, Alcantara sports seats and a sportier steering wheel, while adaptive sports suspension also features. This being a BMW, you’ll find a comprehensive array of options to add if you want your 1 Series to end up priced like a 3 Series.
We’ve already listed the A-Class and A3 as the BMW’s rivals, and really these three have an equally strong foothold in the sector. However, there are more mainstream rivals pushing upmarket, so you might also want to consider the Honda Civic, Volkswagen Golf, Mazda 3 and Peugeot 308.
BMW 1 Series: Interior comfort, quality & technology
While the exterior of the new 1 Series looks a lot more like a facelift than an all-new model, it’s inside where extensive changes have been made. The car’s dash layout has been brought into line with newer-gen BMWs, including the X1, with a new dual-screen display setup and controls.
The thing is, the outgoing 1 Series was already best-in-class in terms of usability and quality. On the latter front it remains as good as hatchbacks get, with plenty of plush soft-touch materials and a pleasing solidity to everything you touch or look at. And unlike some rivals whose silver trim is really painted plastic, BMW uses proper aluminium, while the vegan leather upholstery does a good impression of the real thing.
As for the seats themselves, you’ll find good levels of comfort and plenty of adjustment in the driving position to suit all shapes and sizes. Even the standard seats will go low enough to make the 1 Series feel sporty, but the upgraded M Sport seats with their contrast stitching, Alcantara and chunky side bolsters are impressively supportive and special-feeling – but you’ll still need to pay extra for adjustable lumbar support or full electric adjustment.
Forward visibility is good with slim windscreen pillars – only dedicated SUV fanatics will miss the advantages of the taller X1. Like its rivals the rear pillars do obscure the rearward view when parking, but even the cheapest 1 Series has all-round sensors, a reversing camera and a parking assist function.
Infotainment, sat-nav, stereo and connectivity
For 2024 every 1 Series has been brought into line with the rest of BMW’s line-up in terms of cabin tech. That means a pair of 10-and-a-bit inch screens linked together in a curved bezel on top of the dashboard.
Both screens are bright and clear with crisp graphics, with the instrument display in particular a big improvement over the basic old system. We’re less convinced by the new infotainment system, which ditches the proven rotary dial controller in favour of a touchscreen and enhanced voice control.
The new setup increases the time you need to look away from the road to access functions and is generally less easy to operate, with the main feature menu presenting you with a mass of small, confusing icons. It’s also disappointing that most physical shortcuts are removed in favour of touch sensitive ones, while the superb old climate control bank with its separate switchgear and small screen has been ditched and integrated into the main screen.
The saving grace is that the screen’s software is quick to respond to your prods, the voice control works reasonably well, and there are at least a few physical buttons by the gear selector for various key controls. Like most of these systems you’ll get used to where everything is, but it’s a shame that what was a brilliantly simple layout on the old car has been changed.
Wireless Apple CarPlay and Android Auto do make things easier, however, while the in-built sat-nav is a good system if you’d prefer to use that. You’ll need to add the Technology Plus Package for wireless smartphone charging, though you do get four USB-C ports throughout on all models. Meanwhile, the six-speaker sound system is perfectly acceptable, but the 12-speaker Harmon Kardon surround sound option is impressive.
How practical is the BMW 1 Series?
Practicality was a real Achilles heel in the earlier 1 Series, right before the platform’s shift to front-wheel drive in 2019. The latest model is effectively unchanged in terms of passenger space, but there’s one key drawback with the entry-level 120 (more on that in a sec).
In terms of passenger space the 1 Series is good but can’t quite match the Audi A3 for overall accommodation. There’s plenty of space up front (slightly more so than its closest rivals) so those of all shapes and sizes can get comfortable.
Things aren’t quite as good in the rear, even if the 1 Series is far more accommodating than it was back in the rear-wheel drive days. Medium-sized adults will be comfortable with the head-and legroom on offer (the latter is slightly more generous than an A-Class), and there’s a good amount of space for feet. Headroom, though is a bit tight for those at or over six-foot, particularly if you spec the optional panoramic glass roof.
The taller X1 SUV is also a better bet for those who are looking to fit child seats, as the low roof height and modest door opens don’t make lugging them in and out particularly easy. Still, that’s the case with all of the 1 Series’ closest rivals. Still, it’s pleasing to see front passenger ISOFIX hooks being standard as well as the two in the rear – in the Audi they’re a no-cost option, and you’ll have to count on the first owner speccing them if you’re buying used.
Storage and boot space
Oddments storage in the 1 Series is good rather than great. Up front you’ll find big door bins with split sections, a reasonable-sized glovebox, a pair of cupholders, a phone storage tray and a modest space under the centre armrest.
In the rear there is a pair of cupholders in the centre armrest, while the door bins are also able to take large bottles of water. What you don’t get is any pockets in the rear seatbacks, with BMW instead choosing to sculpt the seatback to shape round the rear passenger’s legs.
Seat folding isn’t a highlight, either. You’ll need to pay extra for 40/20/40 seat folding (it’s standard on the A-Class), while like its rivals there is no reclining or sliding function for the seats themselves.
The boot capacity of 380 litres remains unchanged from the outgoing model, being remarkably identical to that of the A-Class and A3. However, that only applies to the 123 and M135. The 120 (which is otherwise the one we’d pick) loses a substantial 80 litres of space under the boot floor due to the mild hybrid system.
That sort of space loss is only usually applied to plug-in hybrids with much bigger batteries. Granted, with the false floor down you wouldn’t notice, but it leaves only a very small amount of underfloor storage. Still, the boot itself is a decent shape, and you can add an electric tailgate with the Technology pack.
Performance & drive: What is the BMW 1 Series like on the road?
Audi ditched its three-cylinder petrol engine in the base A3 for a larger detuned unit, but BMW has done the complete opposite. While the old 140hp 118i is no more, the new 120i isn’t the four-cylinder you might expect – it’s actually an upgraded version of the 118i’s 1.5-litre turbo triple.
Now putting out a stout 170hp - substantially more than entry-level German alternatives – it’s capable of 0-62mph in 7.8 seconds and tops out at 140mph. Neither of those figures scream ‘entry-level’ to us, and sure enough on the road the 120 feels gutsy and willing regardless of where you are in the rev range. It even makes a charming, offbeat thrum, and although it isn’t quite as smooth as four-cylinder rivals it’s generally well-mannered.
That the manual gearbox is no more will no doubt raise the eyebrows of enthusiasts and does dent the 1 Series’ appeal somewhat as a driver’s car. But we can understand BMW’s claim that the manual made up such a small proportion of sales it simply couldn’t justify a choice of gearboxes. And besides, the seven-speed dual-clutch auto is smooth and shifts quickly, particularly in Sport mode.
The 120 also comes equipped with a 48-volt mild hybrid system harvesting energy when coasting or braking. It uses that to fill in the gaps in performance during gearchanges, as well as aiding the stop/start system to work more effectively. That’s good, but it does have a considerable downside (more on that in a bit).
We’ve yet to try the 218hp 2.0-litre four-cylinder 123xDrive, which has almost enough performance to give an entry-level Golf GTI something to think about. But most hot hatch enthusiasts will be more interested in the M135 xDrive, which we have driven.
Or will they? In the race to reduce emissions the 2.0-litre turbo motor has dropped 6hp and a more significant 50Nm of torque, down to 300hp and 400Nm. The 0-62mph time is a tenth of a second slower as a result, although at 4.9 seconds it’s hardly sluggish and only slightly behind the more powerful Audi S3.
Straight-line speed isn’t an issue, then – it’s still a potent performer, with the snappier seven-speed dual-clutch automatic gearbox giving more incisive shifts than the old eight-speed torque converter. Shame, then, that the engine still lacks drama, with its super linear power delivery and flat, dull soundtrack enhanced artificially in Sport mode through the speakers (with only moderate success).
Power, 0-62mph times
- BMW 120: 170hp/0-62mph: 7.8 seconds
- BMW 123 xDrive: 218hp/0-62mph: 6.3 seconds
- BMW M135i xDrive: 300hp/0-62mph: 4.9 seconds
Ride and handling
A lot of eyebrows were raised when BMW – with its Ultimate Driving Machine tag – switched the 1 Series from front to rear-wheel drive in 2019. However, the brand’s engineers quickly showed they didn’t need this traditional layout to create an engaging hatchback that’s also comfortable for everyday use.
The 2024 1 Series hasn’t changed much in terms of its driving dynamics, but then it didn’t really need to. Around town the chunky 11.7 metre turning circle is mildly irritating but being narrower and shorter than an A-Class makes it slightly easier to park and thread through traffic. The low-speed ride on the standard 1 Series is firm but never uncomfortable, letting you know what’s going on beneath the tyres but not jarring you over potholes.
The best comfort and handling balance is found with the M Sport models, which feature 8mm lowered suspension but adaptive dampers that learn the road surface to help keep the ride civilised. It really is impressive how it manages to shrug off rough surfaces while also keeping body lean well under control. An A-Class is softer, sure, but feels floatier and more unsettled when you push it.
The adaptive M suspension also makes the car’s steering slightly quicker, creating a feeling of agility that even the highly competent Audi A3 can’t match. The 1 Series, like many cars, gets better the faster you go, with an excellent motorway ride and rock-steady stability.
As with the old model, the M135 gets stiffer suspension, chassis bracing and various new components to enhance agility. The problem is, while it inherits the handling composure of the standard model but ramps up the body control, it doesn’t introduce quite enough thrills into the equation for our liking – an Audi S3 is a more engaging steer.
Combine that with a ride that can border on harsh on really rough tarmac, and the M135 isn’t at the top of the hot hatch tree in terms of the overall driving experience. One interesting option, though, is the M Sport Braking system, which features the same discs and callipers as the BMW M4. They have mighty stopping power, but aren’t grabby when you’re being gentle.
Noise and refinement
The 1 Series isn’t quite the most refined hatchback out there, but it isn’t far off. Wind noise is well-hushed and you won’t hear any clunks from the suspension over bumps, while even the three-cylinder 120 settles to a distant hum when cruising. The only thing to bear in mind is road noise, which is never intrusive but does increase with the larger wheel options. It’s also especially noticeable on the much firmer M135i.
Euro NCAP: is the BMW 1 Series a safe car?
With BMW technically calling this a new generation model, the 2024 1 Series may get crash tested by Euro NCAP at a later date. However, with the car’s basic structure being effectively unchanged other than being slightly strengthened, we can refer back to the 2019 models’ five-star rating for now.
That it scored the maximum rating is good to see but dig into the category ratings and you’ll see the Mercedes-Benz A-Class scores considerably better for occupant and vulnerable road users (an 83% adult occupant protection score for the BMW plays an impressive 96% for the A-Class). It’ll be interesting to see if the BMW’s stiffer body improves matters when the new version is tested.
Every 1 Series features automatic emergency braking, forward collision avoidance, traffic sign recognition and rear cross-traffic alert, along with an exit warning system to warn you if you try to open the door into approaching traffic. It also features BMW’s Reversing Assistant, which remembers your steering movements when travelling forwards and can automatically steer the car back the same way in reverse.
Adaptive cruise control with stop and go and full lane assistance is on the (extensive) options list, as are some luxury car features like a system that’ll park your car remotely via a smartphone app.
Running costs and fuel economy
With the inevitable removal of all diesel engines from the line-up of the latest 1 Series, you’ll no longer find any models capable of exceeding 60mpg in official tests. That’s a pity, as is the lack of any plug-in hybrid option – a key detractor from the BMW’s appeal to company car users.
However, what engines are left manage strong efficiency for their power outputs. The 120 is the star of the show here thanks to its mild-hybrid system, managing a combined figure of up to 53.2mpg according to official tests. That’s impressive for its performance, and trumps equivalent engines in the A3 and A-Class.
The 123 also fares well despite the inclusion of the xDrive system, promising up to 47.9mpg combined depending on spec. Of course the M135 demands a penalty for its rapid acceleration, managing up to 37.1mpg combined – but that’s a touch better than the Audi S3 and Mercedes-AMG A35.
Although only the M135i strays over the £40,000 barrier to pay the Expensive Car Supplement in VED (road tax), you’ll want to watch out when choosing options on lower-level 1 Series models to avoid hitting this list price barrier. If you do, you’ll pay £600 in road tax for the first five years of the car’s life.
The M135i will also lump the first owner with a £1095 road tax bill in its first year, but the 120 and 123 are much more reasonable at £27y0 and £220 respectively. The 1 Series also fares as well as its German rivals in terms of depreciation.
How much does the BMW 1 Series cost to insure?
The 1 Series doesn’t offer a cheap to insure entry point for young drivers any more, with the 120 sitting in insurance group 21 – six groups higher than the cheapest Audi A3. It’s closely matched with rivals once you compare equivalent variants, however. The 123 sits in group 26 regardless of trim level, while we’d expect the M135i to sit roughly in group 35 when figures are announced.
BMW 1 Series FAQs
Is the BMW 1 Series any good?
We reckon the BMW 1 Series is an excellent buy if you’re looking for a hatchback with a dose of luxury and driver appeal. Strong engines, lots of tech, excellent build quality and surprising comfort are just some of the reasons the 1 Series is a good car.
How much does the BMW 1 Series cost?
The latest BMW 1 Series starts from just over £31,000 for the 120, rising to £43,000 for the top-spec M135 xDrive. If you’re buying used, the 2019-on 1 Series can be had from as little as £9,000.
Does a BMW 1 Series hold its value?
A new 1 Series is expected to lose around 60% of its value after five years, with that rising closer to 80% after ten years. That’s about at a similar level to its alternatives.
