Baby BMW takes on Golf 16.06.2004

Baby BMW takes on Golf 16.06.2004

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BMW'S new 1-series, scheduled to go on sale in the autumn, has one unashamed aim: to depose the Volkswagen Golf as the king of small hatchbacks.
Although the Munich company has tried it before, with the original 3-series Compact of 1994, it never managed to convince buyers the two were genuine rivals. But the 1-series will be targeted so precisely at the larger Mk5 Golf that there can be no mistaking where BMW's guns are pointing. The two are so close in size that even if BMW had not cited the iconic car from Wolfsburg as its intended source of captured sales, you'd have been able to spot it from a mile away. One obvious pointer is that the 1-series starts life as a five-door car, the format favoured by buyers in this class, whereas Compacts have always been three-door models.
The main difference between VW's best-seller and its new rival is in the wheelbase. The 1-series, true to BMW's unshakeable support for rear-wheel drive, is expected to be some 80mm longer than the front-driven Golf.
Nor will the BMW offer as broad an engine range, but it will cover the key areas important to buyers of this size of car. That's likely to mean a starting price for the range of around £15,500 - about £500 less than it takes to get into today's second-generation Compact - with an upper ceiling of perhaps £23,000.

Family resemblence

If makers of non-premium small hatchbacks think that they are out of reach of the new BMW, they'd be wise to reconsider.
The German manufacturer's resale values are traditionally so strong that 1-series leasing rates for business users are likely to be close enough to those of some high-spec mass-market cars. So, the 1-series will be within the range of people previously priced out of BMW ownership. We've seen the same thing happen higher up the ladder, where the 3-series out-sold every mainstream family saloon in 2003.
During the 1-series development process it was made clear to the engineers that the car had to have BMW's vital chromosomes - high-performance engines, sporty and agile suspension, and premium equipment levels. It's a much bolder car than the rather limp-looking Compact. The mixture of convex and concave surfaces follows the theme BMW has kept going with all new models since the launch of the 7-series in 2001. The wheel-at-each-corner look BMW likes is maintained, emphasised by the large, unusually shaped lamp clusters that curl around the front and rear sides of the new baby. The swathes at the bottom of each side echo the Z4 roadster; the sharply-creased tailgate is similar to that on BMW's X5 and X3 4x4s; the long, low bonnet, deep bumpers and sharp alloy wheels ensure it looks suitably sporty.
The 1-series is based on an all-new platform, whereas the Compact had to make do with current or old-generation 3-series underpinnings. 'That means there are no compromises for the driver and no packaging restrictions,' says a BMW spokesman.
'The driver sits straight behind the wheel in a perfect driving position. This car does not live primarily for roominess and versatility, although obviously we made sure it is not disadvantaged against the competition for legroom and long-distance comfort.'
It is actually only slightly shorter overall than the current Compact and a fraction taller, but its front and rear wheels are expected to be 65mm closer together.

Powering up

The four engines at launch - two petrols and two turbodiesels - will offer a minimum of 115bhp and a maximum of 163. The line-up starts with the 115bhp, 1.6-litre 116i using a smaller-capacity version of the 1.8 unit found in the base-model Compact. It has not previously been available in Europe, and lacks the 1.8's clever Valvetronic mechanism that ensures the engine gulps in only as much fuel and air as it needs.
The most potent petrol 1-series is the 150bhp 120i, using the 2.0-litrefour-cylinder engine from the 3-series range, but uprated by 7bhp partly thanks to the use of Valvetronic technology. The diesels are both 2.0-litre units from the 3-series, but again delivering greater power. The 118d has 122bhp - 7bhp more than it develops in the saloon - while the 120d has 163bhp, a gain of 13bhp. All meet Euro IV emissions regulations, so the diesels won't attract the 3% extra company car tax loading that would otherwise apply.
Six-speed manual and automatic gearboxes will be available, plus a version of BMW's two-pedal SMG (Sequential Manual Gearbox) system that lets you swap cogs via steering wheel-mounted paddles will be added later.

Driving fun

BMW is emphasising that the 1-series remains true to its 'sheer driving pleasure' beliefs. You start it with a button rather than a conventional key, while the accelerator will be floor-hinged as in all other BMWs. 'This car is fun to drive even when you are only cruising,' the company claims. 'The suspension does not allow quite the same go-kart feel as the new Mini, but it has sporty settings, and the long wheelbase and short overhangs are good for stability at high speed. We are aiming for best-in-class driving performance.'
The front suspension, based on a strut arrangement, is made entirely of aluminium to reduce weight, while at the rear there's a five-link set-up similar to, but using no shared components with, that on the 3-series. Large brake discs giving impressive stopping power e f are fitted to all four wheels, which will be at least 16 inches in diameter. These will be equipped with run-flat tyres, making it unnecessary to carry a spare that robs the boot of space.
The 300-litre boot capacity expands to 1100 litres with the rear seats down. A Golf can carry more luggage, but the 1-series will accommodate the powergliding equipment, surfboards or skis that BMW sees as intrinsic to owners' lifestyles.
Sports suspension, stiffened and lowered by 15mm, will be available, and you'll be able to get wheels of 'at least 18 inches' in diameter to complement it. Anti-lock brakes which electronically share out the stopping power between the wheels will be standard, and BMW's anti-skid Dynamic Stability Control will be offered, albeit possibly as a cost option.

Big-car kit

The cabin design is closer to the minimalist approach taken for the Z4 than the more plush look of BMW's large cars. The dash is uncluttered, with the major switches and controls grouped in the centre console, on and around the three-spoke steering wheel or on the door armrests. Aluminium cappings replace wood in what BMW describes as 'a pure, concentrated layout'.
The seats and wheel will be fully adjustable. The instruments - two large dials and a series of warning lamps - are housed beneath a hood that sprouts from the dash's upper surface. If you opt for sat-nav, it springs from the centre of the dash as in a Volvo.
The controversial iDrive that lets you control navigation, stereo, mobile phone and even internet systems from one rotary switch between the front seats, with your options displayed on the sat-nav monitor, will be an option. At least it's the simplified system from the 5-series rather the incomprehensible version from the 7-series.
Other options include adaptive xenon headlights that can see round corners, sports seats with adjustable backrest width, keyless entry and engine starting, and a voice recognition system that, among other things, lets you change radio stations just by bawling out the name of the network you want. In fact, the 1-series will offer most of the in-car technology in the company's repertoire.

Why buy one?
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Admit it - you've always fancied a BMW, but thought they were a bit too big or too expensive for your pocket. Well, now you can have one, and it will take up only as much space in your garage as a Golf - and knock a similar hole in your bank account.