First Drive: BMW 1 Series & 2 Series GC

First Drive: BMW 1 Series & 2 Series GC

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The BMW 1 Series has been gracing the roads since 2004. The idea was to replace the squished-looking 3 Series Compact as the gateway model into the brand. It has been doing something right, though, considering the fact that BMW is now launching the fourth generation of ‘The One’. That’s despite the F40 third-generation committing what many BMW purists considered at the time to be heresy by employing a front-wheel-drive configuration, a considerable blow to the brand’s rear-wheel-drive philosophy. Luckily the blow was somewhat softened with the xDrive… 

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Fresh but Familiar Styling

Now in its fourth generation and launched locally alongside the related, albeit suited to different tastes, 2 Series Gran Coupe, the 1 Series continues to be the entry model into the brand. Both models comply with BMW’s latest design ethos, sporting grilles that stretch wider and farther forward, and specific to these models, flanked by vertically rising headlights with vertically stacked daytime running light elements. Other cosmetic changes include the BMW Iconic Glow surrounding the grille, which forms part of an add-on equipment package, and the deletion of the “i” at the end of the 118 and 135 model designations since it's now solely assigned to electric vehicles. 

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The dimensions on both cars have been subtly beefed up too, with the 1 Series stretched slightly to the tune of 42mm to a total length of 4,361mm and standing 25mm taller at 1,459mm. The 2 Series GC, on the other hand, now measures 4,546mm in length (+20mm) with a similar wheelbase to the 1 at 2,670mm. In terms of height, it too had a marginal growth spurt of 25mm (1,445mm).

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Digital Rework

Sitting inside, the most prominent aspect is the digitally controlled interior, which in recent years has been drip-fed into all new BMW models and is a welcome pivot from the button-cluttered and frankly bland interiors of old. In front of the driver is a 10.25-inch display with all requisite driving information neatly consolidated into the display with crisp, modern graphics. As part of the curved display module, it seamlessly blends into the 10.7-inch infotainment screen that houses all entertainment, media, and, rather frustratingly, the air conditioning controls. While I generally consider the system to be a leapfrog over previous user interfaces, having to control the climate variables using digital sliders and sub-menus feels like a step in the wrong direction.

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Thankfully, the operating system, which is powered by BMW’s Android-based Operating System 9, is relatively straightforward to operate compared to the layers-on-layers approach that relied on the iDrive module of old. It also allows for third-party app stacking, such as music and video streaming, in addition to BMW’s in-house apps. That said, it’s not without hiccups. On launch day, I had but 30 minutes of Android Auto connection, with the system refusing to recognise the pairing request despite several attempts at perusing the menus for an obvious fix and many disconnect-and-reconnect routines with the Type-C ports. 

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Other irritants aside – like the need to navigate driving modes on-screen following a press of the “My Modes” button on the centre tunnel – the material quality in both the 1 Series and 2 Series GC has taken a substantial step in the right direction of premium. Everything feels solidly bolted together, with perhaps the only exception being a persistent rattle from a sun visor.

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Sensibility and Speed 

Under the bonnet of the entry models (118 and 218), BMW sticks to the familiar 1.5-litre, 3-cylinder turbo engine that delivers 115kW and 230Nm of torque. Paired with a 7-speed dual-clutch gearbox, the mill is capable of sending the base models to the benchmark 100km/h in 8.5 seconds for the 118 and a slightly slower 8.6 seconds for the heavier 218 GC. While it’s not particularly exciting, the 3-cylinder has decent pull from low down. Ask it for anything beyond its mechanical scope of sensibility, and it’s reluctant to deliver on anything more than that characteristic 3-pot thrum. Still, it’s a good engine if the cost of ownership enjoys a higher priority than outright hooliganism.

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If, though, you can stretch your downpayment and/or fuel budget to the M135 or M235, the payoff is a 0-100km/h time of 4.9 seconds courtesy of the 2.0-litre 4-cyl unit that produces 233kW and 400Nm, managed via the slick 7-speed dual-clutch gearbox and grippy xDrive. There is, unfortunately, none of that old-school rear-wheel-drive BMW theatrics, as accelerative timing sheets have become more of a consideration than character. I’m not saying that the 135 and 235 lack character… Far from it. Bury your right foot, and you are pressed into the M Sport seats with the soundtrack producing plenty of bassy pops. Post it into a corner, and there is just a hint of controllable oversteer to keep you engaged.

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As is, though, the leap from sensible to performance feels enormous, with nothing to occupy the middle ground. However, BMW did hint at the imminent market launch of the 120 soon. 

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Pricing and Competition

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In the meantime, the ‘new’ 1 Series – in large parts an extensive rework of the F40 – continues to offer good value for money in a declining segment that’s increasingly under threat from the advent of crossovers. Competitors to both the 1 and 2 Series are few and far between, with the 118’s main antagonists still bearing the Audi A3 and Mercedes-Benz A-Class badges. Price-wise, Merc’s A200 starts at R813,124 while the Audi A3 opens its campaign at R808,200, making the entry-level BMW 118 (R713,395) an extremely attractive buy. But, and this is a big one, VW recently launched its Golf 8.5 TSI locally, with the all-bells-and-whistles R-Line Plus derivative selling for R688,100. A hard one to ignore if you are shopping for a premium-esque hatch. 

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As for the 2 Series GC, it starts at R733,559 and squares off against the Audi A3 Sedan (R823,200) and the Mercedes-Benz CLA (R905,156), with other, lesser-considered alternatives being the Honda Civic RS (R725,000) and the Subaru WRX (R899,000), the latter of which brings an added performance aspect. 

Performance Under a Bar

With the M135 (R982,768), the picture looks somewhat different, with it being one of the only hot hatches over 200kW that costs less than a bar at the time of launch, with the VW Golf R (235kW & 400Nm) commanding R1,016,600, while the Honda Civic Type R (235kW & 420Nm) costs R1,021,000. The M235, on the other hand, competes primarily with Mercedes' pricier A35 sedan (R1,158,22) and CLA35 (R1,292,644) for sales in its segment, placing it high on the value-for-money scale if you are looking for a reasonably fast sedan-coupe.

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BMW’s entry-level duo has matured. They are modern and digital (albeit a bit overdigitised on the air-con front) and have a prominent air of refinement, all proof that BMW was listening all along. Add to that the 1 Series’ competitive pricing relative to its natural challengers, and it’s difficult to see the compact SUV trend cannibalising the 1 anytime soon. As for the 2 Series GC, even though it’s based on a solid platform, it walks a fine line between niche appeal and mainstream wantability. Now we just wait for the arrival of the 120 to bridge that performance chasm. 

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BMW 118: R713,395

BMW 118 M Sport: R753,395

BMW M135: R982,768

‍BMW 218 Gran Coupe: R733,559

BMW 218 Gran Coupe M Sport: R773,559

BMW M235 Gran Coupe: R1,043,100

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