BMW 1 Series (2004-2013) review | A driver’s delight – but a compromised family car

What is the BMW 1 Series?

With mounting evidence in the late 1990s and early 2000s that hatchback buyers were prepared to pay extra for models with more class and high equipment levels, BMW introduced the first-generation 1 Series in 2004. Often known by its BMW internal code, E87, the 1 Series mk1 eschewed traditional hatchback conventions by being rear-wheel drive.

Following experiments with hatchbacks in the form of two generations of 3-Series compacts, the 1 Series was BMW's first full-blown attempt to steal sales from the likes of the Ford Focus and Volkswagen Golf with the promise of a more upmarket feel and a more sophisticated driving experience.

In 2011 the E87 1 Series was replaced with the mk2 BMW 1 Series, known in BMW-speak as the F20.

How practical is it?

The 1 Series is quite low-slung in order to give it a sportier appearance and driving position, but that also makes it harder to climb into and out of, and to belt children into the back. What’s more, because it’s rear-wheel drive, BMW’s had to fit in transmission components under the rear floor – something the 1 Series’s front-wheel-drive rivals don’t need.

As a result, while up front the 1 Series's seats are comfortable (and the sports seats in some models very supportive during spirited driving), the 1 Series is unapologetically short of space in the rear seats; passengers incarcerated in the back may find it tight for both leg and headroom, and may complain about how the thick C-pillars make it feel a bit gloomy back there. Its boot, too, is of modest proportions, though at 330 litres its capacity is not all that far behind that of its rivals.

What’s it like to drive?

The 1 Series is all about the cachet of the BMW badge and the promise of first-rate driving dynamics. It largely lives up to expectations, with smooth, willing engines and steering response, and handling balance that sends driving enthusiasts into raptures. The payoff for this is that the ride quality is pretty hard even in the more compliant SE versions; M Sport models, with their stiffer sport suspension, can be positively unpleasant on today’s cratered road surfaces.

The 1 Series's collection of diesel engines is where most folk spend their money. These direct injection turbocharged diesels (twin turbos in the 201bhp 123d) are all gutsy performers in everyday driving, with even the most fuel-efficient model, the 116d, capable of getting to 62mph from a standstill in a very respectable 10.2 seconds.

The 120d is quicker, as you might imagine, hitting 62mph in 8.9 seconds, and probably represents the best all-rounder of the diesel range. However, if it still isn’t fast enough for you, there’s always the twin-turbo 123d, which was introduced toward the end of the 1 Series’s life, and can sprint to 62mph in just 6.9 seconds.

Though quieter than the diesels, the petrol units do have to be worked harder as they don't have the mid-range torque of their stablemates, which means that while the 116i can manage the 0-62mph benchmark in 9.8 seconds, it doesn’t feel quite as punchy as the 116d out on the road.

The 118i is better, at 8.7 seconds, but neither of these four-cylinder engines is a ball of fire, which is why if you want a petrol engine, the 120i is a better all-rounder, with a 0-62mph time of 7.8 seconds, and much better mid-range grunt.

That said, when it was initially launched most commentators thought that the 1 Series could cope with much more power, and by late 2005 that prediction was confirmed when the six-cylinder 3.0-litre petrol-engined 130i hit the showrooms.

This is the pinnacle of the hatchback range, and its six-cylinder engine offers a thumping 265bhp, enabling a 0-62mph time of just 6.1 seconds and turning the 1 Series into a true hot hatch. All that power matched to the 1 Series’s lithe chassis makes this version a real delight to drive.

Coupe and convertible buyers were offered a subtly different range of engines. 116i, 116d and 118i versions weren’t available, which meant there were three diesel versions – 118d, 120d and 123d. The petrol range, meanwhile, kicked off with the 120i, but above it sat two distinct six-cylinder versions that were never made available in hatchback form: the 125i and 135i.

The former used a slightly detuned version of the 130i’s six-cylinder engine, pushing out 215bhp, which allowed a 0-62mph time of 6.4 seconds, but the latter used a glorious 302bhp turbocharged six-cylinder, capable of blasting the 135i to 62mph in just 5.2 seconds.

This was not as quick as the 1 Series got, mind you; right at the end of the model’s production run, BMW introduced the 1M Coupe, whose fat arches, wider track and huge alloy wheels betrayed the fact that this was little less than a supercar hiding in 1 Series clothes.

BMW had turned up the wick on the 135i’s turbocharged engine to 335bhp, and matched it to a sublime chassis that made it one of the best driver’s cars of its time. 0-62mph came up in 4.9 seconds and the top speed electronically limited to 155mph; in other words, it was nothing short of one of the fastest road cars around, and today is highly sought after.

Technology, equipment & infotainment

Inside, the 1 Series’s cabin design has the sort of chic simplicity for which BMW is renowned. Controls are laid out logically and every button, stalk and dial moves with the sort of well-oiled clunkiness that suggests a premium product.

If there’s a downside, it’s that the 1 Series featured a lot of grey plastic inside, and some of this was not of the highest quality; if it’s been neglected or poorly treated, it can age badly.

There’s no touchscreen in the 1 Series; instead, you control the main screen using the iDrive controller on the centre console. If you've never used this device before it can at first seem strange, but you shouldn't take long to start enjoying its benefits.

Entry-level 1 Series could feel quite basic, though. These were badged ES, and the only real fripperies they came with were alloy wheels, electric windows, and manual air conditioning.

Mind you, even upgrading to the SE didn’t get you much in the way of extra toys. The air conditioning was upgraded to climate control, and you got heated exterior mirrors, front fog lights, rear parking sensors, and – brace yourself – an arm rest between the front seats.

M Sport, meanwhile, offered the SE’s specification with sportier looks on the outside, that stiffer suspension, and sports seats with aluminium interior trim on the inside.

If you really wanted to plush your 1 Series up, then, you had to take a trip to the options list, which was long and meandering. Adaptive headlights, cruise control, front parking sensors, satnav, automatic wipers, Bluetooth connectivity, and even a sun roof were all available – but you had to pay extra to get them. So it’s worth noting that if you want any of these extras on a used 1 Series today, you’ll have to scour the small ads to find a car whose first owner ticked the right boxes.

BMW 1 Series running costs

You’d need a financially ruinous obsession with a full BMW service history to have your 1 Series E87 attended to by the official dealer network at this stage in its life. If you paid £23 per month for 36 months into a BMW Service Plan, it would entitle your ageing 116i to one oil and microfilter change and one major service – you’d also get one free MOT, some seasonal health checks, map updates for the satnav (if your car has one), and free fluid top-ups. When you say 23 quid a month it doesn’t sound so bad, but when you add it up the total comes to more than £800.

By way of comparison, independent BMW specialists charge in the region of £100 to £150 for a minor service and from £250 to £400 for a major one. These prices apply for the standard 1 Series, by the way; a 1M Coupe’s specialist servicing will cost quite a bit more. Once you find a good specialist, treasure them, because at this age there are numerous mechanical items that are reaching the end of their natural lives.

As a result, the fact that some of the diesels cost very little to tax and can return real-world fuel consumption figures in excess of 55mpg pales into insignificance against the cost of replacing worn or broken parts.

And of course, if you’re choosing a petrol-powered 1 Series, you’ll spend more than that on fuel and tax. Expect to average around 40mpg in a four-cylinder model, or anywhere between 30 to 35mpg in something more potent.

BMW 1 Series reliability

In a 2014 car reliability survey by Which?, the BMW 1 Series was declared Britain’s least reliable new medium-sized car. Now, more than 20 years later, age and mileage aren’t helping its cause.

Cam chains on both diesel and petrol engines are prone to snapping, which if you’re lucky means replacing the chain and associated components, but equally likely it will destroy the engine.

The chains on 2004-2006 examples of the 116i and 118i have been known to slip on their sprockets, too, and though a remedy should have been applied by now, it’s good to check. And on the 118i, the plastic timing chain tensioner can break up, dropping pieces into the sump that can catastrophically disrupt the flow of oil into the engine.

A major repair in the aftermath of any of these failures costs about £3,000 or more, while a new engine is on the wrong side of £7,000. When you might have paid as little as £2,000 for your 1 Series, you can see why breakers yards are filling up with early examples. If you can’t find evidence that the cam chain and ancillaries have been renewed recently, you should get it done yourself, although lay aside about £1,500 to do so. And to keep those cam chains in better health, plan on having an oil change at least every 10,000 miles, and preferably even more frequently than that.

On some diesel engines the plastic swirl flaps inside the intake system can snap off and be ingested by the engine. Again, the remedy is usually an engine rebuild or an entirely new unit.

Fuel injectors are starting to fail on diesel and petrol engines, too. New injectors for a 118i cost £250 each, while on a 130i there are six of them, so the bill can easily run to almost £2,000, once labour is factored in. Inconsistent idling from a cold start on early petrol models can mean that there’s an ECU problem, which is roughly £900 to replace. Meanwhile in the stopping department, ABS braking pumps are beginning to fail, which is approximately £1,800 at a dealer.

There are various issues with BMW’s clever variable camshaft timing system, VANOS – it will cause poor starting, rough running, lots of exhaust smoke and probably an engine warning light – but if you’re in luck, the solution could simply be a dirty or defective sensor. And talking of sensors, MAF (mass air flow) sensors are reaching the end of their lives, and so are those for some Dynamic Stability Control/Dynamic Traction Control systems.

At around the 100,000-mile mark some dual-mass flywheels are giving up the ghost – signified by clutch judder as you pull away – and replacing the clutch and flywheel can cost as much as the car is worth. Many a suspension damper is now tired and bouncy, but at least the rest of the suspension is pretty robust.

Exhaust systems are getting ratty by now – BMW dealers quote as much as £4,000 for a complete new system, but £500 should see you right from an aftermarket supplier. Turbocharger bearings are frequently failing, too, and dealers quote in the region of £1,600 for one of those – again, it's always worth getting a quote from an independent specialist. Having to have your battery coded to your key fob can cost you £260, and if the starter motor needs replacement, as they can do because of the strain put on them by the stop/start system, that will set you back £600 or more.

There are countless other faults, too, but do ensure that a 2018 recall to sort out an electronics fault, which can cause the 1 Series E87 to cut out randomly when being driven, has been carried out.