BMW 1 Series review

Is the BMW 1 Series a good car?

The BMW 1 Series remains a solid entry in the premium hatchback segment thanks to its dynamic driving experience, well-built cabin and strong efficiency. While the 120 mild-hybrid and the BMW M135 hot hatch are equipped with impressive powertrains, we’d like a bit more choice when it comes to the 1 Series’ engine line-up. 

Rear passenger space isn’t class-leading, and neither is the boot capacity in mild-hybrid form. The exterior design is a departure from the norm for BMW and might not appeal to traditional customers, though keen pricing against premium rivals from Audi and Mercedes is a plus point.

BMW 1 Series: model range, specs and rivals

BMW has sold over three million 1 Series models since it launched over 20 years ago, but rather than gradually evolving the car during that time, the firm has reworked the drivetrain and the looks, plus made some pretty significant changes with the naming strategy in recent years. In 2024, the design of the 1 Series was heavily revised, with a new grille arriving alongside a completely different front bumper and thinner headlight clusters. The rear lights have also been redesigned, and there’s a reprofiled bumper at the back, too. 

BMW dropped the ‘i’ designation from the 120, 123 xDrive, and M135, and this strategy is set to roll out to other models in the range because the company does not want customers to confuse its all-electric i-badged cars with petrol-powered models. The 1 Series range of trim levels follows a familiar structure to most other BMWs, and features the entry-level Sport, mid-range M Sport and range-topping M model, known as the M135. 

Used - available now

2024 BMW

1 Series

11,398 milesAutomaticPetrol2.0L

Cash £26,252

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2019 BMW

1 Series

48,038 milesAutomaticPetrol3.0L

Cash £21,250

View 1 Series

2014 BMW

1 Series

56,927 milesAutomaticDiesel2.0L

Cash £8,500

View 1 Series

2019 BMW

1 Series

27,831 milesAutomaticPetrol1.5L

Cash £14,600

View 1 Series

The regular 120 model comes with a turbocharged three-cylinder 1.5-litre and a new mild-hybrid system, which, when combined, produce 168bhp and 280Nm of torque in 120 form. The four-wheel drive 123 xDrive uses a larger 2.0-litre engine (also featuring mild-hybrid), and produces 215bhp and 360Nm of torque. As part of the update, the 1 Series ditched the six-speed manual gearbox, and gets a seven-speed Steptronic automatic transmission as standard.

The M135 is referred to as the ‘M model’ and is the sportiest iteration of the 1 Series, and rivals hot hatches such as the Audi S3, Mercedes-AMG A 35 and Volkswagen Golf R. As with those cars, the M135 gets a turbocharged 2.0-litre four-cylinder engine sending power to all four wheels. Power is pretty similar too, at 296bhp, for a 0-62mph time of 4.9 seconds. 

The updated 1 Series comes with a dual-screen display and a completely reshaped dashboard layout. There’s also no rotary controller in the centre console for iDrive anymore. 

As standard, the base Sport model receives 17-inch wheels, heated seats, electrically folding door mirrors, automatic climate control, and BMW’s Live Cockpit Plus, which includes BMW Maps and cloud-based navigation. The dual-screen infotainment system comes with integrated Apple CarPlay and Android Auto built in.

M Sport adds a body kit consisting of sportier looking bumpers front and rear, redesigned side skirts, 18-inch wheels, sport seats trimmed in Alcantara, an M Sport steering wheel, and BMW M colour stitching on the dash. 

Having initially launched back in 2004 as a rear-wheel-drive hatchback, and retained this layout until 2019 with the arrival of the current generation, the BMW 1 Series gained something of a reputation for fun driving dynamics. While the experience changed from behind the wheel with the introduction of the current front-wheel-drive version, the engineers at BMW have shown it’s still possible to make a hatchback that’s good to drive.  

The current car is offered with two engines – a 1.5-litre turbocharged three-cylinder with mild-hybrid technology for the front-wheel drive 120, and a 2.0-litre turbocharged four-cylinder for the four-wheel drive 123 xDrive and the M135. We’d like a little more choice, and the lack of a diesel for those who regularly travel long distances is a disappointment, albeit understandable given falling sales. 

The overall balance of the 1 Series remains excellent, with the lower-powered 120 feeling as agile as any of its rivals. The hot M135 delivers thrills, but perhaps not to the same extent as an Audi S3. 

Refinement is a strong suit of the 1 Series – no matter the wheel size or engine, there’s an everyday usability thanks to the compliant chassis set-up and relaxing interior. 

What is the BMW 1 Series like to drive? 

In town

Despite the 1 Series’ position as one of the sportier hatchbacks in its segment, BMW hasn’t gone overboard in making it too hard-edged on the road. Yes, there’s heavy steering, but it’s simple to pootle around town thanks to decent visibility and a responsive front end, plus a sensible suspension set-up that can put up with the worst speed bumps and potholes at low speeds. 

A turning circle of 11.7 metres isn’t amazing, and we found making quick manoeuvres with the automatic-only 1 Series isn’t as easy as before, because it takes longer to go from drive to reverse compared with manual versions of the older model. The 1 Series is not a huge car, though – it’s narrower and shorter in length than a Mercedes A-Class, so navigating tight city streets isn’t a chore. 

Whether you’re sitting in the standard seats or the sportier ones in the M135, the driving position is a little high in the 1 Series, which makes it a little bit easier to drive around town in terms of visibility. The two engines are equally adept at low speeds, thanks to the smooth-shifting seven-speed automatic gearbox. In ‘Comfort’ mode, it never seems to be in the wrong gear when cruising around.

On A- and B-roads

The 1 Series utilises the UKL2 platform that underpins the BMW 2 Series Active Tourer, the BMW X1 and the MINI Countryman. In the 1 Series, it delivers a slightly harsher driving feel, but it’s not what you would call uncomfortable. In the 120 M Sport, there’s a real tautness to the chassis, helped by the Adaptive M Suspension (standard on M Sport models). This adds quicker steering, frequency-selective dampers – which are designed to learn your driving style – a lower ride height by 8mm, 50 per cent stiffer suspension bushings in the rear axle, and extra bracing. 

All this creates a nimble hatchback that’s as good to drive as any in the sector. On a winding road, you can build up a rapport with the 1 Series, although with a 1,500kg kerbweight, you have to be a little steadier with steering inputs than you’d expect. The brakes on the standard car are decent enough, although the M135 test car we drove had the uprated brake option, which features the same four-piston calipers and brake pads from the BMW M3, along with larger brake discs. 

They’re surprisingly usable, with a relaxed pedal feel around town, but they deliver confidence-inspiring stopping power during sprightly driving. The M135 also receives unique damping, with stiffer suspension components and further bracing underneath. 

On the motorway

The 1 Series excels on a back road thanks to a decent amount of feedback, but once you’re on the motorway it doesn’t feel jittery or tiresome – it settles down and cruises at speed well. 

Much of this is helped by the heavy steering, although the cabin does a good job of isolating wind and road noise, even on the largest wheels. We find the 1 Series seats to be ideal, providing enough support when you’re slinging the car into bends, but not feeling overly stiff on a long journey. Rear passengers might not feel the same because the back seats have a rather flat bench-like layout. 

Engines, 0-60 acceleration and top speed

The engine line-up for the 1 Series has become a little slim. The current generation car used to have 118i and 120i petrol options alongside the 128ti and M135i hot hatches, plus 116d, 118d and 120d diesel versions. The updated car has just a 120, featuring a turbocharged three-cylinder 1.5-litre engine accompanied by a new mild-hybrid system, or a turbocharged 2.0-litre four-cylinder for the four-wheel drive 123 xDrive and high-performance M135. In other markets, the 1 Series is offered in non-hybrid 116 petrol guise, and with 118d and 120d diesel engines.  

However, the 120 is a good engine, and despite being a three-pot, buyers won’t feel short-changed by it. It’s flexible enough, with 168bhp and a meaty 280Nm of torque available across a large portion of the rev range. And thanks in part to the smooth integration of a 48V mild-hybrid system, throttle response is snappy enough, too. The 120 completes the 0-62mph sprint in 7.8 seconds, before topping out at 140mph. We're yet to try the 123 xDrive, but its more powerful 2.0-litre engine and better traction off the line cuts the 0-62mph dash down to 6.3 seconds, while the top speed increases to 153mph. 

The M135 is the 1 Series hot hatch fans will warm to, although power is down on the old car with 296bhp – instead of 302bhp – from its turbocharged four-cylinder engine. This results in a 4.9-second 0-62mph time (0.1 seconds slower than before). However, the 155mph top speed remains. It’s an excellent engine with a lovely, linear power delivery, rarely upsetting the M135’s all-wheel-drive ‘xDrive’ system. We’d like a little more bias of power to the rear, and stiffer engine mounts would certainly help it feel more involved upon acceleration. The synthesised engine sound piped through the speakers isn’t particularly immersive. 

In base 120 Sport form, the BMW 1 Series is 60kg heavier than the Mercedes A 180 Sport and yet it beats the Mercedes on efficiency thanks to its new frugal mild-hybrid engine. A figure of 53.3mpg (compared to the Mercedes’ 47.1mpg) is impressive, and it even trumps the Audi A3 in 35 TFSI configuration by 2.7mpg, despite the Audi weighing 100kg less. The Volkswagen Golf Style with a 1.5-litre MHEV powertrain is a fraction more economical at 53.4mpg, however. The BMW’s 121g/km emissions figure is a little better than the Mercedes’, but the same as the Audi’s. 

The M135 is the thirstiest 1 Series given its focus on performance, but it shouldn’t ruin you at the pumps. The BMW’s 37.2mpg figure is better than you get from a Mercedes-AMG A 35 and the Audi S3, with both of those cars mustering 33.3mpg. 

Neither the A3 nor the A-Class are available with four-wheel drive in their non-performance forms, unlike the 1 Series. With its larger 2.0-litre engine, and its four-wheel drive system adding additional weight, the 123 xDrive 1 Series isn't as economical as its front-wheel drive sibling, but 47.9mpg and emissions of 135g/km aren't bad, and certainly far better than you'll find if you go for an SUV - the typical sort of vehicle you'd expect to find four-wheel drive fitted to.

As there’s no diesel in the range, those who want even better economy numbers will be forced to look at the Mercedes A-Class, A3 or a Golf.

Tax

The M135 is the only version of the 1 Series to sit over the £40,000 mark, resulting in an additional surcharge on annual Vehicle Excise Duty (VED) costs for private buyers, applied from the second time the car is taxed up until it reaches six years old. 

With emissions of 121g/km, the 120 sits in the same VED tax group as the Audi A3 and one lower than the Mercedes A-Class. Company car buyers will find the 120 in the 29 per cent Benefit-in-Kind (BiK) tax band, and the 123 xDrive in the 33 per cent bracket. The M135 fares much worse and languishes in the 37 per cent band. Those keeping an eye on their tax bill should consider the plug-in hybrid versions of either the A3, A-Class or Golf, or look to an all-electric alternative like the Volkswagen ID.3.

Insurance groups

Insurance on the BMW 1 Series is roughly what you’d find on similarly equipped Mercedes, Audis and Volkswagens, at group 21 for the 120. The M135 sits in group 29, two below the Audi S3 and eight lower than the Mercedes-AMG A 35.

Depreciation

The BMW 1 Series is expected to hold on to its resale value better than its Audi A3 and Mercedes A-Class competition, according to our expert data. The 1 Series, after three years or 36,000 miles, is likely to be worth between 50 to 56 per cent of its original value, whereas the A-Class will only be worth between 40 to 50 per cent over the same period. The A3 is on par with the 1 Series at 50 to 55 per cent, with the 35 TFSI Black Edition retaining the most value.

To get an accurate valuation for a specific model, check out our free car valuation tool... 

BMW has changed so much on the latest 1 Series that rather than call it a facelift, it has given the car a new generation codename (F70), as opposed to the F40 that arrived in 2019. 

You can tell it’s the same body underneath, but BMW has added a completely revised front end with a new grille, thinner headlights and bumper layout. The rear gets a similar treatment, with a reshaped bumper and rear lights influenced by the latest BMW X2. 

The basic Sport version gets 17-inch alloy wheels, LED headlights, a gloss black exterior trim and non-metallic paint. While it certainly looks premium enough compared with other cars in the sector, the eye-catching nature of the design has been diluted somewhat, thanks to a more rounded front end look. 

The M Sport, as you’d expect, is a little sportier on the outside with 18-inch alloys, unique M Sport bumpers front and rear, plus M Sport side skirts. Non-metallic Alpine White is the only no-cost paint option available. M Sport is also the only trim level in which the four-wheel drive 123 xDrive is available. 

As for the M135, it’s a slight shame because it looks indistinguishable from the regular M Sport at the front, aside from an M badge located within a grille that has a bespoke horizontal slat design. There’s a quad-tip exhaust system to the rear, though – a staple of outright BMW M models – plus a rear spoiler and chunkier, M-style wing mirrors. The M135 comes with 18-inch wheels as standard, while two designs of 19-inch rims are available as options. 

There are seven optional paints, with the Thundernight purple metallic particularly standing out – fans of BMW’s vibrant Techno Violet paint from the Nineties will no doubt appreciate this shade. Of the seven, there are two matte finishes from the BMW Individual catalogue – blue and grey.

What is the BMW 1 Series like inside?

The BMW 1 Series received extensive changes to the interior as part of the latest 2024 updates. The dual-screen layout, steering wheel and dashboard design are all new to help bring it in line with the rest of BMW’s range, despite being the entry-level model. Jump inside and it’ll immediately look and feel recognisable as a 1 Series, which is unquestionably a compliment. 

The base Sport is a little drab inside, although there’s ambient lighting as standard, along with heated front seats upholstered in cloth and a new, very thick-rimmed sport steering wheel. 

The M Sport livens things up with M-coloured stitching on the dash, sport seats in Alcantara, further M stitching on the seats and centre console, plus an M Sport leather steering wheel. 

There’s not much difference inside between the M135 and the M Sport, which is a little disappointing. You’ll find a 12 o’clock marker on the steering wheel and an uprated Harman Kardon sound system.

What is the interior quality like? 

As we’ve come to expect from the 1 Series, the interior quality is up there with the best in its class. On the whole, it feels built to last, although we have some concerns with the flimsy-feeling joystick-type controls to adjust the airflow of the vents, which don’t work as positively as the ones used in its predecessor. 

The standard of materials used is impressive. From the base Sport to the M135, there’s an aluminium surround to the centre console switches and on the dash, plus the plastics don’t feel too cheap either (aside from the bottom spoke in the steering wheel, which is a little flimsy-looking). Some might also feel that stitching in BMW’s M division colours looks a little tacky on a three-cylinder mild-hybrid.

Sat-nav, stereo and infotainment

BMW is rolling out a twin-screen layout across its range, and while the standard-fit 10.7-inch central touchscreen and 10.25-inch driver’s display aren’t as big as the 14.9-inch touchscreen and 12.3-inch driver’s display you’ll find in BMW’s larger models, they’re the right sizes for the 1 Series. 

The latest operating system seems far more premium than the previous generation, but is just as easy to navigate. We’ve found it to be a little delayed in its responses, however, such as when switching between menus. The menu shortcuts next to the touchscreen (which larger BMW’s don’t get) are a useful touch to help mitigate the loss of the rotary iDrive controller from the centre console.

While this decision was made due to costs, it doesn’t overly affect the use of the touchscreen, which is easily within arm’s reach of the driver. The integration of the climate controls into the touchscreen is a step in the wrong direction ergonomically, although they’re always visible at the bottom of the screen. 

It’s also possible to add a head-up display as part of the ‘Technology Plus Pack’. We found the display to be easy to read on the move without being too distracting, and the configurability is pretty good, too.

Only offered in five-seat configuration, the BMW 1 Series is positioned as a family hatchback. The 1 Series isn’t the most practical five-seater hatchback on sale, with average boot capacity and a rather tight rear passenger space. It’s bright and airy enough inside, although there’s a distinct lack of colour in the standard car. For £215, you can choose ‘Mocha’, ‘Oyster’ and ‘Coral Red’ upholstery leatherette to bring some brightness to the cabin.  

Cabin storage is pretty average for the class, with a small opening in the centre console and door bins designed for small bottles.

Dimensions and size

At 4,361mm, the latest BMW 1 Series is 42mm longer than before. It’s still shorter in length than a Mercedes A-Class, yet longer than an Audi A3. It also sits between its two German competitors in terms of height and wheelbase.  

How practical is the BMW 1 Series?

Seats & space in the front

The current generation moved from rear-wheel drive to front-wheel drive in 2019, with the hope this would help to improve space inside. Room in the front hasn’t really been an issue in previous generations of 1 Series, and the same is true of the latest model. There’s plenty of space up front for a pair of adults, with enough adjustment in the driver’s seat and steering wheel to find a comfortable position. The seating position is higher when compared with its rear-wheel drive predecessors, but that’s not a bad thing for visibility – although you might have to look around the large door mirrors at junctions.

Electric adjustment for the driver’s seat with memory settings is available for £730 and we think that might be worthwhile if multiple people are likely to drive the car. However, you’ll still have to add a further £415 for the active front seat option to get lumbar adjustment, which we think is a bit mean.

Seats & space in the back

While most 1 Series are front-wheel drive, that hasn’t translated into lots of rear headroom due to the fact that there is still a four-wheel drive model, so the floor still has to be high enough to accommodate all the mechanical bits that go with a four-wheel drive system. An adult of 5’11” will struggle a little for headroom and find their legs touching the back of the seat in front of them. When we tried the sportier BMW M135, we found that its chunkier front sports seats reduced the available legroom in the back compared to the regular car. There’s a sizeable central hump that the middle rear passenger will have to straddle.

And while on some cars specifying a panoramic glass sunroof adds a bit of headroom, in the 1 Series, rear passengers won’t enjoy this option, given that a crossbar limits headroom further. 

A pair of ISOFIX child seat mounting points is provided for the back seats, and the mounts are found on the outer positions. An additional child seat mounting point is provided on the front passenger seat.

Boot space

Boot space in the non-mild-hybrid M135 1 Series is pretty good. At 380 litres, it’s 25 litres up on the Mercedes A-Class, the same as the Audi A3 and one litre less than a Volkswagen Golf. Lower the rear seats, and you’ll get 1,200 litres.

The 120 and 123 xDrive models have a mild-hybrid system that’s powered by a battery located under the boot floor, and you’ll find its capacity is limited to a meagre 300 litres or 1,135 litres with the seats folded flat. 

The boot area is a decent shape, with a fairly low loading lip, although the boot is deep, so taking heavy items out might be a struggle. A luggage net and a split-folding 40/20/40 rear bench are both £175 options. 

Towing

It might be a hatchback, but BMW will fit a towbar to the 1 Series for £730. Maximum towing capacity stands at 750kg for the 120 and M135 (with an unbraked trailer).

The current, F70-generation 1 Series that arrived in 2024 was so heavily revised over the F40-generation (which launched in 2019) that despite sharing the same basic body and underpinnings, a new Euro NCAP test is required. The organisation hasn’t yet tested the latest version, but judging from previous results, it should perform well. 

Safety technology on the 1 Series is pretty comprehensive as standard. There is BMW’s ‘Active Guard’, which incorporates forward collision avoidance and lane keep assist, plus ‘Driving Assistant’, a radar-based driver assistance system consisting of rear crossing traffic warning and speed limit information. 

A ‘Park Assistant’ can provide automatic parking in parallel and bay parking spaces, plus helps with rear parking thanks to a reversing camera, and can automatically leave parallel parking spots. 

As part of the £2,750 Technology Plus Pack, the 1 Series can have ‘Parking Assistant Plus’. This adds a panoramic view for the rear camera, a 360-degree exterior view, an anti-theft recorder and monitoring during parking manoeuvres.

BMW managed to secure three places in the top 25 of our Driver Power car ownership survey in 2024. The new 1 Series wasn’t among them because it’s too new, but the previous 1 Series came in at number 25. The BMW brand came 14th out of 32 manufacturers, beating Mercedes (25th) and Audi (27th) by quite a margin. Owners praised the engines, ride and handling, and safety features the most, although overall running costs were an area of concern.

Warranty

The BMW 1 Series receives a fairly standard three-year, although its unlimited mileage limit is far more generous than the 60,000 mile limit Audi imposes.

Servicing

For £970, BMW will provide your 1 Series with a service plan, which comprises a vehicle health check, servicing engine oil, air filter, microfilter, spark plugs (for petrol engines) and brake fluid. The plan sits over the first four years and up to 62,000 miles of the 1 Series’ life. 

What do owners think?

Here’s what owners thought of the BMW 1 Series in the 2024 Driver Power customer satisfaction survey.

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How much does the BMW 1 Series cost?

Around £32,000 gets you into the most basic 1 Series Sport, with the M Sport starting at around £34,000. Those wanting a four-wheel drive version will need to spend around £37,000, while the sportiest M135 starts at around £44,000.

Our network of trusted dealers is currently offering discounts on the recommended retail price of a new BMW 1 Series via our Find a Car service. Alternatively, you can lease an BMW 1 Series or buy a used BMW 1 Series, all on Auto Express.

BMW 1 Series alternatives 

Given BMW’s position as a premium car maker, the 1 Series goes up against the likes of the Mercedes A-Class and Audi A3, although lower-trim versions overlap with well equipped, less upmarket hatches such as the Volkswagen Golf, Honda Civic, Ford Focus, Toyota Corolla and SEAT Leon.