BMW 1-series: the full story

However, the 1-series’ longer rear overhang accounts for a bigger, 330-litre boot – growing to 1150 litres with the split seats folded, also bigger than the Compact’s. The 50-litre fuel tank is adequate for the four-cylinder diesels, but will restrict the touring range when the bigger-capacity petrols arrive.Construction

Because the 1-series and its closely related 3-series companion are to be built in such high, mainstream volumes – more than 600,000 in 2006 – they are made largely in steel, with far less aluminium than the 5- and 6-series models. Perfect weight distribution was BMW’s aim with the One. A variety of high-tensile steels help achieve a base weight of 1205kg, which is 95kg less than today’s Compact.

However, to realise the 50/50 weight distribution so beloved by BMW engineers, the front suspension is alloy, the rear suspension steel. Runflat tyres are standard on all models. This frees up space to locate the battery where the spare wheel would normally be stored, in a plastic housing under the floor.

Engines

For the moment, BMW will only admit to four-cylinder engines for the One. Take a look under the long bonnet at the space between radiator and four-cylinder engine and it is obvious BMW’s in-line sixes are in the product plans.

American dealers won’t sell the 1-series hatch, but are keen on the BMW 2-series coupé andcabriolet, provided they come with six cylinders. Expect future models to boast BMW’sstill-secret NG6 direct-injection six, due in the 3-series next year.Until then, the fastest One is the 137mph 120d – now with 161bhp and a mighty 251lb ft of torque from a development of the 3-series’ 2.0-litre diesel. A 121bhp version of the same unit adds to the diesel choice.

BMW’s Midlands Hams Hall plant supplies the two petrol engines: the entry-level 114bhp 1.6 and 148bhp 2.0-litre with double Vanos, but no Valvetronic. Both diesels and the 2.0-litre petrol get six-speed manual ’boxes or the optional ZF six-speed auto. The 1.6 is five-speed manual only. There are no plans for an all-wheel-drive One.

Suspension and brakes

No surprises here. The 1-series previews next year’s new 3-series with front MacPherson struts and anti-roll bar, plus a new, now five-link (the current Three uses four-link) coil-sprung rear suspension.

Standard tyres are 195/55 R16s with optional 205/50 R17s that come as standard on Sports models. DSC stability control, DBC brake control and EDB electronic diff locks are included, even on base models.

Predictably, steering is by rack and pinion, but where the Z4 uses electric power assistance, the 1-series sticks with a hydraulic pump. The steering rack’s 14.25:1 ratio gives a tight 10.6m turning circle and three turns lock to lock.Four-wheel discs feature on all models. Up front they are vented on all models, and the quickest 120d gets vented rear discs as well. A conventional handbrake, mounted to the left of the gearlever, might be awkward on right-hand-drive cars.Cabin

There is no escaping the limitations imposed by the mechanical layout: the north-south engine pushes the cabin backwards. That’s not a problem for front-seat occupants, who enjoy plenty of room, the driver blessed with an excellent driving position with square-on steering wheel and pedals only slightly offset to the outside.

Although the rear seat provides three three-point seatbelts, the transmission tunnel is so intrusive there’s only space for two adults. Entry is tight into the rear and legroom a real issue, though headroom is excellent.

Strategy

While BMW owned Rover, the British division was the sole source of small cars, as the Germans broadened their range into every niche. Jointly, they had begun development of the R30, a Rover-badged front-drive hatchback aimed at Focus/Golf and due to go on sale in late 2002. But BMW changed its mind and decided that the German brand could indeed be stretched to include a small car.

There was momentary debate about reskinning the R30 into a BMW, but Munich quickly decided on an entirely different species. The 1-series would be developed simultaneously with the next generation 3-series, due mid-2005. Bukhardt Goeschel, head of R&D, claimed flexibility within the 1- and 3-series allows previously unworkable changes to be implemented without upset. ‘It’s a real breakthrough,’ he said.