The engraving will be given to every coupe and convertible 2008 models – which are expected to arrive next spring. BMW has stated that this is only one commemorative special feature that they have added so far.

They aren’t telling us everything they have planned for the new release – but we are confident that as the release date for the 2008 1-series draws closer we will hear more on the subject.

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BMW’s classic configuration of front-mounted engine and rear-wheel drive brings an emphasis on driving to the segment of premium small cars that includes the Volkswagen R32 and Volvo C30. The numbers tell the story. The 2009 BMW 135i coupe gets to 100 kph (62 mph) in just 5.3 seconds and the standing kilometer in 24.6 seconds.

To give this speed some perspective, the new 2008 BMW M3 is just 0.5 second and 1.3 seconds quicker to the same marks respectively. Even more important, this 135i coupe will rip from 50-75 mph in 4th gear in just 5.0 seconds – just 0.1 second slower than the latest M-car.

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BMW is all to aware of the problem of making vehicles that are less then ‘ultimate’ when it comes to compact vehicles. The 3-series took things down a notch, but they are confident that the 1-series will bring that image back up.

Rich Brekus, the G.M. of product planning and strategy for BMW’s N.A. operations, is quoted as saying that the 1-series, “is the purest BMW we have.” He goes on to point out that BMW’s driving dynamics are what won people over in the past, and it would be a shame to let the next generation down.

The 1-series will supposedly go on sale in the States next year, with both a two-door and a convertible being offered. We’re getting anxious and it sounds like we have good reason.

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And even BMW must admit that the sensational 3-series has gained weight, and with its high level of luxury and technology (and available iDrive), its purpose has expanded well beyond just driving. Enter the 1-series coupe caught here during winter testing in the Arctic. Bound for the U.S. and based on the rear-wheel-drive, European 1-series hatchback (which we also love), the tidy 2009 1-series coupe promises to be both light in weight and, based on our prior experiences with 1-series hatchbacks, pure in purpose.

Why doesn’t BMW just send us the hatchback, you ask? The company tried that once before in the form of the 1995–1999 318ti, but it languished on dealer lots, the concept of a $25,000 hatchback (probably $30k in today’s money) was more foreign than staying right except to pass. Cars like BMW’s own Mini Cooper have changed U.S. perception of hatchbacks somewhat, but the company isn’t pressing its luck.

Next to the sporty hatchback version, the notchback One is decidedly elegant. Still, with its upright grille, stubby front overhang, tall roof, and glassy greenhouse, the coupe’s proportions lovingly recall the “One” that started it all nearly four decades ago. And get this, sun-seekers: later in the year, the 1-series coupe will be joined by a cloth-top convertible.

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Taking BMW’s renowned attention-to-detail to the extreme, the 1 Series engineering team have exploited the 1 Series’ exemplary air flow and cooling to extract even more performance out of the car at full throttle. As a result, the 130i now delivers 265 bhp, seven horsepower more than the 330i, 530i and 630i.

Similarly, torque has also been uprated to 232 lb-ft from 221 lb-ft. The improvements in engine output enable the car to deliver a class-leading zero to 62 mph time of 6.1 seconds while top speed remains limited to 155 mph. Consumption is still frugal with the 130i recording 30.7 mpg on the combined cycle, while the EU4 compliant power train produces just 221 g/km.

The exciting performance figures of the BMW 130i are due in part to the VANOS and VALVETRONIC valve opening and valve lift control mechanisms on the 2,996 cc engine that ensure optimum combustion and engine breathing at all times. An electrically driven water pump also cuts down on internal engine friction and improves efficiency. Power is transmitted to the road via a standard six-speed manual gearbox.

Additionally, for the first time on a 1 Series, customers are able to specify Active Steering. BMW’s innovative steering system varies the steering ratio depending on road speed and has been tuned specifically to the 130i. Complementing the class-leading performance of the BMW 130i is the announcement of a new range of M Sport models across the 1 Series range and on other BMW variants.

At the front, M Sport models have a lower front spoiler styled for increased aerodynamic efficiency while at the side, sculpted sills change the profile of the car. At the rear, a venturi cut-out in the rear bumper further accentuates the sporting theme. Bespoke 17- or 18-inch double-spoke alloy wheels, M Sports suspension and high-gloss Shadow Line finish the exterior package.

Standard interior trim for M Sport models includes Sports seats in an exclusive cloth / leather combination, M leather steering wheel, M doorsill finishes and an Individual anthracite headlining. Similar M Sport interior and exterior enhancements will be available from September 2005 on 3 and 5 Series and X3 models and the new styling is expected to be offered on more models in the future.

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So here we have the ultimate test: a family hatch priced at almost £20k, a new contender for the junior executive crown. Does this mean that the 1-series is a hollow, cynical marketing exercise or is it worth that premium hatch price?

Straight off BMW plays a dynamic trump card by making the car rear drive. At the end of the day it isn’t a surprise, as BMW wouldn’t get away with claiming that the ultimate driving machine is front wheel drive, indeed if front drive had been selected, established manufacturers, with proven expertise in that area may have laid claim to the crown. In the end the price of the layout is a compromise in terms of interior space and a little boot space.

Dynamically, undoubtedly; the 1-series chassis offers levels of precision, adjustability and traction front drive rivals cannot hope to match. Try to stay with a hard driven 1-series in an Audi A3 and the white flag would be waved after two corners.

The steering is well weighted and feelsome and combines with a chassis of rare ability to allow the driver to pick his exact choice of line on any given road. The excellent damping and body control then do their bit to ensure that one isn’t thrown off line by mid corner bumps and ridges. The ride is stiff, but not excessively so with the run flat tires probably being as much of a culprit as the suspension itself.

The 120i has a 2-litre four-cylinder powerplant with all of BMW’s latest technologies: Valvetronic, Vanos and latest material and construction methods. It’s smooth and refined, although tuned for torque rather than outright power. It is a typical BMW engine though; great to use and hooked up to a very good six-speed manual ‘box that is quick, accurate and has well chosen ratios.

So the driving experience is top drawer, but at what cost? Well interior space in the One isn’t as generous as a new Golf, Vauxhall Astra or Ford Focus. If you carry passengers or have kids you’d need to have a look for yourself as to whether this is an issue.

It will be for some, but this will be down to needs and preferences of the individual. The interior itself is well fitted and equipped, the optional sports seats are excellent and you sit low in the car. It feels sporty before you press the engine start button. The infamous I-drive makes an appearance and is its usual baffling self after a period of unfamiliarity. I don’t mind I-drive, the optional navigation system in particular is great, but some hate it.

So for me the 120i goes straight to the top of the premium hatch class, the price ticket looks harsh in isolation. Compare the performance to a RenaultSport Megane and you wonder what sort of value for money you are getting but compared to a Mercedes-Benz C-class or Audi A3 it is, quite literally, bang on the money.

Buyers looking for more performance can look to the 120d; real performance junkies will have to wait for the 130i. Having driven the 630i with which it shares its engine I can tell you that it will be one of the great driver’s cars released this year.

As it stands, the 120i is a terrific car, the default choice as the best driving experience available in the premium hatch sector. The trade off in terms of interior space will be acceptable to many of the potential buyers. As a first rung on the ladder of BMW ownership the 1-series is a rip roaring success and that for many will be enough to make the price worth paying, including those controversial looks.

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The BMW 1 Series range has now filled out and the latest addition, though not an M-car, sits at the head of the line-up. Finding itself among hot hatches, coupes and sports saloons the new BMW 130i is in competition with a wide spectrum of cars as diverse as the VW Golf R32, Nissan 350Z and Subaru Impreza WRX. BMW’s styling of the 1 Series continues to divide opinion like few others and will polarise prospective buyers almost instantly.

The M Sport front end adds some menace and the 130i is difficult to differentiate from a 330i in the rear view mirror of another car. In profile the 1 Series still looks a little awkward and something of an acquired taste, but sitting low on M Sports suspension it looks noticeably more purposeful than lesser 1 Series models.

The five-spoke alloys are lovely as well and the large exhaust protruding from the heavily sculpted rear skirt indicates some of the potential lurking under the long bonnet. The installation of BMW’s middleweight title-holding three-litre straight-six into its smallest car yields some impressive performance figures: 0-60mph in the low 6s, 100mph in a further 8 seconds and the ability to kiss the restrictor at 155mph with considerable ease.

Bear in mind that the E36 M3 had only 286bhp and it gives the 260bhp in the nose of the 130i some perspective. In-gear performance probably exceeds that of the old M-car as the extra features on the new engine (such as double-VANOS and VALVETRONIC) yield a broader spread of torque.

The test cars are also extremely rev friendly, screaming up to and through the redline with some zest. As ever the six-pot offers a variety of aural treats. The full repertoire of howls, wails and screams are present and able, and six well-spaced ratios, accessed through a precise, slick and swift change, allow the driver to tailor the rate of change of pace and sounds as necessary.

Some offer more space as well, as the limitations of the 130i’s packaging are exposed at this price. A Golf has more interior space, even more so an Impreza. What it does enjoy is a cabin quality that the majority of the market can’t match, not to mention a thoroughbred powertrain.

As a premium hatch the BMW 130i enjoys a comfortable advantage over rivals such as the Audi A3, but as a hot hatch the Golf GTi has it hard pushed to justify the premium, despite its inherent rear drive advantage. The 130i’s proximity to some serious drivers’ cars such as the 350Z and Honda S2000 further challenge its case and it finds itself in a relatively small niche.

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Right now, until BMW starts inserting big-capacity sixes or high-revving motor sport ‘fours’ into unsuspecting Ones, the 120d is the quickest variant you can buy. With a strong 163bhp and a massively sturdy 251lb ft, there’s nothing that a 120i can do, however desperate, to get away from a chasing 120d. That the performance is always impressive is hardly a surprise.

BMW claims the 0-60mph sprint takes just 7.9sec and it feels easily that quick. That it’s coupled with refinement that makes some other diesels in the hatchback class sound and feel like fairground generators is the real news. From muted idle to fluid upper rev-range, noise levels are fantastically low, as are vibration and harshness. Only a faint murmur felt through the clutch pedal at the top of its travel mars the picture slightly.

A smooth turbo boost curve aids a finely judged power delivery that avoids the ‘nodding dog’ all-or-nothing characteristic yet provides enough of a shove in the back to remain exciting. And you don’t have to suffer a clunky old gearbox to handle all that torque: the 120d’s ’box is a typically sweet, snappily shifting BMW device. With near-50mpg economy, it’s only the fact that BMW’s petrol sixes are so smooth, engaging and sonically stimulating that puts any real dent in the diesel’s case for purchase.

There is also a slight deterioration in the ultimate handling ability of the diesel car compared to the petrol 1-series, at least against the current four-cylinder cars. The added weight in the nose of the 120d robs just a small fraction of the inherent agility and turn-in found in the petrol variant. Other than that it’s all good news: outright grip, balance and body control are all excellent.

A debate that’s sure to rage on. But in that split second when eye spies object but brain lags behind in retrieving any prejudice, I liked it. From the photos you might expect something resembling an old Austin, but the 1-series works so much better in the metal. It might not be perfect in its details, but understand why the basic proportions are like they are and, as an example of applying a brand’s unique identity to a new market sector, it works very well indeed.

It’s the kind of car you need to see for yourself to form an opinion. At £20,800 before any essential options you’ll pay dearly for a hatchback that offers considerably less rear-seat practicality than a Golf. But in a world where a Golf TDi can cost £24,410 admittedly with options the 1 series feels like one self-consciously premium product that really is worth the extra cash.

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There’s just no modern precedent for this car, and that alone – plus the fact that it actually delivers on the promise of its mechanical layout – makes it very beguiling. Right now, until BMW starts inserting big-capacity sixes or high-revving motor sport ‘fours’ into unsuspecting Ones, the 120d is the quickest variant you can buy.

With a strong 163bhp and a massively sturdy 251lb ft, there’s nothing that a 120i can do, however desperate, to get away from a chasing 120d. That the performance is always impressive is hardly a surprise. BMW claims the 0-60mph sprint takes just 7.9sec and it feels easily that quick. That it’s coupled with refinement that makes some other diesels in the hatchback class sound and feel like fairground generators is the real news.

From muted idle to fluid upper rev-range, noise levels are fantastically low, as are vibration and harshness. Only a faint murmur felt through the clutch pedal at the top of its travel mars the picture slightly.

A smooth turbo boost curve aids a finely judged power delivery that avoids the ‘nodding dog’ all-or-nothing characteristic yet provides enough of a shove in the back to remain exciting. And you don’t have to suffer a clunky old gearbox to handle all that torque: the 120d’s ’box is a typically sweet, snappily shifting BMW device. With near-50mpg economy, it’s only the fact that BMW’s petrol sixes are so smooth, engaging and sonically stimulating that puts any real dent in the diesel’s case for purchase.

There is also a slight deterioration in the ultimate handling ability of the diesel car compared to the petrol 1-series, at least against the current four-cylinder cars. The added weight in the nose of the 120d robs just a small fraction of the inherent agility and turn-in found in the petrol variant. Other than that it’s all good news: outright grip, balance and body control are all excellent.

Best of all, the steering is wonderfully free from any driveshaft sourced contamination and beats a 3-series for weighting, feel, confidence-inspiring accuracy and straight-line stability. The ride – on smooth German roads at least – is firm but quiet and composed.

And styling? A debate that’s sure to rage on. But in that split second when eye spies object but brain lags behind in retrieving any prejudice. From the photos you might expect something resembling an old Austin, but the 1-series works so much better in the metal. It might not be perfect in its details, but understand why the basic proportions are like they are and, as an example of applying a brand’s unique identity to a new market sector, it works very well indeed.

At £20,800 before any essential options you’ll pay dearly for a hatchback that offers considerably less rear-seat practicality than a Golf. But in a world where a Golf TDi can cost £24,410 – admittedly with options – the 1 series feels like one self-consciously premium product that really is worth the extra cash.

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