BMW 4 Series

The BMW 4 Series Coupe builds on the success of the 3 Series saloon with stunning looks, powerful engines and a practical interior. OK, so it’s really just a two-door 3 Series but the BMW 4 Series hits the sexy coupe target square in the bullseye. It’s a class act all round with an excellent engine range and sporty yet composed handling. The 4 Series is also a very practical car for the coupe segment with usable rear seats and a decent boot.

Our Choice: 

BMW 420i M Sport.

BMW’s rationale for changing the name from 3 Series Coupe was to more closely align the 4 Series with the even numbered 6 Series and 2 Series coupes and, consequently, to be able to charge more for it.

Is it more desirable thanks to the name change? Well, it’s certainly more stylish than the old 3 Series two-door, with looks that are far more than merely those of a two-door variation on the saloon. It’s lower and more muscular in its design, with a real ‘road-hoover’ look to the nose, plus heavily flared arches.

The 4 Series makes a standard 3 Series look like a bit of wimp, to be honest. In fact, the only exterior panel that is shared between the two cars is the bonnet.

There’s no great difference in weight between it and a 3 Series (and it’s actually a little heavier than the old 3 Series Coupe), but the centre of gravity is a good bit lower, which does tend to make the 4 Series feel more poised, pound-for-pound, than the 3 Series.

You can have it as a Convertible too, with a folding steel roof, but that just adds lots of weight and complication. It’s nice on a sunny day, but for the rest of the year the hard-topped Coupe is the superior car.

As with its Audi rival, the A5, the 4 Series has a huge breadth of engine choice, from the relatively humble 420i through to the enormously torquey 435i and 435d and, as with the 3 Series, four-wheel drive xDrive is also available as an option. At the top of the range sits the M4 performance flagship with its 424bhp turbocharged straight six.

There’s also a wide variety of trim levels in the mainstream range, but most buyers plump for the default M Sport specification, with its even-more-muscular body kit. It’s a popular choice that will definitely help come resale time.

You just have to ask yourself two hard questions – one: is it worth spending the extra over a 3 Series for a car that’s realistically only a little better looking and a little sharper to drive? And, two: if you’re going for a 4 Series, why not go the whole hog and get the more practical (and arguably even better looking) five-door 4 Series Gran Coupe?

To drive, all 4 Series are pretty much identical. Go for an SE and it’ll be as smooth and sharp with beautifully weighted steering and sensationally good suspension damping. That steering could do with a little more outright feel, as the Jaguar XE saloon now sets the standard for steering feedback, but in general the 4 Series is a superb package.

Go for the optional M Sport pack, as so many do, and you get bigger wheels and a more muscular body kit. It really adds to the 4 Series’ looks, but the price is a noticeable reduction in the ride quality. It’s a price that’s probably worth paying as much for the positive effect that M Sport has on the residual values as for the sportier looks and feel on the road.

As with most BMW models now, you can specify the 4 Series it with xDrive four-wheel drive, as a rival to Audi’s quattro and Mercedes’ 4Matic. BMW's is a seamless system, and it doesn't upset either the handling balance or the weight (too much) yet brings obvious benefits when the weather turns rainy, slushy or icy. It’s a good option for those with long commutes when winter rolls around.

The range kicks off with the 418d but the 420i and 420d are the bedrock of the 4 Series range. Next comes the 428i which uses the same four-cylinder turbo as the 420i and adds more power. You’ll have to trade up to a 435i for a six-cylinder engine. On the diesel side, the 418d, 420d and 425d are powered by four-cylinder units, while the 430d and 435d are have six-cylinder.

All you really need is a 420i. Figures of 181bhp and 0-62mph in a little over seven seconds are sufficient for most daily purposes. You could trade up to a full-fat 435d diesel with xDrive four-wheel drive, which has such a traction advantage off the line, and such an endless wall of torque, that it can worry an M4 in a straight line.

So why are we not recommending the 420d, with its 60mpg economy? Simple – too much noise. It’s a cracking engine from the point of view of all that torque and all that economy, but the trade-off in refinement is too much. It’s a similar story with the entry-level 418d except it only has 141bhp to call upon. A 430d would be far smoother and sweeter, but the price point is just too high.

If the driving experience is your priority, the 428i is the real sweet spot of the BMW 4 Series range. Yes, it’s a ‘mere’ four-cylinder engine with a turbo, but it’s seriously punchy and mostly very refined. Plus, BMW’s artificial engine sound symposer which pumps engine noise in through the speakers makes it sound even more muscular. It’s a touch thirsty perhaps (at least compared to the frugal 420d), but it has the kind of performance and rev-happy delivery that really bring the 4 Series chassis alive.

The 418d and 420d are the most efficient 4 Series models you can buy. The 418d can manage 67.3mpg on the combined cycle. It’s a number that, not so long ago, you’d have needed a Toyota Prius to match, yet this is a slinky, fun four-seat coupe we’re talking about.

You can save yourself a few pounds by going for 418d, which uses a detuned version of the same 2.0-litre engine, but to be honest, the 420d is a far better bet – you have to work it harder to make it perform and that hurts the economy and refinement. And come on; if you’re trying to save and scrimp on either purchase cost or fuel efficiency then why are you shopping for a 4 Series in the first place?

The petrol engines are almost equally impressive – a 420i with the automatic transmission emits 139g/km of CO2 and returns an official 47mpg overall, while the 428i can manage 44mpg and 147g/km.

The nice thing is that these figures aren't just spec-sheet pie-in-the-sky; from our experience you can replicate them in the real world, driving like a normal human being. One caveat – the CO2 figures are dependent on the alloy wheel sizes so choose carefully when you’re personalising your 4 Series. You’ll also find that there’s a significant weight penalty if you choose the Convertible version, and that will have a knock-on effect on your fuel consumption.

The xDrive four-wheel drive system will also add to your fuel costs, but not by as much as you’d think – the system is relatively lightweight for its type. Those seeking to add extra efficiency to their 4 Series should go for that automatic option – gone are the days when an auto made consumption worse, and the slick ZF-sourced eight-speed automatic actually makes the 4 Series more efficient and in most cases actually drops the CO2 by a few grams per kilometre.

Although everything’s a little lower-slung, the 4 Series is basically the same as a 3 Series inside and there isn't anything wrong with that. You get all the bits you expect from a BMW – clear, handsome instruments, great seats and a steering wheel that feels just right in the palms of your hands. Quality is generally excellent although really stripped-out, basic versions can look and feel very plain. There are also some cheap plastics to be found if you go looking.

It’s best to avoid the default black leather trim. Practical it may be but it just sucks all the light from what is already a very dark cabin. Beige or biscuit-coloured leather might be a bit harder to look after, but it really lifts the ambience inside.

You can, of course, go mad on the spec of the interior by adding sportier seats, carbon or wood trim and lots more. It’s best to keep a sensible head when perusing the options list though. The standard seats are just fine and too much wood makes everything look a bit eighties – keep things simple, choose some bright colours and lots of add-ons for the infotainment and you won’t go far wrong.

The basic infotainment comes with a 6.5-inch screen and the iDrive system with its rotary controller and ‘hot-key’ buttons. It’s just fine in this form, and it comes with DAB radio as standard.

The iDrive system has also improved out of all recognition since it was introduced in 2001 – it’s now one of the slickest and simplest of such systems to use. You can upgrade the infotainment pretty much as much as you like with a bigger screen (the presence of which really lifts the cabin ambience), live traffic updates in the sat-nav, a Harmon-Kardon sound system, heads-up display, parking cameras and more.

Added to which, BMW’s Connected setup now offers buyers a lot of extra options, although many of them can only really be exploited when the car is sitting still. Weather and news headlines can be accessed once you’ve selected upgrades, plus you can specify a very useful Wi-Fi hotspot, which can also use the car’s aerial to boost your mobile phone’s reception.

This is a coupe and there are practicality penalties that come with the slippery shape. The 3 Series saloon is a more practical car than the 4 Series coupe but next to its sports car peers, the 4 Series stacks up relatively well. The rear seats are roomier than you might think and there’s no issue with space for front seat occupants. 

The 4 Series more or less mimics the 3 Series saloon with its 4,638mm length and 1,825mm width. That makes it a manageable size for being wieldy and manoeuvrable in tight spaces, but gives the car enough of a footprint that it won’t feel cramped inside.

When it comes to cabin space, the 4 Series is not bad. Yes, the back seats are pretty much best kept for smaller people, but you’d be surprised just how tall someone needs to be before they feel uncomfortable back there. The front seats are excellent though – the standard chairs don’t look all that exciting when you see them, but they’re wonderfully comfy and supportive and there are lots of sportier options for extra bolstering and side support. Plus, unlike a lot of modern sporty cars, you can get the seat low to the ground for a proper sports car driving position.

It’s worth remembering that not all 4 Series models have three rear seatbelts though, which can limit the car’s practicality somewhat. OK, so you’re probably not going to expect to squeeze three people into the back often, but you never know when an extra belt set will come in handy.

There is more room in the back than in the current Audi A5 and Mercedes C-Class Coupe and a little less than you get in larger models like a Mercedes E-Class Coupe, but it’s adequate on the whole. Less good is the Convertible, which forces the rear seats into a more upright position to make room for the roof stowage. This sounds like a small thing but it makes a huge difference to comfort on a longer journey for anyone relegated to the back.

A 445-litre boot is pretty decent, but you do need to remember that it’s a little shallower than that of the 3 Series saloon and that the aperture isn’t very wide. Folding rear seats are also not standard, so remember to tick that box if you want your 4 Series to be as practical as possible.

There’s a palpable sense of quality when you pop the door handle, see the frameless side glass drop by that precise couple of millimetres to clear the door seal, swing the door open and drop inside. Most of the cabin surfaces look and feel lustrous and options such as Nappa leather and carbon trim can make a BMW 4 Series look, feel (and actually be) very expensive.

General mechanical reliability is pretty good, but you do need to keep an eye out. Previous versions of the BMW four-cylinder diesel engine were prone to developing serious trouble with their timing chains and turbos. BMW has made efforts to rectify these on more recent models, but we’d advise keeping strictly to the service schedule and stay within the BMW dealer network for servicing, just in case any problems do develop. Mind you, the fact that the 4 Series finished in 19th place overall in our Driver Power 2015 survey bodes very well indeed.

On the safety front, the 4 Series hasn’t been crash tested as a coupe by EuroNCAP, but the 3 Series has and it scored a maximum five stars. As the two cars are all but identical under the skin, you can expect pretty good safety standards from the 4 Series. There are also lots of extra safety options you can choose from, such as adaptive cruise control, adaptive LED lights, lane departure warning and a forward collision alert with city collision auto-braking.

All new BMWs come with a three-year, unlimited mileage warranty. You can get an individual quote to extend the warranty of your car beyond that time limit if you like.

As always with BMW, there are no set service schedules as such, but the on-board computer will give you a mileage and time countdown to when you next need to visit your garage. Once a year, basically.

BMW was one of the first car makers to offer pre-paid inclusive service packages and that continues on the 4 Series. You can pay £475 to cover your servicing costs for the first five years or 50,000 miles (including replacement parts for any MOT failure points) or £1,470, which covers the same period but includes the cost of wear and tear items such as wipers, brake pads, brake discs etc.

BMW 3 Series Touring

BMW’s brilliant 3 Series is our reigning compact executive champ, thanks to its blend of fun driving dynamics, strong performance, low running costs and rock-solid build quality.

In Touring form, the desirable German machine adds family-friendly practicality - it's BMW's response to the Audi A4 Avant and Mercedes C-Class estate.

As with the 3 Series saloon, the Touring is the sharpest handling compact executive estate you can buy, but it doesn’t sacrifice economy in the process. Most versions are rear wheel drive, which is the enthusiast's choice for best handling, but the impressively smooth BMW xDrive four-wheel drive system is a £1,500 optional extra on some models. We reckon xDrive turns the 3 Series Touring into a serious rival for the Porsche Macan and Range Rover Evoque. 

The Touring version of the iconic BMW 3 Series looks the same as the saloon at the front, but features an extended roof line at the rear that’s very similar in appearance to the larger 5 Series Touring.

The result is a handsome estate car with the best boot space by volume in the compact executive class, with up to 1,500 litres available when the rear seats are folded. This is a marked improvement on previous generation Tourings, which were often criticised for not being practical enough. There are a number of large family cars from less premium brands that can beat the Touring’s boot space, of course, but none share its rear-drive chassis or the BMW’s upmarket aspirations.

The Touring is part of BMW’s sixth generation of the 3 Series, and while the saloon version went on sale in 2012 we had to wait a year for the estate version to arrive.

It duly arrived with a choice of powerful but efficient four- and six-cylinder petrol and diesel engines. Petrols range from the entry-level 318i to the 330i M Sport, while the diesel line-up kicks off with the 316d and runs through to the 335d unit in the xDrive M Sport Touring. Most cars are rear-wheel drive, but the BMW xDrive system adds a 4x4 option for drivers who need more all-weather traction. The plug-in hybrid 3 Series 330E PHEV, meanwhile, is only available as a saloon.

The Touring is available in SE, Sport, M Sport, and Luxury trims, and there are also a couple of ED (Efficient Dynamics) models designed to maximise fuel efficiency and reduce emissions.

SE trim is justifiably popular, as the car comes equipped with 17-inch alloy wheels, cruise control, air-con, electric windows, Bluetooth phone connectivity and a 6.5-inch colour infotainment screen with DAB radio and sat-nav.

The Sport trim adds various cosmetic embellishments inside and out, including gloss-black grille and air intakes, special wheels, plus sporty seats and red stitching on the leather steering wheel.
Luxury models also get their own alloys plus chrome exterior detailing and leather interiors, while the M Sport features improved aerodynamics, up to 19-inch alloys and uprated suspension settings – as well as an M Sport multi-function steering wheel.

This is where the BMW 3 Series Touring excels. The front-engine, rear-wheel-drive layout is designed to entertain drivers, while BMW’s Drive Performance Control system allows you to set up the steering, throttle response and stability control settings as desired.

The six-cylinder 330d diesel engine delivers huge performance, but the 2.0-litre diesel is still a decent performer and returns better fuel economy. It'll manage over 60mpg yet do everything a 3 Series should, and is our pick of the range.

No matter which engine you choose, you can be assured that you're driving one of the finest-handling family cars on sale.

If you ski, or regularly drive in inclement weather, the xDrive four-wheel drive system is worth looking at. It's a £1,500 option that primarily sends drive to the rear wheels.

However, if a slip is detected, it can send almost 100 per cent of power to the front axle very smoothly. The only downsides are an increase in weight and slight loss of steering feel.

As you’d expect, the BMW backs up its punchy performance with class-leading handling. In fact, thanks to its combination of small wheels and softer SE suspension, the Efficient Dynamics versions deliver the best ride and handling balance of the entire 3 Series line-up. The steering is sharp and well weighted, while the rear-wheel-drive layout provides balanced and progressive handling.

The entry-level 318i petrol has a 135bhp and a 0-62mph time of 9.2 secs. Step up to the 320i and you get 182bhp and a 7.5 second sprint to 62mph – or 7.7 seconds with optional xDrive. The 330i petrol has 249bhp and cracks the sprint in 6.0 seconds dead, while the 322bhp engine in the cracking 340i M Sport does it in 5.1 seconds.

The 115bhp entry-level 316d is the slowest of the 2 Series Touring models, with a 0-62 time of 11.2 seconds. Things improve on the diesel front with the 148bhp 318d, which can manage the sprint on 8.9 seconds, but the 188bhp 320d does it in 7.6 seconds.

The 255bhp 330d with xDrive uses its extra traction to shave two tenths off the two-wheel-drive 330d’s 5.6 second 0-62mph time, while the 309bhp xDrive M Sport does it in 4.9 seconds.

Every engine in the BMW 3 Series Touring range comes with stop-start, which boosts fuel economy.
The cheapest car in the line-up is the 318i petrol, and while it’s not the most efficient it still returns an impressive 47.9mpg on the combined cycle with CO2 emissions of as little as 133 g/km.

The 320i offers economy of 44.8mpg and 147 g/km CO2, but these figures worsen to 38.7mpg and 169 g/km if you opt for xDrive.

The 316d is the cheapest diesel, offering up to 64.2mpg and 116 g/km. The 320d diesel is once again the engine to go for though, as it delivers stronger performance, yet still manages to keep emissions down to as little as 118 g/km of CO2, and economy up to a potential 62.8mpg. If you select the optional eight-speed automatic gearbox, the fuel consumption increases to 60.1mpg.

Pick the 320d ED Plus – which has almost 30bhp less than the regular 320d – and you can eke economy out to 68.9mpg with CO2 of 107 g/km which will be of considerable benefit to company car tax payers, if less relevant to private buyers as the performance trade-off is not really worth it.

Even the 335d xDrive M Sport can manage 49.6mpg on the combined cycle, but it’s less efficient on the tax front thanks to a CO2 output of 151 g/km.

We reckon the 3 Series fails to attract as much attention as its sleeker rivals such as the Mercedes C-Class Estate or even the Volvo V60. Even so, the well-proportioned and neatly finished Touring is still a handsome, classy-looking machine that is, to our eyes, more attractive than the standard four-door saloon.

While it’s noticeably more practical than earlier generations of the 3 Series Touring, the larger luggage area hasn’t affected the car’s ‘lifestyle’ image.  That said, the kerbside appeal of some models is lost thanks to small 16-inch alloy wheels, although ironically the smaller wheels give the 3 Series chassis the most agile and engaging handling.

Buyers looking for more visual aggression will migrate towards the M Sport model, which gets a subtle bodykit, 18-inch alloy wheels and chrome-tipped tailpipes.

Inside, the Touring looks and feels identical to the saloon model. That means you get a logically laid-out dashboard which is angled towards the driver, plus plenty of high-grade materials and impeccable fit and finish. Further highlights include the intuitive iDrive infotainment controller and the comfortable, low-set driving position.

And while the BMW’s interior can’t match the latest Mercedes C-Class for style, it is beautifully built and thoughtfully designed. The 3 Series also comes with a decent amount of standard kit. Climate control, a DAB radio and parking sensors are all included, as is a sat-nav.

All 3 Series Touring models come with BMW Business navigation, working from the excellent iDrive controller between the seats and with mapping presented on a 6.5 inch colour display on top of the dashboard. There’s a DAB tuner too, while the online entertainment function gives you access to millions of streamed tracks via Napster. Other apps will connect you to your emails and social media accounts.

For audiophiles, a Harman Kardon installation is available featuring a 600W amplifier and 16 loudspeakers.

The driving position and front passenger space in the Touring is naturally identical to other 3 Series models, so that means it’s easy to get comfortable. The seats and steering wheel have masses of adjustment, and although the driving position is low-ish that only adds to the sporty feel.

The layout of the controls is intuitive as BMWs always are, and there are plenty of storage spaces dotted around for the family’s bit and pieces – it’s an ideal recipe for long-distance family holidays if you don’t want to drive an MPV or SUV.

The 3 Series Touring has two very obvious rivals in the Audi A4 Avant and the Mercedes C-Class Estate. As the BMW has the most luggage space, it’s perhaps a little surprising that it’s the shortest of the three at 4,624mm – the A4 is 4,717mm and the C-Class 4,702mm. The trio are almost identical for width, and only a few cms apart for roof height. 

The picture isn’t quite as rosy for rear-seat passengers as it is for the two up front. Space is quite tight, although you should be able to get a couple of adults in with minimal complaint . Young family members will have no problems at all.

There are ISOFIX mounting points for a pair of child seats, which you can access quite easily as the doors are reasonably sized.

Compact executive estates aren’t designed for maximum carrying capacity, but the BMW 3 Series Touring performs well. The 495-litre boot is five litres bigger than the Audi A4 Avant’s and 10 litres bigger than the Mercedes C-Class’s.

Unlike the 3 Series saloon, the Touring has a folding rear seat that splits 40:20:40, so the boot is very versatile. With everything folded down, the load space grows to a very decent 1,500 litres.

Other useful items include lashing hooks in the floor, bag hooks, a folding floor divider, cargo net, plus extra hooks so you can divide the boot from the interior whether in five-seat or two-seat modes.

All cars come with a powered boot lid as standard. Another neat feature is the opening glass tailgate – useful for loading small items. And as the BMW comes with run-flat tyres, the space that would be taken up by the spare can be liberated to create a deep hidden compartment beneath the hinged boot floor.

Finishing an impressive 14th, the 3 Series topped the compact executive car rankings in our Driver Power 2014 satisfaction survey, but things took a turn for the worse in the 2015 survey.

The 2015 results put the 3 Series range in 51st place out of 200 cars, while the reliability ranking dropped to 54th. Build quality was rated 75th, so we’ll be watching the direction of travel closely in 2016. The Lexus IS scored first place overall, with a 3rd placing for reliability and build quality.

As a manufacturer, BMW only scored a middling result in the 2015 satisfaction survey – its 14th placing out of 30 rivals puts the ownership experience behind rivals such as Lexus (1st place), Jaguar (2nd), Mercedes (10th) and Audi (13th).

The safety picture is much more positive, as although the Touring model hasn’t been independently tested, the 3 Series saloon on which it is based has been awarded a five-star Euro NCAP rating. Like the saloon, the Touring has a full suite of airbags, plus stability control and tyre pressure warnings as standard. The useful rear parking sensors are standard, too.

A full range of safety-related extras is on offer via the comprehensive options list. However while lane-keeping assistance and blind spot warnings are not to be sniffed at, it’s worth asking yourself if you really need them as they can quickly bump up the price.

In contrast, the optional head-up display, which projects key driver info into the windscreen, is very useful and means you never need to take your eyes off the road.

While the standard BMW warranty cover is only three years, the company offers it with the major benefit of unlimited mileage. Audis are limited to 60,000 miles over the same three year period, but Mercedes offers three years/unlimited mileage cover on its cars, just like BMW.

With a range of fixed-price servicing plans, the 3 Series Touring should be relatively affordable to maintain. However the jury is out on the variable service intervals, which mean you can go up to two years without an oil change. While ideal for fleet managers who only keep cars for two or three years, we’d understand private owners wanting more frequent changes.

BMW 7 Series

The BMW 7 Series is one of the most sophisticated cars currently on sale. It’s clear a lot of time and dedication has gone into its development, and it can now be considered a genuine rival to the Mercedes S-Class.

It may not be the most rewarding driver’s car, but few models in this segment prioritise sharp handling. Luxury, refinement and technology are areas where these cars are designed to deliver and in that respect the 7 Series excels.

The amount of tech on-board is first rate, while the smooth and relaxing manner in which the 7 covers ground is only matched by the S-Class. Best of all, the 7 Series will influence the next-generation of saloons from BMW, so expect this level of engineering to go into the next 5 Series and 3 Series, too.

The BMW 7 Series has always stood in the shadow of the S-Class. The Mercedes has long been considered the ultimate in luxury and refinement, but the new 7 Series has changed all of that, matching the Merc in key areas. Other rivals come in the shape of the Jaguar XJ and Audi A8, but the 7 Series surpasses them both with its blend of style, refinement and on-board tech.

The latest sixth-generation 7 Series model hasn’t evolved much in terms of appearance. From the outside, the 7 Series now looks a little sharper but its still an understated look overall. Of course, for businessmen who want to fly under the radar the modest looking 7 Series is just the ticket. If you absolutely must make an impact in the office car park an M Sport model is available, which adds some racier bumpers and larger alloy wheels.

Inside, it’s a different matter. BMW designers are particularly proud of the fact that you wont find a single piece of black plastic in the cabin. Every surface is trimmed in leather, Alcantara or varnished wood.

It’s loaded with kit, too. Every model comes with navigation, night vision cameras, autonomous parking, four-zone climate control and gesture control. As you’d expect for such a large car, its very spacious inside, but an even larger long-wheelbase version can be ordered that gives even more impressive rear passenger space.

From launch, there is only one diesel engine available. It’s a 261bhp 3.0-lite six-cylinder diesel, which BMW claims will get from 0-62mph in 6.1 seconds and onto a top speed of 155mph. An eight-speed automatic gearbox is the only transmission option too but xDrive four-wheel drive can be added in place of the standard rear-wheel-drive set-up.

With such a huge array of interior tech and acres of space, it seems a bit of waste to spend your time behind the wheel of the 7 Series where you can’t experience any of it. So, the best way to make the most of BMW’s flagship is to get someone to drive it for you – something frequently done by the businessmen who buy this type of car.

However, if you do find yourself having to get behind the wheel it’s one of the better luxury saloons for keener drivers. The 7 Series feels more agile than the S-Class or A8 due to its lightweight carbon fibre construction. The steering could do with some added weight as it is quite light, but it’s accurate enough.  

The 3.0-litre diesel and eight-speed automatic gearbox work seamlessly together, allowing for smooth and relaxing progress. The 7 Series is also deceptively quick as it’s so quiet, so you pick up speed very quickly without realising you’re doing so.

As air suspension comes as standard, the ride on the 7 Series is exceptional. There’s even a special ‘adaptive’ mode for the suspension, which uses the car’s navigation to set the car up for the road and terrain that’s coming up ahead.

For now only the 261bhp 3.0-litre diesel engine is available in the 7 Series. BMW claims it will get from 0-62mph in 6.1 seconds and hit 155mph, while the heavier long wheelbase model takes 0.1 seconds longer to hit 62mph.

Later in the car’s lifecycle a plug-in hybrid 740e will be introduced, likely to deliver CO2 emissions below 50g/km. Following that, powerful V12 turbo petrol engines will also be added to the range.
For such a large car, the 7 Series is impressively economical. The entry-level 730d will return a claimed of 60.1mpg and CO2 emissions of 124g/km. To put that into context, that’s more efficient than a 1.4-litre Vauxhall Astra.

Compared to an equivalent S-Class, the Mercedes is only able to return 47.9mpg and 154g/km of CO2. For the upcoming 740e plug-in hybrid, BMW claims 134mpg will be achievable.

The party piece of the 7 Series is the interior and on-board tech. The design of the cabin perhaps doesn’t have the flair you get in the Mercedes S-Class, but its perfectly put together and only the most high-end materials have been used.

The seats are trimmed in plush Nappa leather, while wood, brushed aluminum and Alcantara have been used everywhere else.

Spec a long wheelbase model and there’s a long list of fancy optional extras you can choose to turn the 7 Series into the ultimate mobile living space. Airline-style executive seats can recline up to 36 degrees, while a champagne chiller can be fitted in place of the middle seat.

The rear-seat entertainment system features two HD displays offering access to online services and movies, while on-board wifi allows you to stream or download directly from the web.

One of the most fascinating bits of tech is the gesture control technology, which allows drivers to control the stereo, answer incoming calls and set the navigation by simple hand gestures. It’s a feature no other luxury saloon currently offers.

It’s the back seat where you really want to experience the BMW 7 Series and the level of comfort the car lays on really is something else. You couldn’t really want for any more in terms of space and specification while BMW has also managed to replicate the air of quality common to some of the world’s greatest (and most expensive) saloon cars.

The new 7 Series is 26mm longer than the previous model, so there’s no shortage of space inside. A six-foot adult will have more than enough room sat behind another adult, but the long wheelbase model adds another 140mm to the length of the car if required. The 7 Series is slightly shorter than the S-Class but it is marginally wider.

Customers can choose between two seating arrangements. The middle seat can be replaced by a fridge meaning seating only for four. However, spec the long wheelbase car and the front passenger seats can slide and tilt forward so that the passenger behind can recline and put their feet up.

In such an advanced car like the 7 Series there is plenty of safety kit to keep you and those on-board safe. A full complement of airbags, stability control and lane departure all feature as standard. A semi-autonomous driving function will also keep you a safe from the car in front in busy stop start traffic all on it own. The system also works on the motorway at higher speeds, too.

BMW also finished a respectable 14th out of 32 car manufacturers in the 2015 Drover Power survey, although that was behind both Audi and Mercedes.

Like every BMW, the 7 Series gets a three-year/unlimited mileage warranty. Three years is basically the industry standard these days and while the unlimited mileage is a nice touch, it’s the least you’d expect from a car in this price bracket.

Buyers can make a one-off payment to cover a list of service items on the 7 Series, which lasts 50,000 miles or five-years.   
 

BMW X6

The BMW X6 is a bit of a Marmite car. Some love it and others hate it. But one thing you can’t argue is the unprecedented success it has been for the German car maker since its introduction in 2008.
That car continued production until 2012, when it was replaced by a bigger, better second-generation car arrived with all the running gear from the updated X5. Still recognisable as an X6, it’s squarer and even more brash.

Inside, even entry-level cars get a super-luxurious interior, while on the outside, improved aerodynamics and other efficiency tweaks have cut fuel consumption by up to 22 per cent.

Despite its plunging roofline, there’s enough head and legroom in the back for three adults, while boot space has grown compared to the previous model. It’s great to drive, too, and belies its size in a way no SUV has the right to.

A 4.4-litre V8 petrol engine is available in the xDrive50i model, uprated to spectacular effect in the X6 M, but it’s the diesels that are the big sellers, specifically the 30d which is expected to make up as much as 80 per cent of total sales in the UK.

The X6’s (and to a lesser extent the X5’s) defining characteristic has always been the physics-defying way it drives. Despite tipping the scales at a portly 2,185kg, the X6 manages to weave its way through corners with precious little body roll and masses of grip – especially in the incredible (and frankly bonkers) X6 M.

The steering could do with a little more feel, but there’s nothing wrong with the speed in which front-end reacts to your inputs. Four driving modes are available – Eco Pro, Comfort, Sport and Sport+ - that sharpen up the powertrain and chassis, while also firming up the dampers if you option Adaptive M suspension. It’s standard on M Sport models, the M50d and the X6 M.

If you do opt for the optional dampers, the ride can get a bit unsettled over bumps in Sport and Sport+ modes, but diving into the menus and keeping the suspension in its softest setting cures that, while still retaining superb body control.

There’s a choice of two petrol and two diesel engines – including a 568bhp 4.4-litre twin-turbo V8 in the X6 M and a 376bhp 3.0-litre tri-turbo in the X6 M50d – but by far the biggest seller will be the 254bhp 3.0-litre diesel in the xDrive30d.

The X6 M has incredible performance for such a large car – 0-62mph in 4.2 seconds – with handling to match, making it supercar fast on the road and surprisingly capable given its size and weight on a track. The trade off is a slight loss in comfort – even in the softest suspension mode. Unfortunately, that’s the trade off for the immense straight line speed.

Running a large premium SUV like this is never going to be cheap, but fuel consumption is impressive given the performance on offer. The most efficient model it the xDrive30d, which claims to return fuel economy and CO2 emissions of 47.1mpg and 157g/km (or 159g/km if you order the M Sport package that comes with bigger 20-inch wheels).

The M50d is a full 1.5 seconds faster from 0-62mph, dispatching the sprint in 5.2 seconds, yet still returns 42.8mpg and 174g/km of CO2. The xDrive50i is 0.4 quicker still, but you’ll pay for it at the fuel pumps - the V8 petrol engine returns 29.1mpg and 225g/km.

As you’d expect the X6 M is thirstier still claiming an average of 25.4mpg with CO2 emissions of 258g/km – if you take it easy. The brutal acceleration is addictive, too, so realistic fuel consumption could well be even higher.

Standard equipment is generous with electric front seats, sat-nav and ambient LED interior lighting all thrown in, while options include a reversing camera, a panoramic glass sunroof and a Harmon Kardon stereo upgrade – replaced by the option of a Bang and Olufsen system with fancy pop-up centre speaker in the X6 M.

Image is a big part of the upmarket off-roader sector, and cars like the BMW X6 cater perfectly for buyers looking for a dash of extra style. It’s less practical than the larger X5 it’s based on, but that’s not to say it’s difficult to live with.

To accentuate the X6’s width, BMW has flattened and widened its trademark kidney grilles with a pair of narrower headlight clusters that flow round on to the front wings, contributing towards the relatively aerodynamic looking front end for a large 4x4. The headlamps also feature distinctive LED running lights that add to the X6’s jutting, aggressive nose.

On M Sport models, a chunky bodykit and extra detailing is present. There's a deeper front bumper with lots of grilles and slashes to add a sportier look.

At the side, the sloping roofline tapers towards the rear, with a few sharp creases down the flanks to add detail. One runs from the front wheelarches through the door handles and down to the rear, while another follows the line of the wheelarch to give the X6 a purposeful, sporty stance.

Behind the X6’s front wheelarches, BMW has added a clever design detail called ‘Air Curtain’, which consists of vents that let air out of the front wheel wells to reduce drag and improve efficiency.

At the rear, the X6 looks much less sporty than it does at the front. The raised ride height means the sloping roof doesn’t meet the rear bumper like a conventional coupé, leaving a large slab of metal on the rear hatch. It’s still heavily sculpted at the back, with the twin tailpipes housed in a gloss bumper insert.

BMW has taken a similar approach to the X6’s interior as it has the exterior styling, tidying things up in this second-generation model. Unlike some of the brand’s sports cars, it’s not quite as driver-focused – instead, the emphasis is on comfort for all occupants.

It’s extremely well equipped, too, with leather, sat-nav, heated seats, cruise control and many other top-spec features coming fitted as standard.

At the top of the range sits the X6 M, which gets a beefy body kit, 20-inch alloys and a subtle spoiler at the back – about the only part of that car that could be described in any way as discreet!

If practicality is top of your list of priorities, then the X5 is a better bet than the X6, but next to it’s sportier brother it looks rather bulky and ungainly. If you like the X6’s unique style then there’s still enough space and functionality for most tasks.

Whereas the original X6 featured a three-seats as an option and two individual seats as standard, all cars now feature the more practical bench setup. Surprisingly given the coupé-like roofline, there’s enough head and legroom to fit in three adults back there, too.

An automatic tailgate opens to reveal a big 580-litre boot, but fold the 40:20:40 split rear seats and that expands to 1,525-litres – 345 litres less than the X5, but 75 litres more than the old X6. We’ve managed to fit a full-size road bike in there without issue, so don’t write it off if you’re worried about versatility.

Although few X6 owners are likely to take their cars off-road, the four-wheel drive system does boost grip in tricky weather conditions and means the X6 wouldn’t have any problems crossing a muddy field.

Optional technology includes a head-up display, automatic parking, active lane keep assist, a night vision function and an autonomous system to brake and accelerate automatically in a stop-start traffic.

BMW has an impeccable reliability record and the X6 should be no exception to the rule. The huge majority of its components are shared with the X5, which has had no major mechanical recalls since its launch in 2013.

There’s a huge amount of computing power on board the new X6, which helps handle all the latest safety technology. Standout features include 360 degree cameras, a night vision function, automatic parking and a head-up display.

You can buy the optional BMW Service Inclusive package that lasts for five years or 50,000 – all for a fixed initial payment. That covers all your servicing and a guaranteed MOT pass. BMW Service Inclusive Plus not only covers servicing, but maintenance items such as brake discs and windscreen wipers.

Prices vary, but the range-topping diesel X6 M50d costs £1,000 for Service Inclusive and £2,740 for Service Inclusive Plus.

New BMW X1 2016

Latest version of BMW's smallest SUV is back and it's bigger and better than the old car.

The new X1 improves on the outgoing car in near enough every area. It’s taller and wider, so has a more rugged appearance, but is also more practical inside – giving it a leg-up into the ever-popular compact crossover market. It’s good to drive and cheap to run – and with the optional adaptive dampers, comfortable too. It’s not quite as spacious as a Mazda CX-5, but the BMW’s badge appeal is not to be underestimated. All-in-all it’s a much more rounded and appealing package than before.

The X1 is an incredibly important car for BMW. Since 2009, more than 730,000 of the estate/SUV crossovers have left the factory, and during its peak year as many as one in every 10 BMWs sold globally was an X1.

But the game has moved on - SUVs are the flavour of the month. Higher-riding cars like the Mazda CX-5, Audi Q3 and Honda CR-V have quickly made the X1’s lower, sportier-styling look a little dated, and at odds with its more rugged X3 and X5 siblings.

Despite being 15mm shorter, the all-new second-generation X1 is 53mm higher and 23mm wider than its predecessor. It’s immediately more imposing and SUV-like to look at, with loads of sharp creases, flared arches and more aggressive styling.

It’s more spacious inside, too, with loads of headroom, generous shoulder space and 37mm more legroom behind the driver and front seat passenger. What’s more, you can extend this to 66mm if you spec the sliding rear bench as a £195 option.

Up front it’s a big improvement over the outgoing car, although it’ll feel very familiar to anyone who has sat in a 2 Series Active Tourer, with plush materials, a logical layout and the usual thick-rimmed steering wheel.

All cars get a six-inch screen – operated via the usual iDrive controller – as well as clear dials, an electronic parking brake and loads of adjustment in the seat.

The boot is 85 litres bigger than on the old car (now 505 litres) and a whole two litres larger than you’ll find on a Mazda CX-5. Fold the rear seats flat, though, and you’ll reveal a 1,550-litre load area.

That’s 200 litres more than before, and while it’s smaller than the Mazda, it’s 135 litres up on its arch rival, the Audi Q3. You can even option your X1 with a fold-flat front passenger seat (£145) for all your IKEA-carrying needs.

The old X1 sat on a modified version of last-generation 3 Series Touring platform, but the new car shares its underpinnings with the MINI hatch. That means the entry-level sDrive 18d is in fact front, not rear-wheel drive, though the rest of the range comes with xDrive four-wheel drive as standard.

There are four engines to choose from, including one petrol and three diesels. All are 2.0-litre units, with even the basic 18d getting 148bhp. The more powerful 20d and 25d get 187bhp and 228bhp respectively, while the sole petrol – the 20i – uses a 189bhp four-cylinder turbo.

If running costs are key, you’ll want to opt for one of the efficient diesels. The entry-level 18d does 68.9mpg (114g/km) with the six-speed manual gearbox, while the four-wheel drive only 20d and 25d will do 57.6mpg and 56.5mpg respectively.

Go for the slick-shifting eight-speed auto and economy drops slightly, but not enough to make a feasible difference day-to-day. Unfortunately, there are no plans to bring the super-frugal three-cylinder sDrive 16d to the UK for now.

We were given an opportunity to drive the most-powerful xDrive 25d from BMW’s Munich HQ, down the autobahn and into Austria before twisting around the Alpine roads south of Salzburg.

Like the 2 Series Active Tourer, it’s surprisingly capable on a winding country road. The xDrive models send their power to the front wheels most of the time, but are able to switch up to 100 per cent of torque to the rear when it senses slip. The steering is direct, and body control is good, allowing you to push on with confidence when the roads allow.

The 25d diesel engine is punchy and refined, though it never feels lightning fast and is rather noisy when extended into the upper rev limits. The eight-speed auto fitted to our test car works as well in the X1 as it does in any 2 or 3 Series, swapping cogs automatically, or via clicks of the steering wheel-mounted paddles.

Our car was also fitted with optional £390 electronic dampers, and as a result rode really nicely over bumps and imperfections in the road. Unlike on the new 3 Series there’s no Sport+ mode, but even Sport sharpens the car’s responses with stiffer suspension and livelier throttle, gearbox and steering inputs.

Owners of the pre-facelift first-generation X1 will be pleased to know the Servotronic steering finds its way onto the new car. Early models were plagued by overly heavy steering that made the car a chore to drive around town – but the next X1 is easy to manoeuvre with lighter controls and decent visibility all round.

Prices start from £28,330 for the two-wheel drive 18d, but a mid-spec xLine 20d with four-wheel drive will set you back £33,680. For comparison, that’s about £1,500 more than an Audi Q3 S line, but the BMW is faster, cheaper to run, and bigger inside. 

Standard kit is good on the BMW, too, with even the entry-level SE boasting 17-inch wheels, sat-nav and a power tailgate. Sport models get bigger wheels and some racier details, while xLine cars add leather, LED headlights and classier aluminium trim. As before, the M Sport sits at the top of the range, with a more aerodynamic body, sports seats and stiffer suspension.

We’d think twice about plumping for this top-spec model, though. We’ve not driven the xDrive 20d yet, but on paper that’s the one to go for. The 25d’s £2,380 premium does seem steep, and it’s only a second faster to 62mph.

With a healthy 400Nm of torque we expect the 20d to feel plenty quick enough for most people. Plus its one Benefit in Kind tax bracket (21 per cent vs 22 per cent) lower, so it’ll be cheaper to tax for company car drivers.

Key specs

• Model: BMW X1 xDrive25d xLine
• Price: £36,060
• Engine: 2.0-litre 4cyl diesel
• Power/torque: 228bhp/450Nm 
• Transmission: Eight-speed auto, four-wheel drive
• 0-62mph/top speed: 6.6 secs/146mph
• Economy/CO2: 61.4mpg/132g/km
• On sale: Now

BMW i8

The BMW i8 is a game-changer for the supercar sector. It has the style and the performance, but running costs set new benchmarks.

The BMW i8 really shook up not only the sports car world when it arrived in 2014, but also the car world in general. It’s one of the most crucial cars of the last decade and marks an achievement of true innovation in terms of design, performance and efficiency by BMW. In years to come we could even look back on this car as the one that saved the supercar thanks to this enticing blend. 

Sitting alongside the BMW i3 in the brand’s eco-friendly ‘i’ range, the i8 has head-turning looks and an advanced hybrid powertrain. The car is instantly recognisable as an i8 with looks unlike anything else on the road. Whichever wheel and colour combination you opt for, it turns heads wherever it goes thanks to narrow LED headlights, elegant curves, sweeping flying buttresses and gullwing doors. It certainly won’t blend in like many of the more mainstream models from the BMW stable.

The i8 is powered by a 1.5-litre 3-cylinder petrol engine – also found in the MINI Cooper – that sits behind the back seats. It's combined with a 129bhp electric motor linked to lithium-ion batteries.

You might think power from a dinky MINI won’t be enough to trouble the likes of the Audi R8 and Porsche 911, but the i8’s performance figures are impressive. The hybrid powertrain boasts 357bhp and 570Nm of torque and, as a result, the i8 will blast from 0-62mph in just 4.4 seconds and onto a top speed of 155mph.

However, despite these supercar-rivalling performance figures, the i8 shouldn’t cost any more to run than a supermini. Thanks to the plug-in electric powertrain, BMW claims the i8 will return a remarkable 134.5mpg and CO2 emissions of just 49g/km – something previously unheard of for a supercar.

Of course, these figures are only achievable in the real world if you charge the BMW’s batteries once a day and if the majority of your journeys can be completed within the 22-mile electric range. Even so, you can still expect more than 40mpg if you use the car as you would a conventionally powered one – something impressive in itself when you consider the performance on offer.

Then it comes down to the small matter of the BMW i8's price. As you would expect, it's not a cheap car thanks to its groundbreaking tech and gorgeous looks. The i8 can be yours for just under £105,000 - but you'll have to be patient because there's a lengthy waiting list for the car.

Even if the i8’s technical prowess and stunning, futuristic looks don’t impress you, you can’t deny the importance of this car as it represents a huge milestone in terms of the way high performance vehicles are engineered.

The BMW i8 looks absolutely stunning whichever colour and wheel combination you go for. The narrow LED headlights (optionally available with laser technology, which delivers an even more penetrating and bright beam pattern than the standard car), elegant curves, spaceship-style rear lights and distinctive flying buttresses all make for a low-slung car with more presence than almost anything else on the road.

As a result, you’ll need to get used to being the centre of attention, because the i8 us a car that attracts a constant stream of camera phone wielding car fans. The BMW is available in a variety of colours, including silver, white, blue and black, with the latter the most understated.

That’s because it does without the contrasting panels (such as in the bonnet) that come on the other. You can also choose between neat silver or blue trim detailing for areas such as the familiar double kidney front grille.

Open one of the i8’s jaw-dropping dihedral gullwing doors and you’ll discover an interior that’s every bit as stylish as the exterior. It’s not quite as futuristic as the smaller i3’s, but the wraparound dashboard is slickly designed and dominated by a pair of 8.8-inch HD screens - the unit in front of the driver displays the speedo, rev-counter and energy use dials, while the centrally-mounted display is for the sat-nav and infotainment functions.

Better still, quality is top notch, with excellent fit and finish and top-notch plastics. As with the smaller i3, recycled and sustainable materials are used throughout. It’s very well equipped, too.

Sat-nav, a DAB radio, Bluetooth and heated seats all feature, while the high-backed seats are finished in leather. Buyers can also upgrade the materials and leather by opting for either the £1,150 Carpo or £2,150 Halo interior ‘world’ finishes.

A three-cylinder-engined sportscar doesn’t sound like the most thrilling prospect in the world, but thanks to the assistance of an electric motor, the i8 feels every bit as quick as an Audi R8. Officially, 0-62mph takes 4.4 seconds, but because you have the instant torque of the electric motor, it actually feels a lot faster in the real world. It doesn’t matter what gear you’re in, the i8 responds instantly to every prod of the throttle.

Keep it in Comfort or Eco Pro mode and the i8 will try and run on electric power alone, which it can do for about 22 miles and at speeds of up to 45mph. Using just the electric motor, you’ll find acceleration comparable to a hot hatch. The eco-friendly eDrive setting gives you pure electric running for the same range, but raises the maximum speed to 75mph.

Slot the gearlever to the left into Sport mode you get the petrol engine running all the time, the full output from the electric motor and firmer settings for the dampers and more aggressive power steering.

Flooring the throttle in this mode gives you a smooth and muscular surge of acceleration, accompanied by a sci-fi whine from the electric motor and a deep, throaty growl from the three-cylinder engine – clever tuning means that it sounds a little like a Porsche flat-six, particularly in Sport mode when the electronically enhanced soundtrack is turned up to 11.

Adding to the sensation of speed is the six-speed automatic gearbox, which delivers seamless changes to create the illusion of an uninterrupted wave of acceleration.

Guide the i8 through a series of bends and it feels light on its feet, with barely any body roll and a crisp response from the fingertip-light steering. Unlike some rivals that feel as if they are pummelling the road into submission, the BMW is more delicate and measured, requiring only small inputs from the driver.

Once you’re actually in the corner, you’ll find the i8 isn’t quite as engaging or as adjustable as a 911 or Audi R8, but it’s seriously capable nonetheless.

Thanks to the standard adaptive dampers ride comfort is pretty good, while the BMW’s aerodynamic styling – it boasts a drag coefficient of just 0.26 – means there’s very little wind noise. However, despite its skinny tyres, the i8 generates quite a bit of road roar – although it’s no worse than a Porsche 911.

With such a lot of new technology on board it’s tempting to be cautious about the i8’s reliability. To help put your mind at ease, though, the basic layout of this three-cylinder engine has already been seen in the latest MINI line-up, plus BMW’s 2 Series Active Tourer MPV.

Electric motors are, on the whole, very reliable because of their relative lack of moving parts, while the regeneration from the motor puts less strain on the brake pads over time. However, for extra peace of mind BMW covers the battery pack with a comprehensive eight year and 100,000 miles warranty – the rest of the car is covered by the firm’s standard three-year guarantee.

With the carbon fibre body we’re expecting safety to be excellent, especially considering the front, side and curtain airbags fitted as standard. The battery is also well protected by a crash structure and BMW is saying that repair costs are normal for the class, despite the hi-tech construction.

The BMW i8 is supposedly a 2+2 but you only get a pair of seriously upright, legroom-limited seats in the back – no one will thank you for squeezing them in there for a long journey. Even sall children will find the conditions cramped. In fact, it’s best to think of them as extra storage space.

It has to be said that the scissor-opening doors aren’t the most practical way of getting in and out, either, but the drama that they add to proceedings is definitely a price worth paying. And while the long doors look heavy, the combination of lightweight construction and powerful gas struts mean that you never have to break a sweat when getting in and out.

There is a boot in the under the glass hatch at the rear, but it’s cramped - you can fit a couple of weekend bags in, but don’t expect to be carting around large suitcases.

As a plug-in hybrid, the i8 does without the range anxiety of traditional electric cars. With a 32-litre fuel tank onboard it can theoretically cover just over 300 miles on a full charge and with a full tank.  Plug into a domestic power socket and you’ll get an 80 percent charge in around three hours, while fitting a BMW home charging station will reduce the charge time to two hours, while BMW’s £315 15-amp iWallbox reduces the charge time to two hours.

Once fully charged, the i8 can travel around 20 miles on electric power alone, while careful use of the regenerative braking system should increase the range

Even so, BMW understands its buyers don’t want any compromises and so option of borrowing a traditional BMW for longer journeys or family holidays. The scheme involves owners being handed an annual allocation of points that can be redeemed against other cars in the brand’s line-up.

The i8’s official figures of 135mpg and 49g/km are a little unachievable in the real world, but you’ll definitely improve on what you’d get from a 911 or an R8. During our time with the car we returned nearly 40mpg, a figure that included plenty of hard driving. However, as with all plug-in models, the running costs will depend very much on how you use the car. If you use the car for a short daily commute and have access to a charging point, then you could save thousands at the pumps. And the savings don’t end there.

Company car buyers will also benefit, with the i8 currently sitting in a 5% BIK band, meaning company car tax could be as low as £998 per year. For 2015/16 and 2016/17, the i8 will shift up to a 9% band and then an 11% band but that still significantly undercuts traditional sports car rivals.

And as you’d expect from BMW there’s a great value servicing pack, with a one of payment of £1,000 covering all routine maintenance for five years. Even better, our experts expect the i8 to retain around 55 percent of its new value after three years.

New BMW M135i 2015 facelift

The BMW M135i brings M car thrills to the hot hatch segment. Does it feel all the more desirable in 2015 facelift guise.

 

Due to the added kit and boost in power, the BMW M135i no longer falls below that magic £30k threshold. But even at just over £31,000, this three-door manual model still represents incredible value for money.  

Back in 2012, BMW’s newly created M Performance division launched the M135i. The first foray into the performance car market by the 1 Series, the high class hot hatch represented a kind of halfway house between mainstream models and BMW's halo M cars. However, with 316bhp, it wasn’t short on firepower.

The 2015 facelift of the BMW M135i gains all the changes made to lesser 1 Series models, plus a 6bhp boost in power and some added kit. That means the same headlights and LED taillights, updated interior and revised bumpers, as well as M135i-specific dual exhausts and 18-inch alloy wheels.

BMW doesn’t claim any specific chassis tweaks, and to all intents and purposes, the new M135i feels much the same to drive as its predecessor. That’s no bad thing though, with the free-revving straight-six engine all but eliminating turbo lag, feeling enormously eager in almost any gear, at almost any speed. 

Peak torque is delivered from just 1,300rpm, making it immensely fast in a straight line. The0-62mph sprint takes just 5.1 seconds – or 4.9 if you (like 80 per cent of 135i buyers) spec the excellent eight-speed ZF auto.

However, it’s the manual that makes most sense at this price point. Like all 1 Series models, the gearbox does feel slightly notchy, but at just over £31,000, the M135i remains one of BMW’s best kept secrets. It undercuts the near-£40k Audi RS3 and Mercedes A45 AMG by more than £6,000, and offers similar straight line speed to Porsche’s fabulous Cayman S. The VW Golf R will pose the biggest problem for BMW, though, offering four-wheel drive traction and similar power, for around £1,000 less.

It’s ever-so-slightly more economical, too. The Golf will average 39.8mpg, while the manual M135i can only return 35.3mpg. If you drive either of these cars as they’re intended, you shouldn’t expect to see more than 25 or 26mpg between fills, either.

That said, the kudos of rear-wheel drive will be enough to tempt many buyers. It’s got astounding levels of grip with all the traction and stability systems switched on, and more than enough power to light up the rear wheels when you flick everything off. 

Throw the car into a bend, and it feels extremely nimble, while it’s perfectly comfy on the motorway. It’s worth noting that our test car came with the £515 adaptive dampers, which we’d thoroughly recommend opting for across the range.

As we reported last week, all BMWs now feature sat-nav as standard. DAB radio, leather and Bluetooth are also included on the M135i, as is the emergency e-Call system, which BMW rolled out last year.

Key specs

• Price: £31,725
• Engine: 3.0-litre 6cyl turbo
• Power: 322bhp
• 0-62mph/top speed: 5.1s/155mph
• Economy/CO2: 35.3mpg/188g/km
• On sale: Now

BMW 116d Efficient Dynamics

For most buyers, the standard 116d will offer everything they need. It emits 94g/km and returns 78.5mpg, and is ever-so-slightly faster to 62mph. The EfficientDynamics model costs £850 more, but for fleet customers, the money you’ll save on company car tax – and the added fuel economy gains – will be an attractive proposition.

The BMW 1 Series accounts for around 20 per cent of all BMW sales – second only to the bigger 3 Series. A facelifted 3 Series will be revealed this week, and with immaculate timing the facelifted 1 Series has arrived on British shores for our first UK drive.

A whopping 75 per cent of 1 Series models are bought on finance, with around a third of all sales going to company car drivers. With that in mind, this 116d EfficientDynamics Plus model is arguably the most important in the facelifted 1 Series range. The new 1.5-litre three-cylinder diesel engine from the MINI Cooper D, which joins an extensive line-up of new four-cylinder diesels, makes it the most efficient BMW diesel ever.

Like the MINI, the ED Plus gets 114bhp and 270Nm of torque. However, tweaks to the aerodynamics have made it even more economical – posting a phenomenol 83.1mpg and 89g/km of CO2. The new Volkswagen Golf BlueMotion remains the most economical family hatch (returning 88.3mpg) but the BMW isn’t far off the pace.

The sub-100g/km CO2 emissions mean it’s exempt from road tax, plus it falls one Benefit in Kind percentage point over the outgoing Business spec car, too, saving higher rate company car drivers a considerable £104 per year.

But don’t think all these eco changes make it any less fun to drive. All 1 Series models remain rear-wheel drive, and the ED gets exactly the same power and torque figures as the standard 116d.

In the right gear it feels pretty punchy, but the manual gearbox’s tall ratios mean you’ll need to work it quite hard if you want to make fast progress. It’s got quite a notchy action too, making the equivalent Audi A3 look silky smooth. High mileage drivers will be disappointed to hear that there’s no automatic option either, which is a shame because BMW’s eight-speed ZF is among the best in the business.

On the motorway, it’s only slightly less refined than its four-cylinder siblings. Our test car didn’t have the optional adaptive dampers, making it a little less cossetting on the move, but despite the firmer-compound eco tyres, it’s far from uncomfortable. The interior takes a slight step up in quality with some new trim materials scattered around and the supportive front seats make long distances a breeze. Standard kit is pretty impressive, too, and even those with a keen eye will be blissfully unaware you’ve opted for the penny-pinching diesel.

From September all BMW models will come with sat-nav as standard, putting it ahead of its rivals from the off. While the Mercedes A-Class doesn’t even get a DAB radio, the 1 Series boasts this plus 16-inch alloy wheels, Bluetooth connectivity and a multi-function leather steering wheel. Climate control, rear parking sensors and automatic lights and wipers are also included, as are the new LED rear lights and tweaked bumper designs.

Interior space remains unchanged, though, so while it’s no match for the VW Golf or SEAT Leon, the 360-litre boot – expanding to 1,200-litres with the rear seats down – should be enough for growing families. It’s a similar story with the back seats, which are adequate, but a bit cramped for taller passengers.

As well as the standard 116d and eco-orientated 116d ED Plus, buyers can choose a more powerful 118d or 120d, as well as a range-topping 221bhp 125d. The basic 116i has become the 118i to reflect significant performance gains since the moniker’s introduction in 2004, while the outgoing 118i transfers to the 120i nameplate. As before, performance fans get a choice of 125i and M135i petrols, with the latter getting a 10bhp boost to bring it in line with the 322bhp M235i. 

Key specs

• Price: £22,560
• Engine: 1.5-litre 3-cyl diesel
• Power/torque: 114bhp/270Nm
• Transmission: Six-speed manual, rear-wheel drive
• 0-62mph/top speed: 10.4s/124mph
• Economy/CO2: 83.1mpg/89g/km
• On sale: Now