New Models - BMW 1 Series

BMW reveals 1 Series pricing

All systems go: The 1 Series range will kick off in Australia on October 2.

BMW 1 Series pricing starts under $42,000 - and gets lower when base model arrives

22 September 2004

THE ticket price for the BMW 1 Series will start below $42,000 when the turnstiles for the all-new small hatch start clicking across Australia next month – and will then fall to a new low for the brand of $37,900 when the baseline 118i model fronts up in the first quarter of 2005.

In pricing details released this week, BMW Group Australiahas revealed that its all-new E87 1 Series range will kick off on October 2 with the six-speed manual 120i model retailing from $41,900. 

A six-speed automatic transmission will be available for $2200 on both the 120i and the 118i, the latter being fitted standard with a five-speed manual gearbox. 

A 2.0-litre four-cylinder engine powers both models, however maximum power and torque outputs differ. The 120i produces 110kW at 6200rpm and 200Nm at 3600rpm, while the detuned 118i makes do with 95kW at 5750rpm and 180Nm at 3250rpm. 

BMW1 Series center imageAll models will be equipped with front, side and head airbags for front occupants, head airbags for outboard rear passengers, the full gamut of three-point seatbelts, ABS brakes, traction and stability control, climate control air-con, a trip computer, leather-wrapped steering wheel andalloy wheels. In addition, the 120i gets 17-inch (rather than 16-inch) alloys, cruise control, sports seats, rain sensor and titanium-look (rather than silver) detailing.

There is still no word coming from BMW Australia on whether the 316ti will be repositioned. The spinning propeller brand’s current entry level car is priced at the moment from $41,750. 

The little German luxuries: How they match up

BMW 1 SERIES 

118i $37,900*

118i (a) $40,100*

120i $41,900

120i (a) $44,100

*On sale first quarter 2005.

AUDI A3 

1.6 Attraction $34,900

1.6 Attraction (a) $37,400

2.0 FSI Attraction $39,000

2.0 FSI Attraction (a) $41,500

2.0 FSI Ambition $40,400

2.0 FSI Ambition (a) $42,900

MERCEDES-BENZ A-CLASS

A160 Classic $34,900

A160 Classic (a) $36,690

A160 LWB Classic $36,900

A160 LWB Classic (a) $38,690

A190 LWB Elegance $42,900

A190 LWB Elegance (a) $44,690

New Models - BMW 1 Series

One to watch

Extra urge: Revised 1 Series looks familiar but has improved performance.

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BMW improves 1 Series hatch and confirms coupe version

BMW executives have confirmed that a proper coupe version of the 1 Series – as well as a convertible – is in the pipeline, so it is not altogether surprising that its mid-life upgrade still does not include a three-door hatchback for Australia.

The facelifted 1 Series five-door hatchback is little-changed in appearance from the car that has been with us since October 2004.

More significant are engine upgrades, especially in the 120d, which features a second-generation aluminium-block 2.0-litre turbo-diesel that has 10kW more power (now 125kW at 4000rpm) and 10Nm more torque (340Nm at 1750rpm).

This has reduced 0-100km/h acceleration times from 8.5 seconds to 7.8 seconds while fuel consumption is down by about half a litre to 6.1L/100km.

The 120d also gets 17-inch wheels, rear parking distance sensors and an automatic interior mirror as standard.

BMW1 Series center imageBMW has also extracted an extra 5kW (along with small improvements in fuel economy) from the petrol 2.0-litre engines in the 118i and 120i models. 

Eagle-eyed enthusiasts might pick the thicker chrome grille surrounds, clear-glass headlights and revised airdam at the front, while the rear features lightly revised bumper and tail-lights (with two-stage brake lights).

Daytime running lights are offered as an option, as are adaptive headlights that look around corners.

Inside, BMW has addressed the 1 Series’ lack of storage by adding door pockets as well as a slightly bigger glovebox, while materials and colour choices have been revised.

Two new exterior colours have been added to the range, along with new alloy wheels for the 118i, 120i and 120d. 

An MP3 compatibility option (standard on the 130i) has been added at a cost of $500 while the optional iDrive system benefits from the eight “favourites” buttons featured in the 7 Series and 3 Series Convertible.

Prices for 1 Series have risen by only $200 to $500, except for the entry-level 1.6-litre 116i, which is unchanged at $34,900.

2007 BMW 1 Series range pricing:
116i	$34,900
118i	$38,900
118i (a)	$41,100
120i	$43,300
120i (a)	$45,500
120d (a)	$48,000
130i	$63,700
130i (a)	$66,300

Taking on the No. 1 selling car in the world

There are a few things in the world that make one feel untouchable, invincible even (the least of which being alcohol, but that’s a topic for another article): knowing you are the No. 1 selling item of your kind in the world is one such thing. There’s no denying the smug looks Toyota employees must get when they’re reminded that nearly 40 million Corollas have sold the world over. They’ve earned that look. 

So, what happens when manufacturers with vehicles in that particular segment give it absolutely everything they’ve got to upset that smug, untouchable feel? What if they start to give you that uneasy feeling that you’ve kinda gotta start stepping it up or you’re definitely not going to be as invincible as you thought you were? 

The compact car segment is a highly, highly competitive one. Buyers of compact cars are a discerning bunch looking for a plethora of things for not a lot of money. They are young, affluent, game-changers if you will. They are the trendsetters, and the cars they drive can influence their friend’s vehicle purchases and so on. This is a huge segment to “own,” and at the moment the Corolla very much owns it. 

That’s where the Mazda3 comes in, along with the Honda Civic, of course, but that’s a comparison for another day. We at Auto123.com wanted to focus on one of the most hotly anticipated redesign launches of 2013 against the bestselling car… ever. Can a car like the Mazda3 pose a serious threat to the Toyota Corolla’s supremacy in the compact car segment? We decided to find out. 

We got our hands on a 2014 Toyota Corolla S with a 6-speed manual transmissionand a 2014 Mazda3 Sport GS also with a 6-speed manual. With similar performance numbers and nearly identical prices ($21,565 and $20,695 respectively), these exact two vehicles could very well find themselves on a compact car buyer’s “potential car” list. 

Photo: Mathieu St-Pierre

A pickup's pickup

Summary Rating:
Styling (77%) Accessories (82%) Space and Access(80%) Comfort (70%)	Performance (77%) Driving Dynamics(77%) Safety (80%) General Appreciation(80%)

In the land of the pickup, supremacy comes at a price. The manufacturers pay this price as the last four (or so) decades have belonged to Ford and its F-150. By price, I mean that regardless of the latest technological advances, powertrain improvements or design enhancements, the Blue Oval always wins. 
It would seem that Toyota has chosen to go a different direction altogether. For the 2014 Tundra, Toyota decided to keep it simple and give the pickup buyer a real pickup, with little fluff and a lot of ruff…
The new Tundra is a back-to-basics work-truck that does little if not make noise, go fast, and carry a bunch of anything your heart desires -- both in the bed and in the cabin. It’s difficult to fault Toyota’s full-size pickup as it has the will to please but lacks refinement, comfort, and more refinement. As its competition moves away from the traditional work truck, the Tundra stays behind for the right and possibly the wrong reasons. 

What is the Toyota Tundra?

As the most capable work vehicle in their lineup, the 2014 Tundra has been unable to capture the attention of large pickup buyers, as has the Tacoma in the compact pickup segment. 

The Toyota Tundra is built in San Antonio, TX. It was first introduced as a 2000 model year truck. At the time, it took over from the T100, which you would be excused for never having heard of as it was sold in limited numbers. 

2014 Toyota Tundra Price and Specs

The 2014 Toyota Tundra sports a base price of $26,750. As with all pickup offerings, the Tundra is available in countless versions, with various cab and bed configurations, and a pair of engines and drivetrain options. At the top of the Tundra heap is the Crewmax Platinum 5.7L with the 1794 Edition package for an even $54,000. 

As tested, my 2014 Tundra double Cab Limited 5.7L tipped the pricing scale at $47,935. 

The 5.7L i-Force V8 is the powerhouse behind the Tundra’s capabilities. It produces 381 horsepower and 401 lb-ft of torque. The other V8 on the menu is a 4.6L V8 that’s good for 310 horsepower and 327 lb-ft of torque. Both are mated to a 6-speed automatic transmission. 

Depending on the body configuration, engine and drivetrain selections, towing capacity rises to 4,760 kg (10,500 lbs). The same goes for payload that reaches a maximum of 855 kg or 1,895 lb. 

The 5.7L i-Force V8 is the powerhouse behind the Tundra’s capabilities. It produces 381 horsepower and 401 lb-ft of torque. (Photo: Philippe Champoux)

Driving the 2014 Toyota Tundra
The 2014 Toyota Tundra is, as mentioned, a real pickup -- but from 10 years ago. There is nothing inherently wrong with it; however, where countless families in North America call upon their pickup as both a work truck and family car, the Tundra’s lack of good manners makes it a less convivial choice.

The ride is the first issue: harsh and choppy, it does not forgive. The rear heavy-duty multi-leaf springs are mostly at fault as they’re far too high-strung for daily usage. Our tester’s 640 kg (1,420 lb) payload capacity was lightly tested with a 227 kg (500 lb) cargo of hay, but the ride did not improve. The basic suspension setup is designed for the heaviest of loads, but the cost is unpleasantness whenever the truck has only its weight to carry.

I can forgive the 2014 Toyota Tundra’s steering that lacks in all facets save for turning the front wheels because of its powertrain. The 5.7L V8 is a monster, in both power and presence. Its roar can practically be heard from miles around when the pedal hits the metal. From that moment on, the Tundra leaps forward and the transmission is right there, knocking back gears with glee. 

The autobox is just as comfortable slipping back and forth in town, and it will drop a cog or two at the slightest drop of the hammer. This makes the 2014 Toyota Tundra loads of fun. Unfortunately, the absence of ride refinement spoils everything, not to mention that fuel consumption takes a hit in the process. 

The 2014 Toyota Tundra is, as mentioned, a real pickup -- but from 10 years ago. (Photo: Philippe Champoux)

Inside and out of the 2014 Toyota Tundra
In our recent full-size pickup comparison test, the 2014 Toyota Tundra also fell short because of its less-than-stellar exterior styling. Sure, a massive grille sends a message, but if there’s nothing behind the message, what is it good for?

The Tundra is typically bland and with little character. A few chrome touches do little more than attempt to distract the eye from what is otherwise slab sided and undefined. 

The big Toyota’s cabin had a whole other effect. Its ergonomics and styling are in tune with the times, despite the lesser plastics that abound. The fit is good and the overall impression is that the dashboard will wear well with time. 

With every 4-door pickup, passenger room is generous which also means that every occupant finds their ease once in their seat. Said perches are cozy and the driving position is good. I would have liked a few more (and deeper) front storage bins for various pocket junk, but what’s on-hand is manageable. 

Its ergonomics and styling are in tune with the times, despite the lesser plastics that abound. The fit is good and the overall impression is that the dashboard will wear well with time. (Photo: Philippe Champoux)

Comparing the 2014 Toyota Tundra

2013 was a huge year pickup-wise. With the arrival of the latest versions of such heavy hitters such as the 2014 GM trucks, the Chevy Silverado and GMC Sierra, and a revised RAM 1500, both of which are superior and then there’s the omnipresent Ford F-150 that continues to tower over its segment in nearly every aspect hence the incredible and continued success. The Tundra had to be good. It’s good, but sadly nowhere near good enough. 

Overview

WE CAN understand the sceptics out there who sum up the new BMW 1 Series Coupe as just a cynical extension of the gifted but still patchy hatch that begat it.

But this is not quite the same car to look at, sit inside, or drive.

Far from feeling constrained by its rear-wheel drive BMW bits like the hatch is when compared to cheaper rivals, the Coupe soars with them, from the strong and smooth six-cylinder engine applications to the a design and philosophy that – for many fans of the marque – has been absent from the company’s mainstream line-up since the E30 3 Series grew up in the early 1990s.

And sure enough, calling the E92 Coupe a modern 2002 is probably selling the resolutely forward-looking 125i and 135i Sport well short.

Model release date: April 2008