BMW 1 Series

BMW is a company that always used to try and do things differently, a refreshing trait in a sea of automotive sameness.

The Bavarian brand's reputation as the purveyor of 'The Ultimate Driving Machine' was once fundamentally built around rear wheel drive and that famed perfect 50/50 weight distribution, cornerstones not even compromised when the time came in the Early Nineties to deliver a small hatch.

The resulting 3 Series Compact model of 1993 was defiantly rear-driven in a Golf and Focus segment full of front wheel drive rivals.

And the same approach was carried forward to the car that evolved from it, the original 'E87' design BMW 1 Series of 2004, a model later repackaged to a similar formula with the 'F20' second generation 1 Series of 2011. So why the change to front wheel drive in 2019 for this F40-era MK3 1 Series hatch? Well, lots of reasons really.

At the end of this century's first decade, the BMW board invested heavily in an all-new front-driven UKL2 platform for its Group's compact models, cars like the 2 Series Active Tourer, and second generation versions of the X1 and MINI's Clubman and Countryman.

This was technology that the suits in Munich wanted to see more return from and at the same time, they were uncomfortably aware of just how much the packaging limitations of rear wheel drive - cramped space for luggage and back seat passengers - were hobbling the 1 Series in comparison to its more conventional Audi A3 and Mercedes A-Class rivals.

All of which seemed a bit pointless given BMW's own research showing 80% of 1 Series owners not knowing what end their cars were driven from - and not caring either.

The deal was sealed when the Bavarian maker's engineers assured the board that new technology could allow for a switch to front-wheel drive for this car without any real dilution in driving pleasure. What's certainly true is that the change in drivetrain format did, as intended, free up significantly more interior space than the previous F20 version of this car could offer, despite the fact that this F40-series design's roadway footprint was much the same.

With this third generation 1 Series model, launched here in mid-2019, BMW evolved its front-driven platform with a greater mix of aluminium and high-strength steel and the resulting so-called 'FAAR' underpinnings were not only impressively light and stiff but were also able to support the kind of optional adaptive damping system buyers couldn't have in the F20 model.

Aside from engineering, potential buyers also liked the much higher quality cabin, the improved efficiency from the lightly evolved three and four cylinder engines and the hi-tech camera-driven safety and media connectivity features.

The F40 sold in this form until the end of 2023, after which it was replaced by a new F70 1 Series generation.

We always wondered what kind of 1 Series BMW's stylists would have come up with if they hadn't been constrained by the need to package around rear-driven mechanicals.

In this MK3 model, we got our answer, a hatch that offered a similar roadway footprint to its F20 predecessor (it was a mere 5mm shorter), but one delivered to an otherwise very different dimensional formula.

Much like its direct segment rivals, it was around 4.3-metres long, about 1.4-metres tall and around 1.7-metres wide, but that made this car's proportions quite different to those of that previous model, this F40-series design sitting 34mm wider and 13mm higher than the old car. There's plenty else that was different here too, the profile perspective revealing a more wedge-shaped silhouette and a pronounced 'shark'-style nose.

The front was also very different from anything BMW had previously served up in one of its compact models.

That was partly because of the adoption of a larger grille, which expands the usual pair of kidney-shaped intakes and joins them in the middle. Inside up-front, you're served up a premium slice of cabin architecture borrowed from the G20 3 Series model of this era, which means it's very nice indeed.

Soft-touch surfaces and the solid feel of all the fixtures and fittings is matched on plusher models by things like contrast stitching and intricate 'Extended lighting' door panel strips.

There's plenty of luxury segment technology too, particularly if you get a car whose original owner paid more for the 'Live Cockpit Professional' package, which matches a 10.25-inch virtual instrument binnacle screen with a classy centre-dash iDrive monitor of the same size.

There's some clever stuff incorporated into this extra-cost set-up, including what BMW called an 'Intelligent Personal Assistant', which is there to answer questions you can voice to the car as you drive it.

Even the lesser standard-fit 'Live Cockpit Plus' media package gives you quite a lot, including 'Apple CarPlay' smartphone-mirroring, though original owners only got that for a year before they had to pay for it.

Many of the various 'ConnectedDrive' digital services were also life-limited before becoming chargeable.

Finding the ideal driving position is easy, the redesigned seats were very comfortable and there's plenty of interior storage space. And in the back? Well changes certainly needed to be made here.

The old MK2 F20 generation model offered rear folk just 690mm of legroom, which, to give you some perspective, is about what you get from a typical supermini in the class below.

In this F40-series car, that figure increased by 33mm; essentially, there's about 10mm more room than you get in a comparable Mercedes A-Class from this era - and it feels like more because the car's hip point was raised and the seat backs were scalloped to make more room for your knees. As for the boot, well once the hatch rises, you're provided with a very reasonable 380-litres of cargo capacity.

Need more room? Well if get a car whose original owner paid extra for the 'Through Loading' option that gives you a versatile 40:20:40 rear seatback split, you'll be able to push long items like skis through between a couple of rear-seated folk.

Push forward the rear bench and 1,200-litres of space can be freed up.

Values for this F40 1 Series start with a base 118i SE valuing from around £14,400 (around £16,400 retail) which gets you an early '19-plate car.

Prices for the 118i SE range up to around £22,350 (around £24,500 retail), which gets you one of the last early-'24-plated F40 models.

For an M135i xDrive, prices start from around £22,900 (around £25,250 retail), which gets you an early '19-plate model.

Prices for the M135i xDrive in standard form range up to around £29,350 (around £31,500 retail), which gets you one of the last early-'24-plated F40 models.

All quoted values are sourced through industry experts cap hpi.

Click here for a free valuation.

Our owner survey revealed many satisfied users of this F40 1 Series model, but inevitably, there were a few issues reported.

We've come across reports of wobbly steering racks, leaking cam covers, issues with suspension, rattly bodywork and exhausts - and issues with oil levels.

There have been issues with the white needles on the instrument dials too.

In the daytime they're supposed to be as bright as the numbers on the dial but with some models, they have become faded, dim or nearly invisible.

We also heard of reports of horns not working when the steering wheel is turned.

And issues with the sensor failing that told you about low screen wash levels.

Check for creaking sounds in the nearside rear passenger area, fixed by some dealers by removing the door card and putting in some sticky tape and silicone lubricant. Obviously, a fully-stamped service history is vital.

This car uses complex engines and only regular and appropriate maintenance will see them go the distance.

Otherwise, it's just the usual things.

Insist on a fully stamped-up service record and check the alloys for scratches and scuffs.

(approx prices based on a 2021 M135i xDrive ex VAT - autodoc.co.uk) An air filter costs in the £19 to £63 bracket.

An oil filter costs around £12-£54.

Front brake pads sit in the £28-£50 bracket for a set; for rears, it's around £28-£61.

Brake discs can be very expensive; fronts from £84-£157; rear discs tended to be in the £61-£122 bracket.

Wiper blades are in the £8-£14 bracket.

The switch from rear-driven to a front-driven powertrain might have been the headline story here but there was plenty else that was new with the engineering of this third generation 1 series design.

The Bavarian maker's aim was to repackage this model to a more conventional formula but deliver that in a very BMW kind of way - and that was essentially how this car turned out.

On the move, you get a grippy, confident sense of purpose that rivals couldn't quite match, with precise, accurate steering and an agile willingness to change direction.

All of it was aided by near-perfect weight distribution, a clever new 'ARB' traction control system that more precisely metered out torque and a new 'FAAR' chassis that saved around 25kgs of weight.

The ride is somewhat firm; BMW fans who mind that will want to seek out better-specced cars whose original owners paid extra for the optional adaptive suspension set-up. Engine-wise, there's the usual line-up of units that BMW in this era used with its compact front-driven hatches.

Which means 1.5-litre three cylinder petrol and diesel units for the derivatives at the foot of the range - the 140hp 118i model and the alternative 116hp 116d black pump-fuelled variant.

Both could be had with optional 7-speed dual-clutch auto transmission from new and even the 118i is decently efficient, in manual form managing a WLTP combined cycle reading of up to 45.6mpg and an NEDC-rated CO2 return of up to 122g/km.

Further up the line-up lay three 2.0-litre models, the popular 150hp 118d diesel (which could be had in manual or 8-speed auto forms); and the two top variants, the 190hp 120d diesel and the M135i petrol hot hatch, both of which were only offered with xDrive AWD and the 8-speed auto.

When we first tried this F40 1 Series, we couldn't help feeling a little disappointed that this model line had abandoned its unique rear-driven selling point.

But at the same time, we couldn't help being impressed by the way that the Munich maker had managed to retain so much of the traditional 1 Series eager, dynamic character, despite the fundamental engineering changes visited upon it.

This model could still beat most of its rivals for driver appeal.

Just not by such a significant margin as before. In summary, 'der Einzer' became a whole lot more competitive in this guise.

About to choose a Mercedes A-Class, an Audi A3 or even a plusher VW Golf from the 2019-2023 era? You really ought to try one of these too.

You might be surprised just how much you like it.