BMW M135 xDrive

The true meaning of the compact that calls itself “M”

The new 1 Series uses the same FWD UKL2 platform as the previous model, but the design has been drastically revamped. In addition to the long-nose silhouette, the kidney grille has also been redesigned to be lower, giving it a completely different appearance from the previous model. The body size is 4370mm in length (15mm longer than the previous model) and 1450mm in height (15mm shorter). It is slightly longer and lower, but the overall width of 1800mm and wheelbase of 2670mm remain unchanged. It has evolved into a more sporty proportion.

The Japanese model is available in three grades: “120”, “120 M Sport” and “M135”. The M135 test drive this time is the sports grade that reigns at the top of the series. It is equipped with a 2.0-liter inline 4-cylinder turbo, xDrive (AWD), and a 7-speed DCT transmission. It produces a maximum output of 300 PS and a maximum torque of 400 Nm, and boasts 0-100 km/h acceleration in just 4.9 seconds.

Calling himself “M,” he has small fangs.

Frankly speaking, the driving feel is “normal” for better or worse. Without fear of being misunderstood, it is less aggressive and extreme than one would expect from the M title, and drivers who have driven M models in the past may be disappointed. The chassis and drivetrain are highly refined, but the overall character is gentle. Although it is in a different price range, it does not have the “heat” of the Mercedes-AMG A 45 S (Final Edition = 11.85 million yen).

The 2.0-liter inline-four turbo engine mounted transversely at the front generates a massive 400Nm of torque from low speeds (2000rpm), but it’s more practical than a sports engine. The 7-speed DCT is smooth and shift shock is suppressed, but to be honest, I wish it had a more direct feel. Even when switching to Sport Boost mode, the performance is subdued considering the maximum output of 300PS, which is refined at best, but mediocre at worst.

Straight-line stability and cruising performance on the highway are excellent, and the setting of 2000 rpm in 7th gear at 100 km/h is also excellent. However, when the car synchronizes with the joints of the road surface at around 120 km/h, the harshness of the suspension becomes strong. Perhaps due to the characteristics of the tires, the ride is firm overall.

There are seven driving modes, including “Personal,” “Sport,” and “Efficient.” The throttle response and steering feel change depending on the mode, but the damper adjustments for the sports suspension and other parts are mechanically controlled and lap-sensing, rather than electronically controlled. By switching the gearshift mode to S range, you can switch to manual gearshift mode using the paddles. A long pull on the left paddle activates the sport boost function, but it still feels a bit lacking to be called “M.”

On the other hand, the braking performance is worth mentioning. The test car was equipped with M compound brakes, which gave a high sense of reliability when braking. Although I didn’t test drive it on winding roads, I could get a glimpse of that.

Operability is a mix of evolution and challenges

The interior, with its eye-catching newly designed curved display, offers a high level of satisfaction in being in the latest BMW. However, while the display is high-resolution and beautiful, I found it somewhat difficult to operate. In particular, some functions, such as the tachometer display and auto-hold setting, seem to be hidden deep within the settings screen, which can be confusing until you get used to them. Many media outlets did not (or were unable to) reset the trip meter, so the test car’s trip meter exceeded 3,000 km (!). Incidentally, the cumulative fuel economy data was 11.8 km/L, which, considering the catalog fuel economy (WLTC) of 12.5 km/L, is probably a fairly realistic figure. This performance is satisfactory, but considering modern eco-friendly trends, it could be considered mediocre.

On the other hand, the physical switches on the steering wheel are simple and impressive. While the ACC (adaptive cruise control) and audio can be operated intuitively using the steering wheel switches, adjusting the distance between vehicles is somewhat tedious as it relies on the center screen.

The seats have a wide range of adjustment and good lumbar support. The driving position is also perfect. Regarding blind spots, the narrow gap between the A-pillar and the door mirror is a bit of a concern, but the rear luggage space is ample (380L), and the double-bottom design without a spare tire is also practical.

In conclusion, the M135 xDrive is an excellent premium hatchback that can be used daily without being too flashy, but don’t expect too much from the “M” designation. The name has a sense of balance between history and reality. BMW’s new proposal is a car that lies somewhere between sportiness and practicality.

PHOTO/Kenji ICHI, GENROQ

SPECIFICATIONS

BMW M135 xDrive

Body size: Length 4370, Width 1800, Height 1450mm

Wheelbase: 2670mm

Engine: Inline 4-cylinder DOHC turbo

Total displacement: 1998cc

Maximum output: 221kW (300PS) / 5750rpm

Maximum torque: 400Nm (40.8kgm) / 2000-4500rpm

Transmission: 7-speed DCT

Drive system: AWD

Suspension type: Front MacPherson strut, rear multi-link

Brakes: Front and rear ventilated disc

Tire size: Front and rear 225/45R18

Fuel consumption rate: 12.5km/L

Vehicle price: 7.14 million yen

Related reading

A three-car comparison: the Volkswagen Golf R, BMW M135 xDrive, and Mercedes-AMG A 45 S 4Matic+ 2.0-liter turbo AWD.

A battle of three German C-segment hot hatches. The three luxurious models are the Golf R, which has received a minor change to improve power output, the M135, which has undergone a full model change, and the A 45 S, the final edition that marks the culmination of the series. Enjoy this showdown between these luxury hot hatches that heralds the dawn of a new era. (Reprinted and re-edited from the May 2025 issue of GENROQ)