It's been four years since BMW released the 1-Series hatchback in Europe. Some US drivers were feeling neglected until it was revealed that BMW North America had been awaiting the more attractive coupe version, saving us from the awkward-looking three- and five-door models.
However, the celebrations really began when it was revealed the 1er would get the 335i's twin-turbo 3.0 motor, promising 300hp in the pocket-sized 135i coupe.
Excitement in the eurotuner penthouse suite reached fever pitch when BMW announced the car would be unveiled to us at a private racetrack on the Swedish island of Gotland. Does it get better than this?
The manufacturer is linking the 135i's heritage back to the 2002 Turbo, which set the precedent for small, sporty, turbo coupes from BMW. The only difference is the 2002 didn't have to haul the 135i's hefty 3450 lb butt around.
And while the new car is a lard-ass, it's carrying around some of BMW's best technology and safety equipment. Think of it as a 335i in tighter pants.
It shares some major mechanical components with its big brother, most notably the delicious 3.0 biturbo that delivers 300hp and 300 lb-ft in an unexpectedly linear fashion. And where it felt like a V8 in the 3-Series, it feels more like a V10 in the slightly lighter 1er.
BMW engineers put major emphasis on driving dynamics, and so the 135i has 50/50 weight distribution to give the car superb poise. Combined with its rear-wheel drive configuration, it allows the car to rotate around its center point and means it doesn't snap out of control. The controls are very fluid and predictable.
Perhaps the only detriment is the inevitable understeer engineered into the chassis. And while this can largely be eradicated with aftermarket attention, in stock trim it was causing the 135i to push its nose wide on the track; a heavy right foot easily counteracted this. With the DSC turned off you could hold the car in a wonderfully balanced power-slide, spinning the fat 245/35-18 rear tires. However, the abrasive track surface eventually got the better of the 215/40-18 front tires, which couldn't hold on enough to allow the back to pivot or even hold their line through a corner and it just got ugly.
Prior to that, the 135i was a blast. A pair of six-piston Brembo front calipers and 338mm rotors more than matches its handling and power. The electronic steering isn't as communicative as we'd like but the chassis provides enough information that you're always aware of the car's behavior.
Despite its shared componentry, the 1-Series is dynamically different from the 3er because of its shorter wheelbase, different center of gravity, weight and the position of major components. In fact, BMW claims that because the mass is gathered closer to the center, the 1-Series should be more agile than it's big brother.
As for living with the 135i, the cabin is familiar territory for BMW owners, with the option of a flip-up nav screen on top of the dash if you can master i-Drive. There's also a surprising amount of legroom in the rear, and the trunk is adequate for most occasions.
BMW told us the 135i was originally designed for US customers, and they hope to repeat the success of the 2002, which sold 84000 in its day. As a result, we get a very high spec on the 135i, including the M Aerodynamics package as standard to accommodate the front-mount intercooler, as well as M Sports suspension and 18" wheels. We also get the electronic diff, quad chrome tailpipes, LED tail lights with two-stage brake illumination, plus the option of adaptive bi-xenon headlights.
The 135i won't be cheap. Expect it to hit at around $35000. But BMW points out US cars come well equipped, so you shouldn't need to add much.
There will also be a 128i Coupe at under $30k with the 230hp, 200 lb-ft aluminum/magnesium 3.0 Valvetronic motor currently used in the 328i.