BY AARON ROBINSON
Downsizing, rightsizing, delayering, whatever term you prefer, the act of getting smaller sends primordial chills through our bones. For eons, humankind has chased the process of growth—in population, in physical size, in knowledge, in economic output, and in possessions. Except where microchips are at work, we instinctively shrink in fear from shrinkage.
BMW is betting the world has tilted. Its Mini brand proved that subatomic could be cool, and now BMW is leaning to the little using its own hallowed spinner. To make the sawed-off, snub-tailed 1-series coupe, BMW cut four inches out of the 3-series coupe’s wheelbase, 8.4 inches from its length, and 1.4 inches from its beam. Those hoping for a reincarnation of the much loved 1982–91 E30 3-series should note that the 1’s wheelbase and width are longer but the body shorter and wider than an E30 coupe’s by a crash-cushioning four inches. At 3420 pounds, this 135i tester has a very modern heft.
The two available engines, a 230-hp, 3.0-liter inline-six and a 300-hp twin-turbo inline-six, are direct hand-me-downs from the current 3-series, as are the six-ratio manual and automatic transmissions. A redrawn dash, a reconfigured rear suspension, and a few mechanical details round out the 1’s differences—at least those not buried in blueprint footnotes. No doubt this is why BMW doesn’t knock much off the 3-series’ price.
The price spread from a base $29,375 128i to a larger 328i is $6700, and the $35,675 turbo 135i is just a $5900 saving over a 335i coupe. A few nuances in standard equipment add some complexity to the comparison that we’re glossing over, but the content and pricing of option packages are virtually identical. So those price gaps stay about the same as stickers inflate with options.
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