BMW’s refusal to call the new 116 a facelift is quite justifiable. After all, the hatchback has gone through significant revisions under the skin
Singapore – There is not doubt that when German luxury carmakers first introduced smaller entry-level premium cars, they were onto something. The BMW 1 Series, which is now in its fourth generation, is proof that good product planning, paired with luxury brand leverage does go a long way.
The previous 1 Series, which BMW made FWD for the first time, drew criticism, since in the eyes of the BMW purist, the brand had diluted itself with a front-drive platform. This would have meant that 1 Series became less different than its German peers – the Audi A3 Sportback and Mercedes-Benz A Class.
But despite the backlash, there was method to BMW’s madness. The previous RWD cars did suffer from smaller interiors (not that the purist who wanted a “real” BMW would mind), due to its transmission eating into precious cabin space. If you’re not too convinced, you could take a look at the difference between the Mazda CX-5 and CX-60. BMW’s ownership of MINI meant that they could tap into the latter’s Front-Drive architecture, and in-turn deliver cars with better packaging, and with that, to win over a wider customer base.
Perhaps, this leads us to the new F70 1 Series, and BMW’s reason for not terming this as a facelift or Life Cycle Impulse (LCI) in BMW talk, but rather branding it as a new car.
I view two things which define BMW at its core. The inline-six engine, and Rear Wheel Drive. This 116 on the other hand would have half the cylinders and the wrong wheels driven… which translates to less “woohoo” and an understeer-y drive. But while I do grumble at where the automotive world is headed, I have to admit that I am nothing short of impressed by the small Bavarian hatchback’s handling.
As I pick through a few corners, I can tell that BMW’s attention to the reworked suspension (especially to the front) has paid-off. Turn-in is exceptionally razor-sharp, and with its new progressive springs, which supplement the conventional ones, allows you to take turns past the previous car’s limit. Sure, there is no doubt that the F70 still feels like a front-driven car (well, because it is), but I’d dare say that it turns in a more neutral fashion than its predecessor. While the ride is firm, it is still sufficiently sprung to deliver some decent day-to-day comfort.
But it is not all handling but no grunt. The bump in power and torque from 109hp to 122hp and 190Nm to 230Nm respectively, ensures that the baby BMW feels more alive when exiting a turn. It also cruises with a smoothness I’ve never expected out of a three-banger; which in most cases, transfers their inherent imbalance into the cabin. But of-course during start-stop, you can expect your usual judders.
As for fuel numbers, I averaged around 15km/l, not far from its official 15.2km/l, which is quite decent. In contrast, I managed 19.2km/l and 24km/l on the facelifted Audi A3, despite it posting an official 16.1km/l, thanks to superior fuel-sipping tech.
Its sort-of bigger
The new car is defined by its sharper angles, especially at the bumpers, which have been slightly squared-off. BMW has chosen to drop the tall-ish grille, in-favour of a sleeker one which sits lower, and features a new diagonal motif. Interestingly, Volvo has done something quite similar, at around the same time. While the 116’s front is quite polarising, on the other hand, the rear-end looks significantly more cohesive than its predecessor.
Although the hatchback’s overall length has increased by 42mm, and its height by 25mm, it still retains its 2,670mm wheelbase, which means that its interior packaging remains the same.
What is new though, is the re-designed dashboard, with its indirectly-controlled air-conditioning vents, similar in function to what we first saw in the BMW iX. While not my favourite, they are still better than the servo-actuated ones, where you have to adjust from the screen.
The new 10.7-inch Control Display, powered by BMW’s new Operating System 9, features the newest iteration of the BMW Intelligent Personal Assistant, which recognises even more commands than when it was first introduced. On the driver’s side of the screen BMW has included a set of vertical widgets for easier navigation.
As the 116 sits on the same chassis as the previous car, passenger space at the rear remains unchanged, and is best seen as acceptable. I am glad that although the dashboard has been given an extensive makeover, BMW retained the assembly for the rear air-conditioning vents, which are easier to adjust.
The boot at a decent 380 litres, remains unchanged. This is identical to the Audi A3 Sportback, and its sister car, the Volkswagen Golf.
The usual suspects
Competition comes from the usual German suspects, the Audi A3 Sportback and the Mercedes-Benz A-Class (which we have not reviewed). And from a different segment and price-point, the sub-premium Volkswagen Golf would be the bargain here.
While the Audi boasts fuel-saving tech, a plusher interior, and a more comfortable ride, the BMW 1 Series on the other hand, is built for those who live for the thrills of the drive.
Text & Photos: Clifford Chow
| Pros | Cons |
|---|---|
| Superb handling | Infotainment can get frustrating |
| More refined | Equally frustrating air-conditioning vents |
| Did I say superb handling? | Three-cylinder judder during start-stop can get annoying |
2025 BMW 116 M Sport
| Drivetrain | Petrol-electric mild hybrid |
| Layout | 1,499cc, inline-3 |
| Power / torque | 122hp / 230Nm |
| Transmission | 7-Speed Dual-Clutch |
| Efficiency | 15.2km/l |
| Fuel Capacity | 49 Litres |
| 0-100km/h | 9.8 seconds |
| Top Speed | 210km/h |
| VES Band | B |
| Dealer | Performance Motors / BMW Eurokars Auto |
| Price | S$222,888 with COE and VES |
| Verdict | BMW’s small hatch returns with more refinement and more power. Therefore it is more-better. |
