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The 1-series convertible isn’t as good as the coupe—but it’s close.
The new BMW 1-series coupe is really good, but one of the knocks on that car has been its heavy weight for its size, a fact which left the 1-series convertible's prospects somewhat in question. After all, a retractable roof necessarily adds beef, due to complex top mechanisms and extra structural bracing. Could the 1-series droptop overcome its hefty handicap and still have the coupe's stellar dynamics shine through?
Hint: The Answer is "Mostly"
We sampled the Euro-market 125i droptop without sport suspension, which is essentially the same car as the U.S.-market 230-hp 128i, albeit with 15 fewer horsepower and a raft of fuel-efficiency minded gizmos that won't make their way to the U.S. BMW unfortunately didn't afford us the chance to slide behind the wheel of a 135i convertible, which it says we'll be able to do in May. But based on our time with the 125i, much of the overall capability of the coupe remains in the droptop.
On the menu: impeccable ride quality, unshakable stiffness with only a faint whiff of cowl shake, and claw-the-road handling thanks to a chassis derived from the perennial 10Best-winning 3-series. Turn-in isn’t dramatic, thanks to the hyper-accurate, linear, and well-weighted steering; you won’t find yourself correcting your line very often. Abrupt throttle can get the tail out, but the car isn’t tuned for shenanigans. There’s slight push on corner entry—exacerbated, as in the coupe, with higher speeds—but the dominant characteristic is neutrality.
There were only two letdowns in terms of behind-the-wheel experience. First was a lack of steering feel, which likely had everything to do with the European-market electric assist, fitted because it’s marginally more efficient than a hydraulic setup. Unfortunately, the electric boost will remain on our 128i coupes and convertibles when the cars go on sale here in late March or early April, although both 135i models will get the more communicative hydraulic steering.
Maybe It Should Have Skipped That Last French Fry?
The 125i we drove was powered by a 215-horsepower version of BMW’s so-sweet-it-hurts 3.0-liter inline-six—remember the ’06 325i?—but the 128i will receive a welcome bump to 230 horses. Both engines make essentially the same amount of torque; 200 pound-feet for the 128i and 199 for the 125i. The power increase is good news not just because we always welcome more ponies—here comes that second letdown—but because this thing is heavy. We’re talking as-heavy-as-a-335i-coupe heavy; BMW claims 3571 pounds for the 128i ragtop with a six-speed automatic, while a 335i automatic coupe we tested weighed in at 3584. Heavy.
Using BMW’s figures, the 1-series convertible weighs roughly 250 pounds more than the coupe and about 220 pounds less than a 328i convertible. Still, the car is pretty quick, taking an estimated 6.4 seconds for the 0-to-60-mph run equipped with the fluid six-speed manual. Taking BMW’s notoriously conservative figures into mind, we’ll bet we can beat that by a few ticks.
It’s true that using the 3-series architecture takes a certain toll at the scales, but that’s not to say the 1-series convertible isn’t planted and responsive, because it is. It’s not chuckable, though, and you can’t help but think that if BMW engineers were somehow able to pull a few pounds out here and there that we’d perhaps be able to use adjectives like nimble and twinkle-toed. At least there’s the claimed 50/50 weight distribution, plus the fact that the 135i will house BMW’s 300-horsepower twin-turbo six, which should mitigate the heft quite nicely.
Converted to Convertible
The biggest change from coupe to convertible is—surprise!—that the roof has been cut off. The ragtop that replaces the coupe’s fixed steel cap performs the up or down boogaloo in 22 seconds, can be started while driving at speeds up to 25 mph, and will continue to actuate while accelerating up to 31. Top colors are basic taupe and black, as well as a new, optional fabric that interweaves metallic fibers for an understated, silvery sheen.
The other notable difference is that the coupe’s already-tight rear seat loses 0.7 inch of legroom and nearly an entire foot of overall width to the top mechanicals. Rear passengers are now forced to sit with their outer shoulder canted inward, which makes riding back there on a trip of more than ten feet out of the question; we wanted out after about thirty seconds of sitting in a stationary car. With the top up, headroom for average-sized folks is decent in front and acceptable in the rear.
Cargo space has been cut from 13 cubic feet in the coupe to 11 with the roof up and 9 with the roof stowed, but BMW still says you’ll be able to stash the requisite two golf bags.
Yes, It’s the Least Expensive BMW Convertible, But . . .
The 128i convertible will run $33,875, some $4500 more than a 128i coupe. While that base price is far more inexpensive than the next-cheapest BMW droptop—the retractable hard-top 328i convertible begins at $43,975—it’s still a lot when you consider that you could get a 328i sedan for $700 less. (Not to mention that our tester, were it a U.S. model, would cost nearly $43K. Yowza!) Looking at those figures from a practical standpoint, there’s no way that it makes sense to skip the sedan, what with its extra doors, larger trunk, and roomier interior.
But convertibles aren’t about practicality; they’re about the wind in your hair and sun on your cheeks, and if those are the things that set your heart atwitter, the 1-series convertible begins to look like a steal—so long as you go easy on the options.
First Drive: 2008 BMW 1-series Convertible - Previews - Car and Driver January 2008
M
The new BMW 1-series coupe is really good, but one of the knocks on that car has been its heavy weight for its size, a fact which left the 1-series convertible's prospects somewhat in question. After all, a retractable roof necessarily adds beef, due to complex top mechanisms and extra structural bracing. Could the 1-series droptop overcome its hefty handicap and still have the coupe's stellar dynamics shine through?
Hint: The Answer is "Mostly"
We sampled the Euro-market 125i droptop without sport suspension, which is essentially the same car as the U.S.-market 230-hp 128i, albeit with 15 fewer horsepower and a raft of fuel-efficiency minded gizmos that won't make their way to the U.S. BMW unfortunately didn't afford us the chance to slide behind the wheel of a 135i convertible, which it says we'll be able to do in May. But based on our time with the 125i, much of the overall capability of the coupe remains in the droptop.
On the menu: impeccable ride quality, unshakable stiffness with only a faint whiff of cowl shake, and claw-the-road handling thanks to a chassis derived from the perennial 10Best-winning 3-series. Turn-in isn’t dramatic, thanks to the hyper-accurate, linear, and well-weighted steering; you won’t find yourself correcting your line very often. Abrupt throttle can get the tail out, but the car isn’t tuned for shenanigans. There’s slight push on corner entry—exacerbated, as in the coupe, with higher speeds—but the dominant characteristic is neutrality.
There were only two letdowns in terms of behind-the-wheel experience. First was a lack of steering feel, which likely had everything to do with the European-market electric assist, fitted because it’s marginally more efficient than a hydraulic setup. Unfortunately, the electric boost will remain on our 128i coupes and convertibles when the cars go on sale here in late March or early April, although both 135i models will get the more communicative hydraulic steering.
Maybe It Should Have Skipped That Last French Fry?
The 125i we drove was powered by a 215-horsepower version of BMW’s so-sweet-it-hurts 3.0-liter inline-six—remember the ’06 325i?—but the 128i will receive a welcome bump to 230 horses. Both engines make essentially the same amount of torque; 200 pound-feet for the 128i and 199 for the 125i. The power increase is good news not just because we always welcome more ponies—here comes that second letdown—but because this thing is heavy. We’re talking as-heavy-as-a-335i-coupe heavy; BMW claims 3571 pounds for the 128i ragtop with a six-speed automatic, while a 335i automatic coupe we tested weighed in at 3584. Heavy.
Using BMW’s figures, the 1-series convertible weighs roughly 250 pounds more than the coupe and about 220 pounds less than a 328i convertible. Still, the car is pretty quick, taking an estimated 6.4 seconds for the 0-to-60-mph run equipped with the fluid six-speed manual. Taking BMW’s notoriously conservative figures into mind, we’ll bet we can beat that by a few ticks.
It’s true that using the 3-series architecture takes a certain toll at the scales, but that’s not to say the 1-series convertible isn’t planted and responsive, because it is. It’s not chuckable, though, and you can’t help but think that if BMW engineers were somehow able to pull a few pounds out here and there that we’d perhaps be able to use adjectives like nimble and twinkle-toed. At least there’s the claimed 50/50 weight distribution, plus the fact that the 135i will house BMW’s 300-horsepower twin-turbo six, which should mitigate the heft quite nicely.
Converted to Convertible
The biggest change from coupe to convertible is—surprise!—that the roof has been cut off. The ragtop that replaces the coupe’s fixed steel cap performs the up or down boogaloo in 22 seconds, can be started while driving at speeds up to 25 mph, and will continue to actuate while accelerating up to 31. Top colors are basic taupe and black, as well as a new, optional fabric that interweaves metallic fibers for an understated, silvery sheen.
The other notable difference is that the coupe’s already-tight rear seat loses 0.7 inch of legroom and nearly an entire foot of overall width to the top mechanicals. Rear passengers are now forced to sit with their outer shoulder canted inward, which makes riding back there on a trip of more than ten feet out of the question; we wanted out after about thirty seconds of sitting in a stationary car. With the top up, headroom for average-sized folks is decent in front and acceptable in the rear.
Cargo space has been cut from 13 cubic feet in the coupe to 11 with the roof up and 9 with the roof stowed, but BMW still says you’ll be able to stash the requisite two golf bags.
Yes, It’s the Least Expensive BMW Convertible, But . . .
The 128i convertible will run $33,875, some $4500 more than a 128i coupe. While that base price is far more inexpensive than the next-cheapest BMW droptop—the retractable hard-top 328i convertible begins at $43,975—it’s still a lot when you consider that you could get a 328i sedan for $700 less. (Not to mention that our tester, were it a U.S. model, would cost nearly $43K. Yowza!) Looking at those figures from a practical standpoint, there’s no way that it makes sense to skip the sedan, what with its extra doors, larger trunk, and roomier interior.
But convertibles aren’t about practicality; they’re about the wind in your hair and sun on your cheeks, and if those are the things that set your heart atwitter, the 1-series convertible begins to look like a steal—so long as you go easy on the options.
First Drive: 2008 BMW 1-series Convertible - Previews - Car and Driver January 2008
M
