E87 BMW 1 Series review (2004 - 2010)
BMW 1 Series cars for sale
3.0
Expert review
Pros
Really entertaining to drive
Punchy and economical engines
Affordable for a prestige car
Cons
Cramped rear seats and small boot
Stiff ride, especially if you choose an M Sport
Some expensive reliability issues
The CarGurus verdict
To drive, the BMW 1 Series E87 is a cracker. Its handling is entertaining, its steering first-class, its engines real world punchy and with good economy and efficiency, plus it looks classy inside and out. Shame about the stiff ride and restricted space in the back, but that doesn’t worry everyone.
What is worrisome is the 1 Series’ propensity for seriously expensive problems, especially now the car is old and mileages are cracking on. Some owners have never had a single issue with their 1 Series E87, but others have had to simply walk away from their cars because they can’t afford to fix them.
Therefore, before splashing out on a 1 Series E87, it could well be worth paying for an independent inspection by a BMW specialist.
What is the BMW 1 Series?
With mounting evidence in the late 1990s and early 2000s that hatchback buyers were prepared to pay extra for models with more class and high equipment levels, BMW introduced the first-generation 1 Series in 2004. Often known by its BMW internal code, E87, the 1 Series mk1 eschewed traditional hatchback conventions by being rear-wheel drive.
Following experiments with hatchbacks in the form of two generations of 3-Series compacts, the 1 Series was BMW's first full-blown attempt to steal sales from the likes of the Ford Focus and Volkswagen Golf with the promise of a more upmarket feel and a more sophisticated driving experience.
In 2001 the E87 1 Series was replaced with the mk2 BMW 1 Series, known in BMW-speak as the F20.
How practical is it?
It’s also quite low-slung in order to give it a sportier appearance and driving position, but that also makes it harder to climb into and out of, and to belt children into the back. What’s more, BMW’s had to fit in transmission components under the rear floor – something the 1 Series’s front-wheel-drive rivals don’t need.
As a result, while up front the 1 Series's seats are comfortable (and the sports seats in some models very supportive during spirited driving), the 1 Series is unapologetically short of space in the rear seats; passengers incarcerated in the back may find it tight for both leg and headroom, and may complain about how the thick C-pillars make it feel a bit gloomy back there. Its boot, too, is of modest proportions, though at 330 litres its capacity is not all that far behind that of its rivals.
What's it like to drive?
The 1 Series E87 is all about the cachet of the BMW badge and the promise of first-rate driving dynamics. It largely lives up to expectations, with smooth, willing engines and steering response, and handling balance that sends driving enthusiasts into raptures. In fact, when it was initially launched most commentators thought that the 1 Series could cope with much more power, and by late 2005 that prediction was confirmed when the 261bhp in-line six-cylinder 3.0-litre petrol-engined 130i hit the showrooms.
Although the 130i steals enthusiasts' hearts, the 1 Series's collection of diesel engines is where most folk spend their money. These direct injection turbocharged diesels (twin turbos in the 201bhp 123d) are all gutsy performers in everyday driving and, in the case of the 116d, can manage up to 64mpg. The 120d best juggles economy with performance, being capable of sprinting from standstill to 60mph in 7.3 seconds and with the ability to return 58mpg.
The 1 Series's petrol engines are more frequent visitors to the fuel pumps, although the 116i EfficientDynamics model has an official combined fuel economy of 48mpg. Though quieter than the diesels, the petrol units do have to be worked harder as they don't have the mid-range torque of their stablemates.
Technology, equipment & infotainment
Inside, the cabin design has the sort of chic simplicity for which BMW is renowned, the iDrive control on the centre console helping reduce the number of switches on the facia. If you've never used this device before it can at first seem strange, but you shouldn't take long to start enjoying its benefits.
Although it's clearly intended to be a sporty hatchback, try to avoid any 1 Series fitted with sports or M Sport suspension, as even keen drivers bemoan how hard the ride quality is.
BMW 1 Series running costs
You’d need a financially ruinous obsession with a full BMW service history to have your 1 Series E87 attended to by the official dealer network at this stage in its life. If you paid £20 per month for 36 months into a BMW Service Plan, it would entitle your 100,000-miles- 116i to one oil and microfilter change and one major service – you’d also get one free MOT, some seasonal health checks, map updates for the satnav (if your car has one), and free fluid top-ups. When you say 20 quid a month it doesn’t sound so bad, but when you add it up the total comes to £720.
By way of comparison, independent BMW specialists charge in the region of £85 to £140 for a minor service and from £195 to £205 for a major one. Once you find a good specialist, treasure them, because as the 1 Series E87 has reached the 100,000-mile mark there are numerous mechanical items that are reaching the end of their natural lives.
Mentioned earlier was the problem with cam chains snapping and wrecking engines – if you can’t find evidence that the cam chain and ancillaries have been renewed recently, you should get it done yourself, although lay aside about £1,300 to do so. And to keep those cam chains in better health, plan on having an oil change at least every 10,000 miles, and preferably even more frequently than that.
Exhaust systems are getting ratty by now – BMW dealers quote as much as £4,000 for a complete new system, but £500 should see you right from an aftermarket supplier. Turbocharger bearings are frequently failing now and dealers quote in the region of £1,600 for one of those – again, it's always worth getting a quote from an independent specialist. Having to have your battery coded to your key fob can cost you £260, and if the starter motor needs replacement, as they can do because of the strain put on them by the stop/start system, that will set you back £600 or more.
Because of the age of the 1 Series E87, the fact that some of the diesels cost only £30 to tax and can give an mpg figure of 60-plus pales into insignificance against the cost of replacing worn or broken parts.
BMW 1 Series reliability
In a 2014 car reliability survey by Which?, the BMW 1 Series E87 was declared Britain’s least reliable new medium-sized car. In 2020 and beyond, age and mileage aren’t helping its cause.
Cam chains on both diesel and petrol engines are prone to snapping, which if you’re lucky means replacing the chain and associated components, but equally likely it will destroy the engine. The chains on 2004-2006 examples of the 116i and 118i have been known to slip on their sprockets, and though a remedy should have been applied by now, it’s good to check. And on the 118i, the plastic timing chain tensioner can break up, dropping pieces into the sump that can catastrophically disrupt the flow of oil into the engine.
On some diesel engines the plastic swirl flaps inside the intake system can snap off and be ingested by the engine. Not good. Fuel injectors are starting to fail on diesel and petrol engines. New injectors for a 118i cost £250 each, while on a 130i there are six of them… Inconsistent idling from a cold start on early petrol models can mean that there’s an ECU problem, which is roughly £900 to replace. Meanwhile in the stopping department, ABS braking pumps are beginning to fail, which is approximately £1,800 at a dealer.
There are various issues with BMW’s clever variable camshaft timing system, VANOS – it will cause poor starting, rough running, lots of exhaust smoke and probably an engine warning light – but if you’re in luck, the solution could simply be a dirty or defective sensor. And talking of sensors, MAF (mass air flow) sensors are reaching the end of their lives, and so are those for some Dynamic Stability Control/Dynamic Traction Control systems.
At around the 100,000-mile mark some dual-mass flywheels are giving up the ghost – signified by clutch judder as you pull away – and replacing the clutch and flywheel can be as much as the car is worth. Many a damper is now tired and bouncy, but at least the rest of the suspension is pretty robust.
There are countless other faults, too, but do ensure that a 2018 recall to sort out an electronics fault, which can cause the 1 Series E87 to cut out randomly when being driven, has been carried out.
- Although its styling still looks pretty fresh, any used BMW 1 Series E87 is now a comparatively old car and there are lots around with very high mileages. Even when new it suffered from a string of mechanical maladies, the worst of which concerned the timing chains of both petrol and diesel engines. Back then an owner might have had this sorted under warranty, but now it's down to you. Worst case scenario is that the timing chain snaps and destroys the engine – a major repair in the aftermath of that costs about £3,000 or more, while a new engine is on the wrong side of £7,000. When you might have paid as little as £2,000 for your 1 Series, you can see why breakers yards are filling up with early examples.
- Generally the younger a used car, the better. But in the case of the 1 Series range, aficionados of the model reckon that build quality and reliability dropped off markedly following the car’s facelift in 2007: it’s argued in some quarters that the best version is the early 1.6-litre petrol unit in the 116i, as it doesn’t feature the Valvetronic system that, when it wears, messes up the valve timing thus affecting the fuelling.
- BMW’s EfficientDynamics technology was introduced into the 1 Series E87 range at the time of its facelift early in 2007. To improve fuel consumption and reduce CO2 emissions, EfficientDynamics comprised a brake energy regeneration system, electro-mechanical power steering, stop/start, an optimal gear change indicator, radiator flaps which shut off airflow to the radiator at start-up to help bring the engine up to efficient operating temperature faster, low rolling resistance tyres, and revised gearing in the gearbox.
- If you want a high level of standard equipment: It was only on sale for a year between March 2008 and March 2009, but the 116i Edition ES was stacked high with goodies. These included special 17-inch alloy wheels, upgraded cloth upholstery and sports seats, three-spoke multi-function steering wheel, front fog lights, air conditioning, remote audio control and a CD player. The M Sport LE, based on the 130i, was even more lavishly appointed but it was a limited edition on sale only for one month in 2007.
- If you value efficiency: It may only have 114bhp, but the 116d makes up for its modest pace with an official combined fuel consumption figure of 64mpg and only 118g/km of CO2. While real world fuel economy figures are never as generous as the official lab-tested ones, plenty of owners report getting a genuine and regular 50mpg-plus from the 116d.
- If you enjoy a speedy diesel: Launched in 2010, not too long before the 1 Series E87 was superseded, the twin-turbo 2.0-litre diesel 123d has a top speed of 148mph and can zip from 0-62mph in 6.9 seconds. More impressive than its 201bhp is the peak torque figure of 295lb ft (400Nm) that it develops at 2,000 to 2,250rpm, giving excellent mid-range punch.
- If you can’t resist having the fastest: It has to be the 261bhp version of the 130i, preferably as a three-door and, despite the rubbish ride quality, in M Sport spec. Just because. The straight-six 3.0-litre petrol engine is smooth and gutsy, and you’ll get from standstill to 60mph in 6.1 seconds, topping out at 155mph. It's a proper hot hatch.
