F20 BMW 1 Series (2011-2019) Buyer’s Guide

Prefer your BMW 1 Series with rear-wheel drive? Here’s a look at the F20- and F21-generation hatchbacks’ history in South Africa, the 5- and 3-door variants’ strengths and weaknesses, and which derivatives to consider when shopping for a used example.

Just like the 1st-generation E87 1 Series that preceded it, the F20 BMW 1 Series was unique in the premium-hatchback segment for one particular reason – its rear-wheel-drive (RWD) layout.

Yes, the Munich-based firm’s 2nd-generation 1 Series (F20) stuck with a recipe that had defined BMWs of the era, employing a longitudinally mounted engine – in inline 3-, 4- and 6-cylinder guises, in the case of this particular model – that drove the rear axle. Developed in tandem with the F30 3 Series, it was able to offer a level of engagement its front-driven rivals simply couldn’t match.

As an aside, the F20 code technically refers to the 5-door hatchback, while the 3-door version is known as the F21, though we’ll use the former designation to cover both variants here. In addition, note this generation of 1 Series – unlike the original – did not include the coupe and convertible body styles, which were instead spun off to create the 2 Series nameplate (F22 and F23 models, respectively) late in 2013.

Of course, the subsequent F40-gen 1 Series that succeeded the F20 switched to a front-wheel-drive platform, ditching what had become the distinguishing feature of BMW’s entry-level model – but admittedly gaining extra practicality in the process. The F20 was thus the final RWD 1 Series.

BMW 1 Series model line-up in South Africa

Though various details and images were released as early as June 2011, the 2nd-generation 1 Series made its official global premiere in 5-door form in September of that year at the Frankfurt Motor Show, sharing the stage with the i3 Concept, i8 Concept and F10-generation M5.

By October 2011, the F20 1 Series had already touched down in South Africa and it was initially offered in standard, Sport Line and Urban Line specification (M Sport followed only in 2012). At launch, buyers could choose from a trio of turbocharged 4-cylinder engines (a duo of 1.6-litre petrol motors and a 2.0-litre diesel) as well as a pair of transmissions (a 6-speed manual and a ZF-sourced 8-speed automatic):

• 116i (100 kW/220 Nm)
• 118i (125 kW/250 Nm)
• 120d (135 kW/380 Nm)

In the 2nd quarter of 2012, BMW Group SA added the 125i to the local 1 Series line-up. This variant employed a turbocharged 2.0-litre, 4-cylinder petrol engine generating Volkswagen Golf 6 GTI-eclipsing outputs of 160 kW and 310 Nm. The M135i slotted in at the top of the range in the following quarter, boasting a turbocharged 3.0-litre inline-6 worth a heady 235 kW and 450 Nm.

Both the 125i and M135i were offered with either a 6-speed manual gearbox or an 8-speed self-shifter, with the 2-pedal versions of these derivatives said to complete the 0-100 kph sprint in 6.2 and 4.9 seconds, respectively (and the 3-pedal iterations taking 2-tenths of a second longer in each case).

Around the same time, the 3-door variant hit the local market, initially in 116i, 125i and M135i guises. Then, in April 2013, the 118i joined the list of derivatives available with 3 rather than 5 doors.

The F20 1 Series received a facelift – or Life Cycle Impulse (LCI) – in 2015, with the updated version making local landfall towards the middle of that year. In addition to significant changes to the exterior styling (and slightly less obvious refinements to the cabin), BMW’s most compact hatchback gained a raft of extra standard equipment.

The mid-cycle refresh furthermore brought revisions to the engine line-up. For example, the 120d – though again offered exclusively in 5-door form – upgraded from the N47 engine to the B47 unit, with new peak outputs of 140 kW and 400 Nm. In addition, the 125i was now available only with M Sport trim, while the M135i scored an extra 5 kW for a new peak power output of 240 kW.

Moreover, the 116i fell away and the 118i adopted the role of entry-level derivative; it switched from the N13 engine (the “Prince” mill co-developed with Peugeot and Citroen) to a turbocharged 1.5-litre, 3-cylinder motor (the B38 unit, which was also utilised in Mini’s model range) worth 100 kW and 220 Nm. The 120i (135 kW/290 Nm) joined the local range a little while later, powered by the B48 2.0-litre mill.

From July 2016, the hottest version of the F20 1 Series – now badged as the M140i – was tweaked yet again, switching from the N55 to the B58 motor, with peak outputs rising to 250 kW and 500 Nm (and the 0-100 kph sprint times falling to 4.6 and 4.8 seconds for the auto and manual versions, respectively). The 125i likewise quietly dropped its N20 engine for the 120i’s B48 unit, albeit in a higher stake of tune (165 kW/310 Nm). Interestingly, the 3-door range was culled from the South African line-up at this point.

The final revisions to the F20 1 Series range were announced in 2017, when BMW rolled out updates to the cabin, including fresh materials, a newly designed instrument panel and the latest version of the iDrive infotainment system. At the same time, new “Edition Shadow” limited-run models were unveiled, arriving in South Africa towards the start of 2018 in 118i, 120i, 120d and M140i guises.

The F20 1 Series was superseded by the front-wheel-drive F40 model during the 3rd quarter of 2019.

What are the advantages of an F20 BMW 1 Series?

Rear-wheel-drive balance: As the only RWD contender in the segment, the F20 BMW 1 Series was able to outshine its rivals in terms of pure driver engagement (deftly balanced with generally impressive ride comfort). Boasting precise handling, responsive steering, a pleasingly low-slung driving position and a 50:50 weight distribution, the 2nd-generation 1 Series held great appeal among driving enthusiasts.

The latter would also have appreciated the option of a 6-speed manual gearbox, which was available on all derivatives initially, but later not offered on the likes of the 120i, 125i M Sport and M140i. That said, the ZF-sourced 8-speed automatic transmission was an absolute peach and – unlike many of the F20’s rivals of the era – featured a conventional torque converter- rather than a dual-clutch configuration.

Wide range of engines: While the South African market received just a single turbodiesel option – the fuel-frugal 120d, which sipped at a claimed 3.9 L/100 km in facelifted form – the turbopetrol engine line-up was pleasingly broad. Options ranged from the 1.5-litre 3-pot and 1.6-litre 4-cylinder mills (the latter in a couple of states of tune) to the 2.0-litre motor in the 125i, as well as 6-cylinder power in the M135i and M140i hot hatches. In short, there was something for most buyers.

Great infotainment (where fitted): Initially, all F20-series derivatives shipped standard with the BMW Professional RDS radio system, which was somewhat more basic than it sounded. In order to benefit from the wonderfully intuitive iDrive controller set-up, buyers had to spring for either the optional “Business” navigation system (R10 100) or the “Professional” navigation (R18 100).

Thankfully, BMW Group SA upgraded to iDrive 5.0 at the facelift, while also making the Business navigation system standard across the range and cutting the price of the optional Professional arrangement to R13 900. We’d recommend buying a derivative fitted with one of these systems – also utilised in pricier BMWs of the period – as they make a vast difference to the atmosphere of the cabin.

What are the disadvantages of an F20 BMW 1 Series?

Tight cabin space: Yes, the F20-generation 1 Series wasn’t quite as cramped inside as its forebear, but cabin space was still clearly below the class average. With drive directed to the rear axle, a chunky transmission tunnel took an appreciable bite out of the centre-sited rear passenger’s foot space, while aft shoulder room was in fairly short supply, too.

The narrow rear portals on the 5-door variant furthermore compromised ease of ingress and egress, while accessing the rear quarters of a 3-door version required even more dexterity. The luggage compartment, too, wasn’t the most capacious at 360 litres (despite not having to house a spare wheel, since run-flat tyres were standard fitment across the range), although at least a 60:40 split-folding rear bench was standard in South Africa (which wasn’t the case for some other markets).

Spartan equipment levels (pre-facelift): BMW Group SA was unfortunately a little stingy with standard equipment in the case of the pre-facelift model. For instance, most derivatives bar the M135i initially shipped standard with cloth upholstery, manual (rather than automatic) aircon and a basic radio system, while also doing without items such as parking sensors, a reverse-view camera, Bluetooth, cruise control and a through-load function.

Of course, those items – and many more – were indeed available, but the buyer would have had to shell out either for individual options or packages incorporating various loosely related extras. That said, much more standard kit was added at the mid-cycle refresh, including iDrive (with navigation), automatic headlights, rain-sensing wipers, cruise control, additional 12V sockets and folding rear-seat headrests.

Miscellaneous potential issues: Are there any potential mechanical issues to keep in mind? Well, though most of the well-publicised timing-chain problems on BMW’s N47 engine occurred in earlier model-year vehicles, it’s still worth listening out for any unusual rattling sounds when examining a pre-facelift 120d (by the way, the N20 unit in the earlier 125i was also known to suffer from timing-chain guide maladies).

In addition, certain F20 BMW 1 Series derivatives in South Africa were included in a 2013 global recall relating to a potential loss of power assistance in the braking system due to insufficient lubrication to a vacuum pump (our information suggests this was largely limited to early 125i examples). The F20 model was also part of a massive recall involving a risk of fire; in some derivatives, glycol could potentially leak from the exhaust gas recirculation (EGR) cooler and ignite in the hot exhaust gases and oil residue.

How much is a used BMW 1 Series in South Africa?

The 2nd-generation 1 Series shipped standard with BMW’s 5-year/100 000 km Motorplan maintenance plan, which would have elapsed by now (at least in the majority of cases). When shopping for a used F20 1 Series, pay close attention to the vehicle’s maintenance history; there are enough examples around for you not to have to settle for anything other than a full-service record.

At the time of writing, more than 80% of the used F20-generation BMW 1 Series listings on Cars.co.za employed an automatic transmission. The 118i was easily the most common engine derivative, accounting for nearly half of all units, followed by the 120i (17%), 116i (14%) and 120d (11%).

Interestingly, there were very few examples of the 125i (which was in even shorter supply than the M135i and M140i), while the 3-door body style made up just 4% of all listings.

The distribution by model year was surprisingly even, with 2018 proving the most popular by the smallest of margins. Mileages ranged from 16 000 km (on a 2015 M135i in 3-door guise) to 237 000 km (achieved by a 2013 120d in 5-door form), with a further 11 examples showing in excess of 200 000 km on their respective odometers.

• Below R150 000: As you might expect, the majority of the admittedly few options available below this mark were earlier model-year examples with relatively high mileages (mostly in 116i and 118i guises). In addition, we predictably found only pre-facelift vehicles here.

• From R150 000 to R250 000: Though the 120d turbodiesel was in particularly short supply between these pricing bookends, virtually all other engine derivatives were represented (yes, there was even an M135i here). Indicated mileage, though, tended to fall on the far side of 150 000 km.

• From R250 000 to R400 000: This broader pricing bracket was the most densely populated at the time of writing and comprised mostly facelifted models showing under 100 000 km. The majority of buyers would likely be shopping in this space, where we even found a handful of low-mileage M135i units (including a tasty 3-door example with a manual ‘box!).

• R400 000 and up: Above R400 000, we discovered yet more M135i examples, as well as the few M140i listings on offer. In addition, there was a small collection of late model-year 118i, 120i and 120d derivatives, most featuring the limited-run Edition Shadow trim. The most expensive F20 we unearthed was a 2019 M140i 5-door auto with 27 000 km on the clock, priced at a heady R625 000.

Which F20 BMW 1 Series should I buy?

We’re going to assume you’re shopping for a 5-door model, likely with an automatic transmission. We’d recommend sticking to a facelifted (LCI) 1 Series should your budget allow, since these updated versions had considerably more standard kit and, in most cases, switched to somewhat more robust engines, too.

Which engine derivative should you go for? Well, as is so often the case, the answer depends largely on your requirements. Those valuing fuel economy will naturally gravitate towards the oil-burning 120d, though the 3-pot 118i is capable of being fairly frugal as well (rated to sip at 5.1 L/100 km).

Meanwhile, the 120i delivers a tempting blend of grunt and economy, though we’d advise buyers seeking more performance to narrow their search to an M140i, which dropped the M135i’s N55 engine in favour of the B58 (and boasted even higher outputs).

Although the comparatively understated M140i lived in the shadow of the original F87-generation M2 coupe, it offered an enviable mix of 6-cylinder verve, entertaining dynamics and ease of daily use. In fact, it seems destined to graduate to “modern classic” status…

Is the F20 BMW 1 Series a good used buy?

All of the 2nd-gen 1 Series’ rivals rode on front-wheel-drive platforms (some with the option of all-wheel drive), with most thus benefitting from more practical packaging. The Audi A3 (Typ 8V) of the era boasted what was arguably the best-designed interior, while the closely related Volkswagen Golf 7 could also be considered a competitor (albeit sans a properly premium badge).

The W176-generation Mercedes-Benz A-Class was another contender in this segment, although it also suffered from a somewhat cramped cabin and was further hamstrung by a particularly harsh ride. Left-field choices, meanwhile, included the Volvo V40, Lexus CT200h (a Toyota Prius in a suit, not to be too unkind) and Alfa Romeo Giulietta – nameplates that have incidentally all since been discontinued.

Though not quite as family-friendly (read: practical) as most of its direct competitors, the F20-generation BMW 1 Series was unquestionably the most rewarding car to drive in its segment. There was a certain depth to the engineering that became only more obvious with each passing moment behind the ‘wheel.

As the last of the rear-wheel-drive 1 Series models, the F20’s discontinuation marked the end of an era, but at least there are a number of tidy examples of this premium hatchback available on the used market.

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