2017 BMW 1 Series vs Mercedes-Benz A-Class

What's the difference?

With more spec, and some useful extra tech, the BMW 1 Series is a key player at the entry point of the European luxury market. Increased prices, with one M140i-shaped exception, may have you looking hard at key rivals, but this round of upgrades has kept the compact Beamer very much in the hunt.

A hatch so hot it should be on fire is only improved by the addition of slippery, slippery snow. Sure, about half its power becomes irrelevant on a surface as smooth as an ice-skating rink, but the half that's there is more than enough for a whole lot of fun.

For new-model car-spotters, the biggest external clue to the upgraded 1 Series is LED headlights, now standard across the range, with adaptive LEDs fitted to the top-shelf M140i.

The mid-range 120i Urban Line model picks up new design 17-inch alloy wheels, while M Sport variants have two new 18-inch wheel options available.

On the inside, there's the addition of a 'Black Panel' digital instrument cluster, which remains matt with the ignition off, and lights up with sharp graphics, configurable across conventional speed and revs readouts, as well as gear position, engine-efficiency data, vehicle settings and nav guidance.

There are also high-gloss finishes across the centre stack and front console, and even greater attention to detail around panel joins, trim stitching and switchgear.

But the hero is the iDrive6 system, providing access to live content, radio and audio, navigation and maps, phone functionality, and vehicle settings through a simple and customisable app-style interface. Yes, everything has to look and feel like an iPhone these days.

It’s bristling with menacing potential, the A45, and while it might be the smallest AMG model, it definitely doesn’t look out of place with the big boys.

Some would argue it looks more boy racer than premium performance car, with its swooping grille, flared guards and whopping great wing, but either way, it looks ready for action.

The AMG 'Night Package' is standard fit, too, which adds performance-flavoured extras like a front splitter and gloss-black tailpipes.

Inside, the performance theme continues, with body-hugging sports seats, red-trimmed air vents and stitching, and a leather-wrapped, flat-bottom steering wheel.

At just over 4.3 metres long, close to 1.8 metres wide, and 1.4 metres high, the five-door 1 Series sits in the same dimensional ballpark as its primo German arch-rivals, the Audi A3 Sportback and Merc A-Class.

Like the other members of this branch of the G3, it provides front-seat occupants with plenty of room and multiple storage options, including two cupholders in the console with an oddments tray behind, a 12-volt outlet, a lidded storage box between the seats with USB connection, a reasonably sized glove box, and segmented bins in the doors big enough for large water bottles.

It's swings and roundabouts in the rear, with more than passable headroom, but marginal legroom for this 183cm tester (sitting behind his own driving position). Cupholders for back-seaters (as per the 125i and M140i driven) are MIA, storage in the rear doors is tight, but on the plus side, adjustable ventilation for rear passengers is present and accounted for.

Luggage volume is a relatively modest 360 litres (VDA) with the 60/40 split-folding rear seat upright, growing to a healthy 1200 litres with the backrest folded forward. Tie-down points, shopping-bag hooks, a decent light, and small storage trays further up the practicality factor.

Standard rubber is run-flats on all but the performance-focused M140i, so no spare (or repair kit) under the floor for three- and four-cylinder models. But the M140i packs a 'BMW Mobility Kit' (compressor and tyre sealant to cover minor damage) in line with its high-performance (non-run-flat) rubber.

If you're keen on towing, the 118i can pull 650kg of unbraked trailer, and 1300kg braked, with the maximum figure stepping up to 1500kg for the 118d, 120i, and 125i. The M140i is a no-tow zone.

It’s a four-door hatch, but room in the back seat does feel like an afterthought, with the front half of the car home to the two best seats in this AMG house.

Up front riders share two integrated cupholders housed behind the car’s main controls, and there’s plenty of room in the front doors for bottles. You’re not exactly spoiled for other storage spots, though, with a flip-top cubby hole under the stereo screen about all that’s on offer.

Things are a little tighter in the back, where legroom isn’t particularly generous, but adults can ride in relative comfort, at least over shorter trips. Best to stick to four passengers, though, and deploy the centre armrest that’s also home to two bonus cupholders. 

Backseat riders get air-con vents, but can’t control the temperature, and will share a 12-volt power outlet, too. There are two ISOFIX attachment points, one in each window seat in the back.

The A45 is the kind of car that gives lesser hot hatches a blood nose, but it's fair to argue that it probably should, too, given its premium price tag.

Sitting in dealerships with a $75,492 sticker price, the A45 is a lot of money, but it's undeniably a lot of car, too. Engine and suspension aside, the AMG-stamped A-Class throws plenty of bonus kit into the deal that you’d otherwise be ticking an option box for. 

Outside, expect 19-inch alloys and a ton of AMG styling stuff that cloaks the little A-Class in performance potential. Inside, your nav-equipped, 8.0-inch multimedia screen pairs with a 12-speaker stereo, and the sports seats are trimmed with leather, and heated in the front.

There's dual-zone climate control, powered windows front and rear and a very cool launch control system, too.

The 118i's 1.5-litre turbo-petrol triple produces a respectable 100kW at 4400rpm, with maximum torque of 220Nm spread across a broad plateau from just 1250-4300rpm.

Meanwhile, the 118d's 2.0-litre turbo-diesel four tops that with 110kW at 4000rpm, and a solid 320Nm from 1500-3000rpm.

Slide behind the wheel of the 120i and you'll have a 2.0-litre turbo-petrol four at your disposal, developing 135kW at 5000rpm, and 270Nm between 1350-4600rpm.

The 125i uses a retuned version of the same engine (lower compression ratio, more turbo boost) to pump out a solid 165kW between 5200-6500rpm, and a meaty 310Nm from just 1400-5000rpm.

Then the Big Kahuna M140i is powered by a 3.0-litre, six-cylinder, turbo-petrol, pushing out no less than 250kW at 5500rpm, and a thumping 500Nm between 1520-4500rpm.

The same (8HP50) eight-speed auto transmission (with ratios and final drive tweaked for the 118i) is used across the board, pushing drive to the rear wheels only. A six-speed manual gearbox is a no-cost option on the M140i. Save the manuals!

It is an absolute peach, this “hand crafted” turbocharged 2.0-litre, and one that redefined the very idea of a hot hatch. It will push 280kW/475Nm to all four tyres, thanks to Merc’s '4MATIC' all-wheel drive (AWD) system, rocketing the A45 from 0-100km/h in a stunning 4.2secs, but it feels even faster thanks the shotgun bangs of the exhaust that accompany every gear change.

The seven-speed automatic is slick and quick-shifting, too, and its seamless in manual mode or full automatic.

Other AMG additions include adaptive dampers, performance brakes, speed-sensitive steering and a booming sports exhaust.

As you'd imagine, fuel economy and CO2 emissions vary across the line-up, with the powerful and torquey 118d offering a standout combination of performance and efficiency.

BMW claims a figure of 4.8L/100km for the combined (ADR 81/02 - urban, extra-urban) fuel economy cycle for the 118i, emitting 112g/km of CO2 in the process.

Then the gruntier and faster 118d puts its petrol-powered sibling to shame with claimed figures of just 3.8L/100km and 99g/km.

The 120i weighs in with 5.8L/100km and 133g/km, closely followed by the 125i at 5.9L/100km and 134g/km, while the price of power for the M140i is 7.1L/100km and 163g/km.

Fuel-tank capacity is 52 litres, and although the petrol engines can run on anything from 91-98RON unleaded, BMW recommends 95RON premium as a minimum.

Mercedes claims a 7.3L/100km fuel figure on the combined (urban, extra-urban) cycle. But if you drive this thing anywhere near the way it demands to be driven, you can expect that number to safely climb into the double digits. 

Emissions are pegged at 171g/km of C02.

On the Australian launch drive program we had the opportunity to sample the 125i, which BMW Australia expects to be the 1 Series top-seller, and the even more performance-focused M140i.

The 125i punches well above its weight in terms of acceleration and dynamics, thanks largely to its lively turbo four and M Sport-tuned, strut front, five-link rear suspension set-up.

BMW claims the 125i will sprint from 0-100km/h in 6.1sec, and with maximum torque available from just 1400rpm, all the way to 5000rpm, the 2.0-litre, four-cylinder turbo feels strong in the mid-range.

But power delivery isn't as linear as it could be, with some hesitation before firm right foot pressure translates into forward momentum. On the plus side, the eight-speed auto is smooth as a good single malt, with sharp shifts via wheel-mounted paddles in manual mode.

In fact, the mid-range 1 Series has the aura of the 3 Series of old. Steering feel and response is good, the suspension manages to iron out most bumps and dips, and despite 18-inch rims and notoriously unforgiving run-flat rubber, overall ride comfort is impressive.

Add the edge the M package brings, including details like the grippy leather sports wheel, the bigger brakes, and racy cloth/Alcantara trim, and you have a genuinely quick hatch with an agreeably low-key profile.

Then there's the M140i. A 0-100km/h time under five seconds (4.6sec to be exact) is properly quick, and this carefully crafted performance hatch, while exciting to drive, is never manic.

Tipping the scales at just under 1.5 tonnes, it brings serious power and torque to the party, with every one of its 500Nm (that's a lot) on tap from only 1520rpm, and hanging around until 4500rpm.

Response from the 3.0-litre turbo-six is crisp, yet flexible, and despite its big outputs, the 1 Series flagship is an involving and satisfying drive.

It's hard to fault the dynamic package, with the standard 'Adaptive M Suspension' offering settings from 'Comfort' through to 'Sport+', but even in the most forgiving mode the car remains taut and communicative.

The 18-inch rims, shod with Michelin Pilot Super Sport rubber (225/40 front / 245/35 rear) don't upset the ride as much as you'd expect, although coarse-chip surfaces send rumble through to the cabin.

On a more day-to-day level, the characteristic BMW dash and console layout works beautifully from an ergonomic point of view, although the two-stage (depress small button on stubby lever, then shift) process to select drive or reverse can be a frustratingly hit-and-miss affair if you need to get going quickly.

The iDrive6 system is simple and intuitive to use, and the Harman Kardon sound system (to this non-audiophile's ear) sounds superb.

"Forget everything you think you know about driving on tarmac" says our instructor as we strap into the burbling A45 and prepare to launch into the infinite whiteness of the New Zealand Alps.

It's here where the AWD system becomes a surprising ally. It's harder to get a drift going, sure, but the A45 is able to force at least some of its power down into the snow to get you moving. Where the rear wheels on the bigger AMG models spin furiously without going anywhere, the A45 can grab at least some grip. And grip it does, flinging snow from all four tyres as it snaps through its gears far quicker than it would on tarmac, a boom from the exhaust accompanying every change.

But setting off is the easy part, it's controlling the car through an arcing four-wheel drift, in a series of ever-increasing circles, that presents the real challenge.

Controlling a car on snow and ice is so counter-intuitive to everything you know about driving on tarmac, so the instructor barks rapid-fire instructions like we're charging into battle.

"More throttle, more throttle, counter, counter, catch it," he yells, as we slip into yet another out-of-control spin, snow now sticking to the windows as it washes over the A45. 

But slowly - slowly - the instructions start to make sense, and you can feel the car gripping in snow or slipping on an icy patch as it happens, adjusting the throttle and steering to suit it. 

Will we be joining the WRC anytime soon? Unlikely. But damn if it ain't fun.

Nine airbags and a standard AEB system headline a comprehensive safety offering, joining clever tech like fatigue detection, blind-spot assist and Merc’s 'Lane Tracking ' pack that adds 'Lane Keep Assist', twitching the wheel if it senses you're drifting out of your lane.

BMW uses 'condition based' servicing, with the car effectively telling you when it's time to visit the workshop, but the 'BMW Service Inclusive' program offers distance and time options to fix maintenance costs (on a 'Basic' or 'Plus' plan) for up to 10 years/200,00km.

For example, a five-year/80,000km service package for the 1 Series costs $1340 for the Basic option (oil service/top-up, annual vehicle check, microfilter, air filter, fuel filter, brake fluid, spark plugs), and $3550 for the Plus pack (adds brake pads and discs, wipers rubbers, and clutch disc and plate).

The standard BMW warranty covers three years/unlimited km.

The A45 is covered by a three-year/unlimited km warranty, and will require a trip to the service centre every 12 months or 20,000km.

Mercedes’ capped price servicing program will see service costs limited to $576 for service one, $1152 for service two and $1152 for service three.