2024 BMW 120 M Sport vs M135 xDrive Comparison

They might look alike superficially but the marque’s entry-level 120 and harder-edged M135 are for rather different buyers.

BMW’s updated 1 Series hatch is now in its fourth generation and comes in just two variants for Kiwis. The update saw new powertrains and chassis changes. 

You can pick the newcomer by its restyled kidney grille that features both horizontal and diagonal slats. Less obvious is that it is 42mm longer than before. In profile there’s a definite wedge shape while a 1 is embossed in the Hofmeister kink each side. Within is a long, curved screen that incorporates the central touchscreen controlling most everything, and the instruments. A head-up display is nice to have, as is a powered hatch for those lacking in upper body strength. 

Available in FWD 120 and AWD M135 xDrive varieties, we drove both variants consecutively, for comparison purposes. 

The first, the entry-level 120 – the suffix ‘i’ drops out because that’s now reserved for electric models – costs $68,900 in white, $70,900 in any other colour. The rather quicker M135 xDrive (AWD then) retails for $97,900, so is almost 50 per cent more expensive. Worth it? That really depends on your priorities. 

Mild hybrid fuel sipper

The 120 features a 125kW/240Nm three-cylinder turbopetrol mated with a 48-volt BSG (belt-starter generator; 15kW/55Nm). Power reaches the front wheels via a seven-speed twin-clutch set-up that can be operated via paddles if the urge takes you.

By contrast, the M135 gets a 2.0-litre four-pot turbocharged mill – no mild hybrid set-up here – delivering 221kW and 400Nm. That endows it with a sprint time to 100km/h of 4.9sec, which is almost 3sec quicker than the 120 can manage. 

However, the base car is optimised as much as anything for frugal fuel use, its combined figure of 5.9L/100km (rightcar) compares with 8.4L/100km for the stroppier version. Almost as big a disparity as the performance figures then. 

On flat hot mix this can get down into the threes for consumption. That’s thanks to tall gearing in seventh and plenty of low down grunt. And at the other end of the spectrum, following performance testing and a run into the hills in Sport mode, we couldn’t convince it to swill above 6.9L/100km. Averages into the fives or even the fours should be a doddle. 

When we picked it up, the distance to empty was around 850km. Not bad for something with a 49L tank (works out at 5.8L/100km, pretty much as stated).

Performance is okay too

So is it just a hypermiler? Well, no, not really. BMW reckons it can get to 100 from standstill in 7.8sec which indeed it does. It would likely be quicker if the twin-clutch transmission wasn’t so laid back in its shift times. What really impressed though were the brakes, with a couple of emergency stops in the 33m area, one of them almost into the 32s. The car also slows gently if it thinks you’re too close to the vehicle in front. 

Most everything control related is relegated to the central screen, including the HVAC system. There’s no iDrive twirler here either. Instead of having a master button to get into the submenus, you must first go to the app centre and determine which one to push. It’s a bit distracting. And rather than have Normal/Comfort, Sport and Efficiency modes, there’s moods instead. Lots of them. All a bit emo.

Especially as you’ll use the default Normal (‘Personal’) mode invariably. This has adaptive suspension which is just on the sporty side of comfortable. In essence, it functions better at speeds around 100km/h, whereas urban ride comfort isn’t quite so relaxed. Not a biggie given it’s amongst the best handling compact premium front drivers. 

With Goodyear Eagle F1 rubber aboard it sure can hold fast in hill roads. The downside of the generous rubber, 225/40R19s, is that it draws attention to itself over chipseal. It’s not awful with mean SPLs of 72.5dB at 100km/h but certainly the rumble is audible. However, the big footprint helps with great braking. 

Our car featured a $6500 option package, comprising 19-inch light alloy wheels, steering wheel heating, a panoramic glass sunroof, powered seats with lumbar support and massage function, driving assistant professional (lane keeping assist) and a more premium Harman sound system. The black metallic paint doesn’t come gratis either, a $2000 option. So our $69k compact premium hatch is suddenly $77,400. That’s more expensive than the much quicker (and thirstier) Golf GTI ($70k) while it is similar to the incoming A3 Sportback. 

Into the M machine

What then of the M135 xDrive? Think of the 120 as the moderate performer with a truly modest thirst. Its doppelganger is quite different, looking more like the sprinter with its body kit, black mirror caps, sportier grille and quartet of pipes. It sounds better too, thanks to ‘iconic’ – aka synthetic – sounds. Where the 120 is designed to go the distance, the M135i is meant to devour its lesser 550km range in the most entertaining way possible. It gives not a fig for how much it imbibes getting there. But the way in which it gets there is more stimulating. This is the sprinter, the other the middle distance runner. 

And, true to BMW sportster form, extracting the performance from stroppy BMWs isn’t always easy. Not as bad as rear-drive M3s of the past. You got one shot at LC if you were lucky, then a lock out for 15min. Not so here, though it did take a few minutes of messing around to work out how to deploy launch control. Without it, the M135 is more casual off the line – there’s no electric boost like in the 120 – and you’re lucky to manage a 0-100 in 5.5sec, somewhat shy of its claimed 4.9s. Once we’d sorted LC, through a settings icon attached to the Sport mode, the engine then settles at about 3500rpm and you get a proper launch. It clicked off a best time of 4.77sec, matched by an overtake of just over three seconds. So yes, this is a solid amount quicker, but then it would want to be for the much greater ask. Some less expensive dual-motor electric offerings are quicker. But are they as entertaining as this in the corners? 

So secure

On our reference hill road this shot up to the top in double-quick time, with just a hint of understeer when really going bonkers. And that responds safely to a brief throttle lift. In Sport this feels pretty quick. But when you’re driving it normally, the ride is less accommodating than that in the 120, though both were riding on 19-inch rims. Only this had more low profile rubber on board. Even in its most relaxed mode it is still firmer than the 120 so won’t be for everyone. It always sounds better though, on the upside, but only in Sport; in Normal mode there’s not much to hear.

On the specification front, there’s surprisingly little difference, especially if you option the enhancement package in the 120. Both have thick-rimmed sports wheels that not everyone will gel with. On the upside, they both self lock and unlock, so handy. The M135 has better seats, M puddle lamps, a more premium key fob, black headliner, and added driver aids, so you’re really paying more for the extra urge, the added security of AWD, and the smarter sound and look. If fuel use is a key factor, then stick with the 120.