E82 & E88 BMW 1 Series Buying Guide: Classic BMW, Modern Wrapper
2008-2013 BMW 1 Series buyer’s guide highlights:
- Smaller and less expensive than the contemporary 3 Series, the E82 and E88 BMW 1 Series use many 3 Series’ components to channel the iconic 2002’s affordable, simple, and fun nature
- The BMW 1 Series M Coupe is still a beloved sports car, and it carries a price tag to match
- E82s and E88s have similar problem areas to the contemporary 3 Series, but their relative simplicity often results in fewer headaches; non-turbocharged models are usually less problematic
Virtually every automaker gets accused of losing its way at some point, and BMW is no exception. Make no mistake, modern BMWs are fast luxury machines, but many fans find the extra speed and tech not worth the loss of balance and feedback. And though some models, like the M240i and M5 CS, still have that old magic, they’re usually the most expensive trims. However, if you hanker for that classic BMW feeling, there’s an easy way to get it: buy a used E82/E88 1 Series.
The E82 and E88 BMW 1 Series are pure distillations of the Bavarian brand’s vintage values
|2008-2013 E82/E88 BMW 1 Series (128i, 135i, 135is)|
|Engines||128i: 3.0-liter ‘N52’ inline-six|
2008-2010 135i: 3.0-liter ‘N54’ twin-turbocharged inline-six
2011-2013 135i, 135is: 3.0-liter ‘N55’ turbocharged inline-six
|Horsepower||128i: 230 hp|
135i: 300 hp
135is: 320 hp
|Torque||128i: 200 lb-ft|
135i: 300 lb-ft
135is: 317 lb-ft
Seven-speed dual-clutch automatic (2011-2013 135i, 135is)
|Curb weight||3252-3494 lbs|
|0-60 mph times||128i: 6.1 seconds (Coupe, manual), 6.7 seconds (Coupe, automatic)|
135i: 5.1 seconds (Coupe, manual), 5.0 seconds (Coupe, DCT)
135is: 4.6 seconds (manual, Car and Driver)
It’s no exaggeration to say that the 1968 BMW 2002 laid the cornerstone for the brand’s legacy and reputation. The 2002 wasn’t ground-breaking, but it was simple, practical, well-built, and tons of fun to drive. And in the early 2000s, as other BMWs became more luxurious and complicated, one kept things refreshingly basic: the E82 and E88 1 Series.
Although BMW launched the 1 Series overseas in 2004, it didn’t send any to the US until the 2008 model year. And even then, we only got the E82 Coupe and E88 Convertible—overseas customers could also get three-door (E81) and five-door (E88) hatchback versions. Plus, we never got the diesels, though that’s arguably a moot point now. However, most reviewers were too preoccupied with having fun to complain.
Car and Driver describes the BMW 1 Series as “a mini 3 Series,” which is rather accurate. Narrower, shorter, and cheaper than the contemporary E9x 3 Series, the E82 and E88 use many of its chassis, suspension, and drivetrain components. So, while it’s not as spacious, the 1 Series feels even more nimble and fun to drive. And while its interior shows some cost-cutting measures—some hard plastics, no electronically-extending seatbelt arms—its build quality is on par with the 3 Series cabin. Plus, fewer gadgets mean there are fewer things between you and the driving experience.
It’s that simple, back-to-basics nature that inspired numerous comparisons between the E82 1 Series, especially the 128i, and the BMW 2002. There’s a smooth inline-six engine, slick transmission, excellent weight distribution, and communicative, well-weighted steering. This is the BMW that fans clamor for.
The BMW 1 Series M Coupe was an instant icon that still thrills today
|2011-2012 BMW 1 Series M Coupe (‘1M’)|
|Engine||3.0-liter ‘N54’ twin-turbocharged inline-six|
|Torque||317 lb-ft (normal conditions)|
332 lb-ft (overboost)
|Curb weight||3362 lbs|
|0-60 mph time||4.7 seconds (claimed)|
4.5 seconds (Car and Driver)
As well-balanced and fun as the E82 and E88 1 Series are, BMW offered several ways to sharpen them further. The optional Sport Package, for example, added stiffer suspension and grippier tires. That package came standard on the 2013-only 135is, which also has retuned suspension and stability control programming and an upgraded cooling system. But if you want the 1 Series’ zenith—what many consider the peak of modern BMW performance—you need the 1M.
The 1 Series M Coupe, to give its full name, is something of a parts-bin special. Firstly, it has the E92 M3’s aluminum suspension components, limited-slip differential, rear subframe, and brakes. Meanwhile, its wide tires and lightweight wheels come from the E92 M3 Competition. However, its manual is a minorly-updated version of the 135i’s stick paired with a shorter axle ratio. And its engine comes from the Z4 sDrive 35iS. Plus, it has a stiffer chassis, lighter roof, and wider-than-stock front and rear track.
On paper, the BMW 1 Series M Coupe was a mélange of parts. But on real roads and racetracks, this hodgepodge recipe turned into a Michelin star meal. If the 128i is the 2002 reincarnated, the 1M is arguably the closest thing to a modern E30 M3. That’s not hyperbole: MotorTrend says the 1M development team was required to drive an E30 M3. And it shows because the M Coupe is stiff, loud, uncompromising, functional, and utterly brilliant.
Is the 2008-2013 BMW 1 Series reliable?
One downside of using so many E9x parts is that the E82 and E88 BMW 1 Series inherited the 3 Series’ electrical architecture, complete with footwell modules. It’s not unusual for water egress to trigger warning lights, especially on cars with parking sensors, PistonHeads says. However, many of the 3 Series’ electronic features were optional on the 1 Series. And you can’t have electrical problems if there aren’t any electrical features to break.
Overall, though, the 2008-2013 BMW 1 Series is fairly reliable as long as it’s well-maintained. This particularly applies to the 128i, for reasons we’ll get into shortly. As always, a pre-purchase inspection can reveal potential pitfalls, so get one before you put any money down. And if possible, get a car that has extensive service records.
What kind of problems should you watch for?
Because BMW 1 Series models share many parts with E90 3 Series cars, they often suffer from similar issues. And it’s why the 128i is in many ways a smarter buy than the turbocharged E82s and E88s.
Being naturally aspirated, the N52 engine isn’t as stressed as the N54 and N55. Nor does it suffer from turbo failure, fuel-injector issues, or high-pressure fuel pump problems like early N54s often did. Pre-2009 N52s can experience noisy hydraulic valve lifters, but most engines have received the upgraded parts by now.
Apart from these engine-specific issues, the 1 Series can develop the usual litany of old car and old BMW problems. Plastic components in the cooling system—including the electric water pump—can fail, valve cover and oil filter gaskets can leak, and the VANOS system might require maintenance. Also, if your N52 is idling roughly or misfiring but there’s no Check Engine Light, you might need new spark plugs and/or ignition coils.
As for non-drivetrain problems, leaks can trigger electrical gremlins. Also, the footwell modules can partially fail over time, which screws up whatever other sub-systems are connected to the failed section. So, if you notice ABS or other warning lights, they might actually indicate a module problem. In addition, Bluetooth-equipped examples can drain their batteries if left unlocked for long periods of time, PH notes. Plus, because E88s have fabric roofs, older examples might need new soft tops.
How much does it cost?
While 1Ms are essentially immune to depreciation—some approach six figures—less-extreme E82s and E88s are surprisingly affordable. That’s especially true for the 128i, likely due to its lower on-paper performance.
You can regularly find good-condition 2008-2013 1 Series cars for well under $25,000. Some 128i models even sell for less than $10K, though you’ll likely see more Convertibles than Coupes at that price point. Again, in keeping with the 2002’s ethos of reasonably-priced Bavarian performance.
Follow more updates from MotorBiscuit on our Facebook page.