Some companies are happy simply making a competent range of product. But a few, even if they produce a range, really shine in one category. For example, Fiat and Suzuki are masters of small cars. Their products often seem inspired—think Fiat Topolino, Suzuki Samurai, new Fiat 500 and Suzuki SX4. Porsche understands sports cars with the engine placed behind the driver. No one else can touch them in that narrow category. Mercedes-Benz does those big S-class sedans better than anyone else.
Unlike Mercedes-Benz, BMW had a modest start in automobiles, as licensee of Austin in England, which enabled BMW to manufacture the Dixi, their version of the late 20’s Austin 7. Before and after World War II, BMW always did fine motorcycles, but in automobiles, their record was spotty. In the mid and early 30’s they did some very good mid-range sports cars, culminating in the 328, which vintage racers covet (and pay handsomely for) today.
Only in 1961, with the introduction of the BMW 1500, an Italian-styled four door sports sedan that established a format for the next decade or so, did BMW really get into the car business. Although they outsell Mercedes-Benz today worldwide, back in the 60’s their sales volumes were not great. But late in the 60’s, with the two door sport sedan 1600, they hit their stride. The 1600 spawned better versions like the 2002 that were warmly received, and put BMW on the map in the US.
Lots of bigger models came too, but the 1600/2002 range were the jewels of the BMW range. With their new 1-series, they’re back to the niche they do best.
After a week with the 128 convertible, I’m captivated. The 1-series gets it all back to essentials, as adapted to our times. The silky-smooth, high revving (to 7000 rpm) six cylinder, paired with an equally competent six-speed ZF automatic is hard to match at any price. The visible thumb-operated paddle shifters on the steering wheel are the best of their type and the 2700 revs at 80 mph gives this car effortless long legs.
While it may not be quite as handsome as the Audi A-4 cabrio, spy pictures of the A-2 suggest that shrinking a great design presents challenges. BMW has clearly met the challenge with a shape that is easily recognized as a BMW, but also manages to be a little more light-hearted than its brethren.
The interior is typical BMW – clean and unfussy, and even the wood trim, which could look out of place, is subtly done in a grayish tone which hits just the right contemporary note. The cup holder, an obvious concession to American tastes, is very obviously an add-on to the console. You can tell the Bavarians don’t really approve of cup holders!
The decision to use a traditional fabric top, instead of a trendy folding metal device, would make me choose a 1-series over the 3, even without considering the $10,000 price difference. That great German cloth just looks right. The car is plenty quiet underway. The lack of complexity and ability to retract without using luggage space cinches the argument in favor of the soft top.
The only thing I didn’t like was the electronic control knob on the console. It controls audio, navigation and climate controls. I suppose if you read the book and figure it out, it’s ok. But why not have controls we can understand more easily?
Would you want to pay more and go faster with the hotter 135 version? I don’t think so. Most of those “tuner” models ride harder than the base models. And in a BMW, even the base models have a suspension system brilliantly compromised to deliver a highly satisfactory blend of ride quality, control and stability. Especially in a convertible, with its lessened body rigidity, a jiggly suspension is no treat. And while the optional suspension systems and wheel/tire combinations may be better for auto-crossing, the challenging driver’s roads I like best often feel better through a compliant suspension.
From the power standpoint, I don’t see the point, either. Most cars are plenty fast already – the instant bursts of speed the tuner models deliver actually take some of the fun out of driving. Remember the old saying: “There’s nothing more fun than driving a slow car fast”. Not that this BMW is by any means “slow”.
When I buy a new car, I start the selection process by eliminating all the cars I don’t want, which is about 98% of them. This BMW would make my 2% list anytime.
How Southern California Brought Total Upset to the Motor Industry
Look at these photos, taken at the recent Amelia Island, Florida, Concours d’Elegance. Various prestige auto manufacturers pay to exhibit their cars at the front entrance of the host Ritz-Carlton Hotel. Spyker, Bentley, Rolls Royce, Jaguar, Mercedes-Benz and Maybach strut their stuff.
But this year, Hyundai bought space to display their new upmarket Genesis model. It looked really good and will only cost $30,000. The interior doesn’t give away much to any luxury brand!
I photographed it next to a new Jaguar XF ($50-60,000), and threw in a Maybach ($300,000), too. A small group discussing the Hyundai vs. Maybach thought the Hyundai was slightly better sculpted, but that the Maybach had better wheels! The Hyundai/Jag photo speaks for itself.
Why blame, or credit, Southern California? Because J.D. Power, the consumer satisfaction pollers of Thousand Oaks, has forced car companies to emphasize quality, the quality range from top to bottom is narrow. Today, Hyundai almost matches Toyota in J.D. Power surveys. They both score better than Mercedes-Benz, which makes you wonder how the Maybach would rate. Of course, there are too few of the latter to yield a statistically relevant sample.
As for style, Art Center College in Pasadena has supplied the world with its best auto designers for years. Bad styling is a thing of the past (for most makes). Good design is seen from top to bottom, including this Hyundai vs. Jaguar vs. Maybach comparison.
So those two admirable Southern California institutions, J.D. Power & Associates and Art Center College, have turned this industry on its head!
