BMW 123D For Sale

", 'plr_ContentType': 'PAGESKIN', 'plr_ContentID': 'myContent', 'plr_ContentW': 994, 'plr_FrameTop': 90, 'plr_FrameSide': 130, 'plr_FrameBottom': 90, 'plr_HideElementsByID': '', 'plr_HideElementsByClass': '', 'plr_NoSkinInSkinResize': true }; var objPageSkin = new InSkin.Base('myPageSkin'); EVO NEWS CAR REVIEWS DATA VIDEOS FEATURES USED CARS BUYING GUIDES TRACKDAYS COMMUNITY WIN 3 ISSUES FOR £1 SHOP Search evo REGISTER LOGIN Free Newsletter Car Reviews: Car Group Tests Volkswagen Scirocco v BMW 123D v Mazda RX-8 v Volvo C30 T5 Scirocco group test The all-new Scirocco isn’t the only option if you want hot hatch practicality with a little more style Text: Ollie Marriage / Photos: Kenny P October 2008 The Scirocco is a hot hatch with a sense of style, a TT for less money It may not be the most conventional opening gambit for a group test, but I’m going to front up with a confession. My first car was a VW Scirocco. Not the wedgy, bulbous-tailed mk2, but the pert, pretty mk1 – Giugiaro’s finest hour as far as I’m concerned. Mine was a gold 1980 1.6 GLi. I can still remember the reg number (CJO 635V), the mileage when I sold it (83,459), what I got for it (£350 – the front wings were totally rotten) and the promise I made myself that one day I’d own another Scirocco.Never thought it could be a new one, though. But let’s face it, the resurrection of an old badge is nothing new. Retro sells and the original Scirocco was a popular car – somewhere north of half a million mk1’s were produced. And now, 16 years after the demise of the last Scirocco, and having been through a Corrado interlude, a new chapter begins. It’s an important car this, because it has such a broad potential audience. It’s a hot hatch with a sense of style, a coupe with proper rear seats, a TT for less money and a natural stepping stone for those coming out of Minis. As VW’s back- catalogue proves, the compact coupe is hardly a new invention. Back in the day, all the big guns hunted here. The VW Corrado aimed its fire at the Nissan 200SX; the Vauxhall Calibra stalked the Ford Probe; even Rover got in on the act with the fearsome 150mph Tomcat. Now, we don’t pretend to know what goes on in the boardrooms of Japan and Germany, but I’d be surprised if we don’t see this class making a concerted comeback in the next couple of years. Not that the Scirocco is going to be short on rivals when it arrives in September, anyway. And here they are. There’s the Mazda RX-8. It’s fresh from a facelift, called the R3 (your guess is as good as mine), and costs two grand more than before. Why? Did you not spot the body-coloured front bumper, side skirts and rear wing? Me neither. Luckily the bumf also talks of a ‘stiffer bodyshell, uprated suspension, lower gearing, enhanced dynamics, and new Recaro sports seats’. That’s more like it. We admired the original, and the limited edition PZ was better still, so there’s a fair chance this one might poop on the Scirocco’s party.As could the BMW 123d. It’s such a fine car this, having impressed everyone on our eco test (issue 120) by mating 48mpg with proper rear-drive thrills. Yes, we know it’s a five-door you can see on these pages – BMW didn’t have a three-door or Coupe available at the time of our test – but in dynamic terms it makes little difference. And yes, it is a diesel. No mistake there. Why not a 125i? Because the strangled 3-litre is perhaps the most disappointing engine BMW builds; the 2-litre twin-turbo diesel, on the other hand, is one of the best. Finally we have the car that is spiritually and conceptually closest to the Scirocco, Volvo’s C30. I must admit to having a soft spot for this car. It’s willingness to try to do something different and yet be altogether sensible at the same time is not without appeal. This is our long-term T5, knocking on the door of its first service, yet on the surface, at least, it’s happily shrugged off 12,000 miles. The two-tone paint (Cosmic White and Java Pearl in case you’re wondering), elongated back windows and strong shoulders ensure it’s handsome in a chunky, upright way, but details like the square grille and glass tailgate serve to emphasise the car’s vertical height next to the Scirocco, where the styling cues (shallow back window, wafer-thin grille) move horizontally. In fact, visually the Scirocco knocks the C30 dead. It’s not just that it’s new and white, but that the shape works so well. It’s more flowing than the Volvo, has a more defined sense of purpose and even tastier alloys.The Mazda’s darkened wheels are equally tasty, and certainly help give the RX-8 a more steely appearance. It looks tougher than before, more solid and purposeful. The rear-hinged rear doors are still a talking point – and a useful feature too. Of course, the BMW also has five doors, but there’s no sense of occasion to getting into the back of it, and barely any more room once you’re in there either. The Bee-Em’s styling is also way too plain in this company, the less stunted three-door being the better looking 1-series.In fact the BMW won’t be with us until the second day of our shoot. And the German-registered Scirocco shouldn’t be here at all. Its loan to us had originally been agreed on the condition that it wasn’t to leave Germany, but after much persuasion Volkswagen eventually agreed to allow us – or more specifically Roger Green – to drive it all the way from Wolfsburg to the UK for our test.We could have trotted off to Wales, but the need to take all four cars to both the Millbrook Proving Ground and the Bedford Autodrome dictated a more practical course of action. So we’re on and around the B660, roads that are not known for giving cars an easy ride. I’m nervous before getting into the Scirocco, concerned that it won’t impress as much as when we conducted our initial drive on a polished German airfield (evo 120). I needn’t have worried – the Scirocco is relishing the task in hand. It feels properly well sorted from the word go, the low-slung driving position and wide track instantly reassuring, the 2-litre turbo engine and DSG gearbox snappy and alert.But what makes the biggest initial impression is the ride quality. Our test car has the adaptive dampers that will come as standard on all early UK cars, and the three modes – Comfort, Normal and Sport, rather predictably – do exactly what they promise. In Sport the Scirocco is firm and feelsome, but has enough give not to be thrown around on rough roads. This means that even on the B660 the little coupe can be placed confidently and accurately, even though its steering isn’t as informative as the best here. Switching to Comfort changes the Scirocco’s character, making it more gentle and laid-back. It also allows more lean, so we leave it in that mode for the cornering shots.So far I’ve found the Scirocco entertaining, capable and adaptable, but as Rog and I swap between cars for photographer Kenny P’s Canons, I’m about to find out how the others measure up.I’m in the Mazda next. I’ve driven RX-8s plenty of times before, and initial impressions suggest not much has changed: properly low bonnet, scuttle and seat (an ace new Recaro), thin, reedy engine note. But as soon as you start moving you can detect the stiffer frame. There’s zero flex, and precious little suspension movement either, so the R3 is tight and focused. No wonder that, after collecting the RX-8 from its Gloucestershire launch, Lord Metcalfe commented, ‘I’d forgotten how good that car is.’It has a more complex character than the Scirocco, an innate sense of balance thanks to its rear-drive layout and weight distribution. In short it’s a more interesting car to drive, highlighting the Scirocco’s front-drive, hot hatch underpinnings. It’s wonderful around corners. There’s no slack in the feelsome steering, gearchange or pedals and you can feel every bit of g-force build through those big wheels. There’s no need to fear turning the heavy-handed stability control off – the RX-8 is so well balanced and predictable that you can confidently exploit its limits. That’s just what Rog is doing a few minutes later. I’m following in the C30 as we head for a downhill, off-camber right-hander. It’s about the eighth time we’ve been round it, but my first in the C30. The turbocharged Volvo has no trouble keeping up with the rotary Mazda during the run-up phase, but as soon as the RX-8’s LED brake-lights flash on I know I’m in trouble. The C30 has no brakes: yards of travel, and my thumb and forefinger could do a better job on the brake discs than these pads. That first service can’t come soon enough. But that’s not the only place the C30 falls flat. It’s puddingy around corners; not sloppy exactly, but lazy, with no verve or urgency. The lightly sprung steering’s pretty wayward, requiring broad, sweeping inputs, so you find yourself aiming to the nearest foot – in the Mazda you choose your inch. Suspension control is lacking too, with steering kickback and a jittery approach to corrugated sections, caused by the chassis’ lateral movement. The 123d joins the fray the next day. Like the RX-8 it’s a delight to lob at corners. Despite the weighty diesel lump up front there’s none of the understeer that afflicts the C30, just a sense of the car pivoting from a point directly under the driver’s seat. It’s neat, crisp and controllable, although the chassis isn’t as talkative as the Mazda’s. The suspension’s less absorbent than the Scirocco’s too, with more vertical movement that takes the edge off its poise.THERE’S AN INTERESTING three-way battle shaping up as we head to Millbrook. The RX-8 and the 123d have their noses in front in terms of sheer driver appeal, but the Scirocco is running them very close indeed. The VW may not have the purity of the rear-drivers, but it’s engaging, enjoyable and, well, pretty damn fast. In fact these are all quick cars. And yep, that includes the C30, which posts a 0-60mph time of 6.6sec. Despite its DSG making it tricky to get off the line cleanly, the Scirocco manages a 6.2 – 0.9sec quicker than VW claims to 62mph with DSG. The BMW and Mazda both just pip the Volvo at 6.5sec each. In essence, though, there’s little to split all four against the clock – the differences come from the character and power delivery of the engines. The Scirocco feels the most urgent. Its turbocharged four-cylinder petrol unit is very responsive and gains revs rapidly – you can even detect a muted induction roar. The other turbo petrol engine here has an extra cylinder, but rather than letting the 2.5-litre in-line five warble away as it does in the Focus ST, Volvo has muffled it for the C30, the muted tones matching the car’s softly-softly approach but doing little to stir the soul. For a truly bland engine, nothing can match a rotary, though. The old sewing machine analogy is a cliché, but it’s bang on the money – the RX-8 just moans at you about its utter lack of torque, finally starting to pick up the pace once the needle swings past 6500rpm. It’s smooth all right, but often frustrating to use.The BMW, meanwhile, may be all out of puff at 4800rpm and have half the Mazda’s usable rev-range, but there’s no frustration here – the twin-turbo diesel is quicker on the uptake than the petrol Volvo and for in-gear muscle has the measure of all its rivals. TIME TO REFLECT. Best brakes? That award goes to the RX-8: firm pedal, little fade, good feel. Best gearchange? That’s a trickier one. It’s a toss-up between the VW’s technologically outstanding and super-rapid DSG and the snickety shift provided by the RX-8’s thumb-sized lever. Best cabin? Not the RX-8 (fussy design, cheap plastics), nor the featureless 123d. It may have overly soft seats, but as a place to spend time, the C30 takes some beating – and the Scirocco has plundered the depths of the VW parts bin too deeply to do it.Best car? Well, the wooden spoon goes to the Volvo, that much was clear after ten miles, but even after hundreds of miles, sorting the others is tricky. After much deliberation the 123d is next to fall. Arguably the best 1-series, it’s fun to drive, but too plain and uninspiring in other areas to compete in a coupe dust-up. There’s no question the Scirocco is the most rounded of our four, and in terms of sales may well wipe the floor with the C30 and RX-8, but that’s no reason for it to score a group-test victory. It is very good to drive, but it’s not the best at this level. That honour belongs to the Mazda RX-8 R3, the cracking chassis more than offsetting the wafer-thin torque output. By a majority vote, it wins. Me, though? I’d still have the Scirocco, of course. Click here and get 3 issues for just £1!For more performance car news and reviews, subscribe to evo magazine. < Previous Next > 0 Comments Bookmark this post with: More CAR REVIEWS evo Car Reviews Long Term Tests Citroen DS3 R reviewElectric Nemesis reviewNew Stratos supercar reviewDriven: Audi quattro ConceptNew BMW X3 reviewPorsche 911 Carrera GTS reviewSeat Ibiza reviewSee all evo Car Reviews Renault Clio WilliamsFord Fiesta Zetec SRadical Clubsport 1100Radical Clubsport 1100Infiniti G37S CoupeFord Fiesta Zetec SRenault Clio WilliamsSee all Long Term Tests Car Group Tests Audi R8 Spyder v supercar rivalsCitroen DS3 v hot hatch rivalsAston Martin Rapide v rivals370Z Roadster v its rivalsIbiza Cupra V Clio 200 CupMega hatch group testECOTY 2009See all Car Group Tests Advertisement Pictures EMAIL TO A FRIEND PRINT THIS Extra Info SCIROCCO GT24This is a very different animal, and a very different setting. I’m at the Goodwood Festival of Speed, where evo has been granted the opportunity to get up close and personal with the new Scirocco GT24 racer – including taking it for a run up the hill in front of the Sunday-afternoon crowds.Trouble is, I’ve only driven up Goodwood’s main drive once before. That was this morning in a car the polar opposite of this: the Vauxhall VXR8. It was a cinch – there’s a direct correlation between the amount of tyre smoke produced and the cheering of the crowds. But from this Scirocco they’ll want to see speed…Tempering my rather rash desire to give the crowd what they want is Niclass Birr. He’s one of the car’s development engineers and was a race mechanic at the N�rburgring 24-hours, where the sister car to the one here swept to class victory, finishing 11th out of over 200 cars. Today, lucky Niclass is relegated to the status of ballast and will mostly be trying not to wince as I nervously get to grips with his baby. I’m intimidated just by the look of it – and the amount of attention it’s attracting. It’s got bigger crowds around it than this year’s Le Mans-winning Audi R10. Seriously. It’s extremely pleasant inside, though. The seat cups me like an ice cream scoop, curling my back into position. It slides too, and the steering wheel is adjustable. I have plenty of time to familiarise myself with things while the marshals recover a car that carelessly discarded a wheel on the hill. Then it’s our turn. Fumble with the five-point harness, flick the ignition switch and stab the start button. There’s a characteristic racing rattle and chunter as it starts up, the DSG selecting first with a clunk. And then, along with the supercars, we potter down to the start. Noise and vibration are my first impressions; Niclass and I have a quick shouted conversation over the din – we’re both in agreement about giving it the berries off the line. It’s so informal as you line up: no red lights to watch for, just a casual ‘Off you go’ from the marshal, then a flurry of wheelspin. I can barely feel it through the helm – steering feedback is not a GT24 strong point – but I am glad to note that, despite being equipped with 315bhp, an aggressive front diff and wet-weather racing tyres, the nose doesn’t try to sniff out the edges of the cambered tarmac. It’s quick, but no more so than the VXR8. The brakes and gears are in a different league, though. The gearbox is a sensation – as quick as a straight-cut sequential, but far smoother, and when I wallop the middle pedal for the first right-hander the brakes deliver a metaphorical slap round the chops. OK, so I can brake later. I’m not going to, though. Henry had already warned me: ‘Watch out for Molecomb. Brake before you see it. If you wait, you’ll be too late.’ So I hit the middle pedal early, just to be sure. After that the crowds thin and the hill proper starts. The GT24 has so much grip and traction that I reckon it could slice past the infamous Wall without lifting. I settle for walloping the middle pedal. Again.With the nasty flint dispatched, I begin to relax and enjoy the experience. Which comes to an abrupt halt about 20 seconds later as we fly under the finish banner. Not exactly enough time to come to any in-depth conclusions about the GT24, other than the fact that, as race cars go, it’s a surprisingly friendly and drivable one. 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All rights reserved.Licensed by Felden || Model range overview Build your BMW BMW EfficientDynamics Tax free sales Motability Current offers Experience JOY Overview National search Dealer search Approved Used Car benefits Overview Service & Maintenance BMW Assist Bluetooth Compatibility Genuine BMW Accessories BMW Performance BMW Lifestyle BMW Magazine BMW Car Club Subscribe to BMW news Overview Model range overview Corporate Sales information Corporate news Overview Contact BMW Corporate information Careers Sports BMW Awards Overview Financing Your BMW Existing customers BMW Insurance Company car drivers 3-door 5-door Coup� Convertible Saloon Touring New Coup� New Convertible The BMW 320d ED New Saloon New Touring Gran Turismo Coup� Convertible New Convertible Saloon X1 New X3 New X5 X6 Z4 1 Series M Coup� M3 Saloon M3 Coup� M3 Convertible M6 Coup� M6 Convertible X5 M X6 M Facts and figures > Prices and specification Car comparator Genuine BMW Accessories BMW Performance Service packages Ownership benefits Tax free sales Bluetooth Company car tax Insurance quote Image gallery Current offers BMW EfficientDynamics Build your 1 Series Request a brochure Request a test drive Find a dealer Motability Motability Car Scheme Choose your BMW Find a dealer Motability Home > Choose your BMW > 1 Series 3-door > Prices and specification Prices and specification 123d M Sport Standard equipment Technical specification 1 Series 3-door offers Engine BMW EfficientDynamics Intelligent Energy Management system - Auto Start-Stop (MSA)* *Excluding models with Automatic transmission BMW EfficientDynamics Intelligent Energy Management system - Brake Energy Regeneration (iGR) and Intelligent Alternator Control (IAC) BMW EfficientDynamics Intelligent Energy Management system - Electric Power Steering (EPS) with Servotronic BMW EfficientDynamics Intelligent Energy Management system - Optimum shift indicator (SPA)* *Excluding models with Automatic transmission Catalytic converter Diesel Particulate Filter (DPF) Digital Diesel Electronics (DDE) Four-cylinder in-line diesel engine with common-rail technology Incorrect fueling protection system Oil dipstick Two-stage, twin turbo Transmission Gear lever, short shift Six-speed manual transmission Wheels and chassis 17" light alloy wheel Double-spoke style 207M Lightweight double-joint spring-strut front axle with aluminium strut brace M Sport suspension Mobility tyre sealing system Safety and technology Airbags, front sides (seat-integrated) Alarm system (Thatcham 1) with remote control and engine immobiliser Anti-lock Braking System (ABS) Automatic Stability Control (ASC + T) Brake fade compensation Brake Force Display Cornering Brake Control (CBC) Crash sensor activating central locking release, hazard warning lights, fuel cut-off and interior lighting Deformation zones front and rear, door reinforcements and bumpers that regenerate to their original shape in impacts of up to 2.5 mph Disc brakes - front and rear with brake pad sensors Dynamic Brake Control (DBC) Dynamic Stability Control (DSC) Dynamic Traction Control (DTC) Electronic Brake-force Distribution (EBD) First Aid kit and warning triangle Foglights, front Halogen headlights High level third brake light Impact-Dependent Airbag System (ID Airbags), driver and front passenger ITS head airbags - driver, front passenger and rear On-Board Diagnosis (OBD) Park Distance Control (PDC), rear Run-flat tyres with Tyre Puncture Warning System (TPWS) Seat belts - front, inertia reel with pyrotechnical belt latch tensioner and belt force limiter Seat belts - three with inertia reel, rear (two when four seat configuration is specified) Side impact protection Tyre Puncture Warning System (TPWS) Visible VIN Windscreen washer jets, front and rear Windscreen washer jets, heated Windscreen wipers with adjustable intermittent intervals Seats 60:40 split-folding rear seat Child seat ISOFIX attachment, front and rear, with front airbag deactivation Five seats Sport seats in Flashpoint cloth/Sensatec, front Exterior equipment All round anti-corrosion system with partial hot galvanising, phosphate treatment and cathodic dip paintwork, preservation of hollow cavities, underfloor protection Exhaust tailpipe - single, black-chrome Exterior mirrors - electric adjustment Exterior mirrors, heated Exterior parts in body colour: Bumpers, Door handles, Side sills Exterior trim, High-gloss Shadowline Indicator lenses, clear Kidney grille chrome with black vertical slats Luggage compartment access via BMW Roundel M Aerodynamics package Non-metallic paintwork Interior equipment Air conditioning, automatic with two-zone control Air microfilter Armrest - front, centre Battery in luggage compartment with jump start facility in engine bay Central locking switch Courtesy lights, front and rear with soft on/off dimming Door sill finishers with M designation, chrome plated Electric windows - front, with open/close fingertip contol, anti-trap facility and comfort closing function all round. Extended lighting Floor mats, velour Handbrake lever, gear lever knob and gaiters in leather Headlining, Anthracite Interior trim, Aluminium Glacier Silver Lights-on warning Luggage compartment strap for small items M Sport multi-function leather steering wheel, three spoke Power socket 12V in rear of centre console Rear-view mirror automatically dimming Smoker's package Start/Stop button Steering column with manual reach and rake adjustment Storage compartments in door panels, front Sun visors with vanity mirrors and ticket pocket Toolkit located in luggage compartment Two lashing eyes in luggage compartment Audio and communications Auxiliary input point for auxiliary playing devices BMW Business radio with single CD player (with MP3 playback capability) On-Board Computer (OBC) comprising average speed, fuel consumption and range, information display- analogue instruments combined with liquid crystal display, outside temperature display Personal Profile functions 1st March 2010 .With over 20,000 unique combinations your own specification comes as standard. Put BMW to the test Overview Model: 123d M Sport OTR Price: £25,985 Fuel: Diesel BIK (%): 19% (21%) CO2 (g/km): 135 (145) Combined fuel consumption (mpg): 55.4 (51.4) Performance (hp): 204 0-62mph (secs): 6.9 (7.0) Choose another model Print model details View technology guide Calculate company car tax Insurance Quote Home Request a brochure Request a test drive Find a dealer Website help Contact BMW Site map Motor Industry Codes of Practice Privacy Legal notice || Model range overview Build your BMW Request a brochure Request a demonstrator Current offers BMW Assist Company car tax EfficientDynamics in Action BMW Technology Guide Specialist Sales Contact Corporate Sales Chauffeur Programme Experience JOY Model range overview Build your BMW Compare BMW models BMW EfficientDynamics Contact Corporate Sales Find a dealer Request a brochure Request a demonstrator Subscribe to Corporate News 3-door 5-door Coup� Convertible Saloon Touring New Coup� New Convertible The BMW 320d ED New Saloon New Touring Gran Turismo Coup� Convertible New Convertible Saloon X1 New X3 New X5 X6 Z4 1 Series M Coup� M3 Saloon M3 Coup� M3 Convertible M6 Coup� M6 Convertible X5 M X6 M Facts and figures > Prices and specification Car comparator BMW Performance Service packages Bluetooth Company car tax Image gallery Current offers BMW EfficientDynamics Build your 1 Series Request a brochure Request a demonstrator Contact BMW Corporate Sales Motability Motability Car Scheme Choose your BMW Find a dealer Motability Prices and specification 123d M Sport Standard equipment Technical specification 1 Series Coupé offers Engine Diesel Particulate Filter (DPF) Digital Diesel Electronics (DDE) Four-cylinder in-line diesel engine with common-rail technology Incorrect fueling protection system Oil dipstick Two-stage twin-turbo Transmission Gear lever, short shift Six-speed manual transmission Wheels and chassis 17" light alloy Double-spoke style 207M wheels with 205/50 R17 (front), and 225/45 R17 (rear) tyres BMW EfficientDynamics Intelligent Energy Management system - Electric Power Steering (EPS) Electronic differential lock Lightweight double-joint spring strut front axle with aluminium strut brace M Sport suspension Mobility tyre sealing system Rear-axel, five-link Safety and technology Airbags, front sides (seat-integrated) Alarm system (Thatcham 1) with remote control and engine immobiliser BMW EfficientDynamics Intelligent Energy Management system - Auto Start-Stop (MSA)* *Excluding models with Automatic transmission BMW EfficientDynamics Intelligent Energy Management system - Brake Energy Regeneration (iGR) BMW EfficientDynamics Intelligent Energy Management system - Intelligent Altenator Control (iAC) BMW EfficientDynamics Intelligent Energy Management system - Optimum shift indicator (SPA)Excludes models with Automatic transmission Brake Force Display Crash sensor activating central locking release, hazard warning lights, fuel cut-off and interior lighting Deformation zones front and rear, door reinforcements and bumpers that regenerate to their original shape in impacts of up to 2.5 mph Disc brakes - front and rear with brake pad sensors Dynamic Stability Control (DSC) comprising: Anti-lock Braking System (ABS), Automatic Stability Control (ASC + T), Cornering Brake Control (CBC), Dynamic Brake Control (DBC), Dynamic Traction Control (DTC), Electronic Brake-force Distribution (EBD) First Aid kit and warning triangle Foglights, front Halogen headlights Head restraints - rear, adjustable and removable High level third brake light Impact-Depending Airbag System (ID Airbags), driver and front passenger ITS head airbags - driver, front passenger and rear On-Board Diagnosis (OBD) Park Distance Control (PDC), rear Rear-view mirror, automatically dimming Run-flat tyres with Tyre Puncture Warning System (TPWS) Seat belts - inertia reel at the front with pyrotechnical belt latch tensioner, belt force limiter and belt restrainer Seat belts - inertia reel with Pyrotechnical belt latch tensioner, belt force limiter and belt retainer Seat belts - two with inertia reel, rear Side impact protection Visible VIN Windscreen washer jets, heated Windscreen wipers with adjustable intermittent intervals Seats 60:40 split-folding rear seat Child seat ISOFIX attachment, front and rear, with front airbag deactivation Four seats Rear seat easy access system Sports seats in Flashpoint cloth/Sensatec, front Exterior equipment All round anti-corrosion system with partial hot galvanising, phosphate treatment and cathodic dip paintwork, preservation of hollow cavities, underfloor protection Exhaust tailpipe - single, black chrome Exterior mirrors - aspheric, electric adjustment Exterior mirrors, heated Exterior parts in body colour: Bumpers, Door handles, Side sills Exterior trim, High-gloss Shadowline Indicator lenses, clear Kidney grille, chrome with black vertical slats M Aerodynamic package Non-metallic paintwork Interior equipment Air conditioning, automatic with two-zone control Air microfilter Armrest - front, centre Battery in luggage compartment with jump start facility in engine bay Central-locking switch Courtesy lights, front and rear with soft on/off dimming Door sill finishers with M designation, chrome, front Electric windows - front, with open/close fingertip control, anti-trap facility and comfort closing function Extended lighting Floor mats, velour Handbrake lever, gear lever knob and gaiters in leather Headlining, Anthracite Interior trim, Aluminium Glacier Silver Lights-on warning Luggage compartment strap for small items M Sport multi-function leather steering wheel Power socket 12V in rear of centre console Securing rings in luggage compartment, two Smoker's package Start/Stop button Steering column with manual reach and rake adjustment Sun visors with vanity mirrors and ticket pocket Toolkit located in luggage compartment Audio and communications Auxiliary input point for auxiliary playing devices (e.g. MP3 player) BMW Business radio with single CD player (with MP3 playback capability) On-Board Computer (OBC) comprising: Average speed, Fuel consumption and range, Informationdisplay - analogue instruments combined with liquid crystal display, Outside temperature display Personal Profile functions 1st March 2010 .With over 20,000 unique combinations your own specification comes as standard. Put BMW to the test Overview Model: 123d M Sport OTR Price: £27,090 P11d Price: £26,925 Fuel: Diesel BIK tax rating: 19% (21%) CO2 emissions (g/km): 135 (145) Combined fuel consumption (mpg): 55.4 (51.4) Power output (kW/hp/rpm): 150/204/4400 0-62mph (secs): 7.0 (7.1) Choose another model Print model details View technology guide Calculate company car tax Insurance Quote Home Request a brochure Request a demonstrator Contact Corporate Sales Website help Site map Motor Industry Codes of Practice Privacy Legal notice || || Skip to content Sign In / Register My inbox Why Register? About Us Contact Us Help Home Manufacturers News Spy Shots Reviews Blogs Gallery Magazine Forum Shop Cars for Sale News Feed | CAR reviewsLong term testsSubscribe to CAR magazine BMW models, news & reviews Related articles Audi TT 2.0T S-Tronic (2006) CAR review Rivals BMW 135i Coupe (2007) CAR review Audi TT 3.2 V6 quattro (2006) CAR review Other models BMW 135i Coupe (2007) CAR review CAR Reviews Click Thumbnails to Enlarge Statistics How much? £26,290 On sale in the UK: Now Engine: 1995cc 4-cyl twin-turbo diesel, 204bhp @ 4400rpm, 295lb ft @ 2000rpm Transmission: Six-speed manual, rear wheel drive Performance: 7.0 sec 0-60mph, 142mpg, 54.3mpg, 128g/km CO2 How heavy / made of? 1495kg/steel How big (length/width/height in mm)? 4360/1748/1408 Need to know CAR's rating 4 Handling 4 Performance 5 Usability 4 Feelgood factor 4 Readers' rating 3.5 BMW 123d Coupe M Sport (2008) CAR review By Richard Aucock First Drives 29 October 2007 03:28 We quite liked the BMW 135i, but the bulk of the 1-series Coupe sales will be diesel. How times change. The 120d boasts 177bhp (to think we thought a 1990s 325i, with 170bhp, was fast) but it’s the range-topper that’s the most interesting. The 123d, benefiting from BMW’s sequential twin turbo technology already seen on the 535d, boosts this 2.0-litre four to 204bhp. That’s right – 100bhp per litre. That's a pretty exceptional achievement for petrol engines - but for a diesel to crack it is, well, quite something else. Jeez... this BMW 135i sounds impressive And there’s more. It has 295lb ft of torque at just 2000rpm - which matches the twin-turbo 135i - but unlike the petrol flagship which likes a bit of a drink, the 123d returns 54.3mpg on the combined cycle. Yes, 54.3mpg. And it emits just 138g/km of CO2. And will still shoot to 62mph in 7.0 seconds and push on to 148mph. That's a simply remarkable set of stats to sit in the same paragraph as each other. Apparently, BMW’s engineers celebrated by turning the water they were drinking into wine. Lafite Rothschild 1947, no less. 1234Next>> Rate this article... 1 2 3 4 5 Average rating: 3.5 (87 votes) Discuss this Add your comment Sign in You must be signed in to submit a comment. BMW 123d Coupe M Sport (2008) CAR review Subject Your comment Please enter a comment Please enter a comment By submitting your comment, you agree to adhere to the CAR Magazine website Terms and Conditions Cancel Subscribe to comments You must be logged in to subscribe to a topic Login or register now archebald23 says RE: BMW 123d Coupe M Sport (2008) CAR review im excited about the tie up between BMW and Goodyear, this means we well be seeing majority of goodyear parts on future bmw models. 15 June 2010 02:57 Schtum says RE: BMW 123d Coupe M Sport (2008) CAR review Real world fuel consumption is a bit less impressive, as might be expected. SWMBO has had her 123d M Sport 3 door now for 9 months and c. 13K miles. The trip computer appears to be stuck on 44.1 mpg which taking into account speedo / trip error is probably closer to a real 42 mpg. This is still pretty impressive for a 200 bhp car which isn't driven gently but perhaps BMW could be a tad more honest about what sort of fuel economy owners are likely to achieve. Also, regardless of what Car might say about the later versions of run-flat tyre, we've recently binned the Goodyear Eagle NCT run-flats in favour of a set of ordinary Continental Sport Contact 3. The ride with the Goodyear's was unacceptably harsh and would actually bounce the car off line while attempting to make progress on some of my favourite twisty, bumpy roads. A trip to Southern Ireland and a subsequent puncture sealed the run-flats' fate. A bit of steering precision has been lost but the improved ride is good trade off. 08 December 2009 01:30 Pepe Gutiérrez says RE: BMW 123d Coupe M Sport (2008) CAR review I tested the 123 d a year ago, during Madrid's Motor Show, and I can say I really enjoyed it. It's not only about great power and torque figures. It's that it has a mighty engine that, thanks to its twin-turbo, pulls from very low revs and (important for sport driving on a mountain road) does not die till almost 5k revs! 08 July 2009 08:29 JohnnyBimmer says 0-62 in 7.0secs, top 148mph, 295lb ft Torque and 54.3mpg Phenominal. Nuf said! 26 February 2008 01:54 Become a CAR contributor Upload stories, photos or videos direct to the site, or email newsdesk@carmagazine.co.uk. 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