BMW 130I For Sale

HOMEROAD TESTSBMWBMW 130I M SPORT BMWDriven: BMW 1 Series M CoupéDriven: BMW M3 GTSDriven: BMW 535i SEDriven: The New BMW 5-SeriesDriven: BMW 760LiBMW Z4The new BMW M3BMW Z4 M CoupéBMW 335i CoupéBMW Z4M RoadsterBMW M6Hartge H1BMW M3 CSBMW 130i M SportBMW M5BMW 330iBMW 645CiBMW 630iBMW 535dHamann Las Vegas WingsHartge Z50BMW Z4Alpina B3 3.3BMW M3 Wednesday 16th November 2005 BMW 130I M SPORTIs the fastest BMW hatch worth a drive? Nick Hall has fun finding out. BMW 130i M Sport Apparently, some sharp-eyed local policeman spotted the flotilla of tricked up BMW hatchbacks. As a result, a mobile camera sat in the middle of the carefully scouted route. It was a good thing we went in forewarned, as the 130i M Sport would have got more than just me into trouble. This is a car that lives by its 7,000rpm redline and brings out the devil in whoever sits behind the wheel. Perfectly respectable middle-aged men, ones charged with testing far more powerful cars than this, turned into young hooligans when presented with a 265bhp rear-wheel drive hot hatch. Not so long ago, these figures would have been trumpeted on the front pages of the motoring press along with a picture of the latest superstar from Maranello or Stuttgart. Today, it’s a mundane figure that barely raises the pulse on paper, but in the flesh this buzzing hornet of a car is a wholly different proposition. Any mainstream hot hatch that accelerates to 60mph in 6.1 seconds, weighs 1,450Kg and tops out at 155mph has to be a little bit special, even in the modern age, and BMW has let it slip in casual conversation that this little animal has lapped the test track of the gods, the Nordschleife, in a time that certainly would not disgrace an M3. Buzzy power delivery The high revving nature of the 130i, with peak power achieved at 6,600rpm, allows for smooth power delivery all the way to the redline, while the 232lb-ft of torque at 2,750rpm provides low down in-gear thrust. It’s ferocious in a straight line and lunges deep into the rev zone with the slightest tickle on the gas and begs you to hold the gear and feel the noise. The engine takes a deep breath at 4,000rpm, thanks to BMW’s VANOS variable valve timing, and all hell lets loose in a gnashing whirl of revs. It’s fast, brutal and takes time to truly master. The first few minutes were a Staccato mess of power, brakes and opposite lock, it takes time to smooth out progress in the buzzy little 130i. It’s one of the lairiest cars in the line-up and is almost as compulsive as the mighty M3. Don’t get hoodwinked by the M in the 130i M Sport title, this is not a true M. The 130i is just as fast in a straight line and significantly cheaper and the M package comprises slightly stiffer suspension, the bodykit, 18-inch wheels, fatter rear tyres and some cosmetic jewellery on the interior that all add to the flavour of this frenetic, tooth-gnashing banshee. On some of BMW’s range, it has felt like a cynical ploy to empty the customer’s pocket of the last few coins, here it feels strangely fitting. With a few choice modifications to the air induction intake and exhaust systems, the engineers have extracted an extra 7hp from the three-litre inline six that proved a sexier option than the marque’s 4.5-litre V8 in the 6-Series. Extensive use of magnesium alloy in the crank case, cylinder head and other areas kept the weight to the bare bones and this is the lightest engine in its class. It’s compact, too, which helps with the legendary BMW 50/50 front/rear weight distribution. It’s not just a case of shifting ballast, though, BMW has gone to the extremes of mixing up the metals in the suspension to ensure the basic balance is right. Driving it The 130i has the longest wheelbase in class at 2.66metres, a wide track and short body overhangs at each corner. Simple and basic it might be, but such things matter when it comes to slinging the car round Newbury’s B-roads. Now the 130i M Sport is, somewhat unbelievably, only a whisker lighter than the 630i, but this is an altogether less sophisticated machine. It’s a true hot hatch in the sense that the simple base chassis is pushed to its limits by the raw power, so it’s nervous and constantly bucking in your hands. It skips off ruts in the road and can push wide in corners, leading to one memorable moment on broken, damp tarmac, but it’s all part of the fun. Accusations of poor handling may have missed the point, as this car feels like the rough edges have been deliberately left unfiled. The four-wheel drive Golf R32 leaves the little Beemer in its wake in terms of ride and even outright speed, but I’d buy this car every time for the fun factor. With the traction control off, you’re never far from opposite lock, as there’s no limited slip diff and the power is more than enough to unstuck the rear wheels and send the 1 Series sideways out of bends. Here it’s best to have ignored the active steering box on the optional extras list. While it’s getting better, this system still feels a little artificial for my liking and a bit more effort at parking speeds is a small price to pay for feel on the limit. Some of the other trickery to filter down from the bigger models, though, such as brake standby and fade compensation are more than welcome. The former brings the discs closer to the pads after sudden lift-off, which can affect the braking distance just enough to save a big shunt, and ensures the pads are kept dry with occasional applications. And the latter puts extra pressure on the brakes to compensate for any heat-related fading. It’s all pretty impressive stuff and means that the lightweight 130i can stop just as effectively as it starts. Value proposition The M Sport costs £26,515, the 130i costs £24,745. Just a couple of thousand more will get you behind the wheel of the 330i, which remains one of the best cars of the year and the same money could just about get you into a 5 Series. So this is not a cheap entry-level BMW. It’s a lifestyle choice, a baby ‘M’ for those that don’t need the rear seats and want something that’s more of a handful than the corresponding 3. Now it’s all well and good talking about the theory behind it, the simple truth is that I couldn’t justify buying this car with full M regalia when the cost is so close to the 330i – one of the best cars pound-for-pound I have driven this year. As I emerged from the cockpit to hand the keys back to BMW’s every helpful staff I wanted it, though, just for a minute I wanted this car. If you don’t need the back seats, love adrenaline-fuelled motoring and like the idea of a hot hatch, then try the 130i – it really won’t disappoint. Unless the police are around, that is… Photos by Matthew Griffiths Author: Nick Hall49 comments on this storyLatest comment by Vee Term & Conditions Hosted by Carrenza Copyright © 1998-2010 PistonHeads.com ® Speed Matters ® || LOGIN REGISTER NEWSLETTER Home NEWS REVIEWS PRODUCTS COMPARE CARS VIDEOS BUYING USED CARS NEW CARS MOTORSHOWS COMPETITIONS 6 ISSUES FOR £1 Search Car Reviews: You're in - Car Reviews: Greatest Drives Here’s a rarity for Greatest Drives – a BMW that’s not an M car. In truth, the 130i is not far off. With a 3.0-litre engine and 261bhp on tap, it’s definitely got the performance credentials. Add an M Sport package, including 18-inch alloy wheels, sports seats and matching steering wheel, plus aggressive body mouldings, and it’s practically there.It looks impressive from the outside, with a purposeful nose and long bonnet, but the cabin is a bit disappointing. While the quality is excellent, the layout isn’t all that pleasing or attractive. It is rather plain, and a long way from what we’d consider sporting.Press the start button and the naturally aspirated straight-six engine fires into life with a deep growl. On the move, though, it’s clear the 130i doesn’t like low speeds. A heavy clutch and gearbox, plus a sensitive throttle, make the car hard work in traffic – but that’s of little consequence here. On open roads, it picks up well, responds precisely to throttle inputs and sounds superb.It’s a pity, then, that the stiff suspension and damping cause the 130i to be fidgety on rough roads. The car bounces and skips where other hot hatches, including the MINI, are better controlled.On the circuit’s smooth tarmac, the rear-wheel-drive layout helped the BMW shine – but it tended to weave disconcertingly under heavy braking. There was also a fair amount of body movement through corners, and the 130i lacked the agility of the best hot hatches.Still, it was surprising to see the 1-Series so low down the pecking order – proof that this year’s Greatest Drives crop has no real bad apples. < Previous Next > Back to Greatest Drives Index View more Greatest Drives EMAIL TO A FRIENDPRINT THIS Advertisement Facts & Figures On-the-road price Engine/capacity Peak power Peak torque Transmission Kerbweight 0-60 claimed/actual 60-0/top speed Lap time/ranking 6cyl in-line/2,996cc 261/6,600 bhp/rpm 315/2,750 Nm/rpm 6-spd man/rwd 1,450kg 6.0/6.0 secs 37.3m/155mph 69.0 secs/12th Road rating Track rating Fun factor Value rating BMW 130i M Sport Ringtone Text AEX 03 to 80876. Terms & Conditions apply Company Website | Media Information | Contact Us | Privacy Notice | Subs Info | Voucher Codes | SitemapOur Other Websites: The First Post | Custom PC | Evo | IT Pro | IT Pro India | MacUser | Men's Fitness | Micro Mart | PC Pro | bit-tech | Know Your Mobile | Octane | Expert Reviews | Channel Pro | Know Your Cell | Know Your Mobile India | iGizmo | Digital SLR Photography | Den of Geek | The Week | Computer Shopper | Dennis Communications | Magazines | Mobile Phone Deals | Competitions | Health & Fitness | CarBuyer © 2010 Dennis Publishing Limited. All rights reserved.Licensed by Felden || ", '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 Alfa Romeo Brera V6 v Audi S3 v BMW 130i v Mazda 3 MPS BMW’s 261bhp 130i M Sport is more desirable than ever, but are there more interesting ways to get the same power? Text: John Barker / Photos: Dave Smith August 2007 The most telling moment of a group test is rarely reported. It often occurs when the sun is going down and the photographer is artfully composing his final shots (or faffing, as we road testers call it), and it is simply this: which car do you want to take home? As a measure of which is the most desirable car, it’s the most honest indicator there is. The one certainty in this test is that whatever the choice, the car isn’t going to lack power. All four contenders have around 260bhp, comfortably in excess of the average fast hatch, though the way it is created and deployed is unique to each.Just landed is the three-door version of the BMW 130i M Sport with the excellent 261bhp Valvetronic straight-six powering the rear wheels. With its flanks broken by two big doors rather than four little ones, it looks cleaner and smaller somehow, while BMW’s engineers have taken the opportunity to mildly tweak the suspension and steering. At £26,385 it’s a mere £530 less than the five-door version.Slightly more expensive, at £26,975, and exactly as powerful, the Audi S3 boasts the most potent version of VAG’s FSI turbocharged 2-litre in-line four and shares its 261bhp between all four wheels. Yet even with its RS4-style ‘goatee’ grille and optional pearlescent blue paint, the S3 looks rather plain beside the BMW.Not quite as plain as the Mazda 3 MPS though, even in revised ‘Sports Aero Kit’ spec, which brings a bigger tailgate spoiler, smaller door mirrors and, crucially, lowered and stiffened Eibach suspension. Its 2.3-litre turbocharged in-line four cooks up 256bhp and 280lb ft, making it the torquiest engine here, and all that urge is fed through the front wheels only. The MPS is the most potent front-drive hatch on sale and also the least expensive car here at a mere £19,495.Park it next to the Alfa Romeo, though, and it is practically invisible. Like the original TT, the Brera made the leap from show car to production car largely intact, and from any angle it’s bold and distinctive. This is the range-topping 3.2 JTS V6 Q4, with four-wheel drive and a 256bhp quad-cam 3.2-litre V6 in its nose, and in this spec doesn’t come cheap – it costs £29,250. Pre-match favourites are all very well, but the joy of group tests is that they throw up surprises and reveal strengths and weaknesses more readily and with greater definition than a solo drive can. And there were a few surprises along the way here, including a new fastest hot hatch lap at the Bedford Autodrome and a new best hot hatch 0-60 time at Millbrook.Verdict Well, if you’re on a tight budget and all you want to do is go fast, or if you’ve got a bank job lined up, the Mazda is the car for you. The MPS offers an awful lot of performance for the money, but not a lot else. That it can actually get almost 260bhp to the road through just the front wheels effectively is extraordinary, but in the final analysis it feels like a hotted-up hire car.In many respects, the Alfa is its opposite. Extrovert inside and out and powered by an engine that brims with character rather than raw power. The more I drove it, the more I liked it, but it really needs to make its mind up whether it’s a sports car or a very capable luxury coupe. It feels closer to the latter, despite the clunky auto, and while it’s far from perfect and costs too much, that’s true of most indulgences, isn’t it?The Audi S3 and BMW 130i M Sport are way out in front. The Audi is more of a drivers’ car than it appears, with keen steering and a poised and adjustable chassis, and after its turns at Millbrook and Bedford there’s no questioning its pace and ability. The BMW has more spirit, a superb engine and a wonderful gearshift, and an intrinsically more demanding and engaging layout. It remains a flawed car though, the feel of its chassis occasionally vague, its ride confounded by particularly lumpen B-roads. It’s a close call. The Audi is the logical, rational choice, the winner on points, but for all its faults, the BMW is the car most of us want to take home. 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 EMAIL TO A FRIEND PRINT THIS Mazda 3MPS'Remarkably, there’s no scrabbling of tyres and no fight at the wheel, illustrating how effective the various traction control measures are'View Mazda 3MPS BMW 130i'It immediately feels agile and responsive, the meatily weighted steering clean and direct, the rear squatting and digging for grip'View BMW 130i Audi S3'It’s an effortless, comfortable long-distance car with an easy poise, excellent refinement and useful flexibility'View Audi S3 Alfa Romeo Brera V6'The 3.2-litre V6 sounds very Alfa, with a lovely creamy growl at idle and into the mid-range'View Alfa Romeo Brera V6 CAR SPECIFICATIONSCompare Cars SPONSORED LINKS Company Website | Media Information | Contact Us | Privacy Notice | Subs InfoOur Other Websites: The First Post | Auto Express | Custom PC | IT Pro | IT Pro India | MacUser | Men's Fitness | Micro Mart | PC Pro | bit-tech | Know Your Mobile | Octane | Expert Reviews | Channel Pro | Know Your Cell | Know Your Mobile India | iGizmo | Digital SLR Photography | Den of Geek | The Week | Computer Shopper | Dennis Communications | Magazines | Mobile Phone Deals | Competitions | Health & Fitness | CarBuyer © 2010 Dennis Publishing Limited. All rights reserved.Licensed by Felden || Search the site About us Contact us New car deals Home News Road Tests Launches Features Gallery Insurance Used Cars New Cars ROAD TEST: BMW 130i M Sport by David Finlay (20 October 2005) View technical info Engine 2996cc, six cylinders Power 265 bhp @ 6600 rpm Torque 232 lb ft @ 2750 rpm Transmission 6 speed manual Fuel/CO2 30.7mpg / 221g/km Acceleration 0-62mph: 6.1sec Top speed 155 mph Price From £25,755.00 approx Release date September 2005 Love this car? Request Brochure Test Drive Best Deals On paper, the package is very exciting. BMW has fitted its smallest car with one of its largest engines, and taken the trouble to modify it in the process: in the 330i, 530i and 630i, the 2996cc six-cylinder petrol unit produces 258bhp, but in the 130i the output is boosted to 265bhp as a result of improved airflow and cooling and a low-friction, electronically-driven water pump. This upgrading probably doesn't make a great deal of difference - you'd be hard-pressed to notice the effect of 7bhp at this level - but it emphasises the point that BMW is very serious about the 130i being a truly hot hatchback. As well as being unusually powerful within its market sector, the 130i is also unique in being rear-wheel drive. BMW has spent a lot of money in recent years emphasising its continued insistence on this layout, and there's little doubt that it will appeal to those who still regard front-wheel drive as an ungodly abomination. We'll see shortly whether this bias is justified. First, though, a word about the specification of the test car. The 130i comes in two forms, the more basic of which is the £24,745 SE, but we've avoided that partly because the M Sport is more interesting and partly because a BMW spokesman - who admitted he was guessing about this - reckoned that it will be the better seller. Fair enough. If you're considering a car of this type you probably want all the bells and whistles, and probably don't mind paying an extra £2230 for them. Many of the differences concern the styling, and some of these may, as BMW claims, have an impact on the car's aerodynamics. I speak here of the lower front spoiler, the sculpted side sills and the rear bumper venturi. Interior items exclusive to this model include sports seats, anthracite headlining and liberal application of the letter M (no small matter to those who know their BMW onions). More significantly, the M Sport gets either 17" or 18" alloy wheels, plus special sports suspension. This last feature leads to what was, for me, the most surprising aspect of the 130i. I had been expecting it to be a roller skate, with far more attention being paid to handling than to ride quality, but the exact reverse proved to be the case. While some recent BMWs have been distinctly questionable over uneven surfaces, this one was simply brilliant. I would go as far as to say that I have not driven any current BMW (7-Series included) which had a more composed and comfortable ride at low to medium speeds. It would be great to say that this is combined with magical handling, but that's surprise number two. For all the talk about how superior rear-wheel drive is to front-wheel drive, I found the 130i highly disappointing every time I tried to push it through a series of bends. Normally BMW is very good - especially in comparison with its German rivals - at front-end precision, but it's all been lost here. The nose of the 130i spends a lot of time floundering over bumps and undulations when it should be contributing to the overall balance of the car. The tail, meanwhile, varies in its ability to transmit power through different sections of the same corner depending on which part of the bounce cycle the front has reached, and the entire supposed point of one end doing the steering and the other looking after the acceleration is a thing of the past. This all makes an interesting contrast with the behaviour of the 120d (see road test). The turbo diesel version of the 1-Series really does feel like a classic rear-wheel drive performance car, to the point where it works most effectively when you're driving it hard. The 130i operates in exactly the opposite way: it seems full of potential when you're going gently, yet when you drive it the way you think you should the potential is never realised. Strange as it may seem, the much less powerful, much less dramatic 120d is the true driver's car, while the 130i has a definite excess of mouth over trousers. 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