Instrumented Test
TESTED
Our 42nd president, Bill Clinton, had the stones to argue the meaning of “is” at his impeachment proceeding. BMW performs no such hedging as to its definition of “is.” It denotes a higher level of performance to its customers, and the latest car to wear that suffix, the 135is, is as suave as Slick Willie.
To create the newest “is” car, BMW tuned its N55 turbocharged inline-six to make 320 horsepower and 317 lb-ft of torque, increases of 20 and 17. Thin-spoke 18-inch wheels, black exterior trim, and the lower-case “s” on the trunk are further 135is cues.
BMW equipped this car with a suspension identical to that of a 135i equipped with the M Sport package, and it favors handling over ride quality. Freeway expansion joints cause the 135is to buck, and over medium-size road blemishes, there is considerable impact harshness. The freeway is where we grew to seriously dislike the standard-issue performance exhaust. Between 2000 and 3000 rpm, the exhaust drones on like a never-ending low-frequency tuba note. Giving in, we traded fuel economy for comfort with a downshift to fifth gear, which raised revs just enough to exit the drone zone. As a result, our observed fuel economy, at 22 mpg, suffered a bit.
In complete contrast to the highway behavior, the sounds generated by the inline-six at or near full throttle couldn’t be more pleasing. Despite a turbocharger, this six-cylinder sounds richer than many V-8s. The slightly stiff suspension is at home hustling down corner-filled back roads. The 135is feels like the best E90 3-series and more. Its tidy dimensions and short wheelbase—5.9 fewer inches than that of the current 3-series—make it a tossable delight, despite the heavy-for-its-size 3335-pound curb weight. Hydraulic steering that’s heftier than anything in recent memory harks back to before the time of handwringing over efficiency, with a genuine connection to the road and useful, minimally amplified feedback. It isn’t a significantly better handler than a 135i; it just sounds so much better in the process.
Coming soon is BMW’s new 2-series which will replace the 1-series coupe and convertible. Expect face-lifted rear-drive-only 1-series cars with updated connectivity and assistance systems. The 2-series engine lineup will consist of a four-cylinder gas turbo teamed with a six-speed manual or eight-speed automatic and a pair of performance models with the turbocharged inline-six (M235i and M2 most likely) possibly linked to seven-speed dual-clutch transmissions.
The E82 135is coupe will disappear after this year in the States, as will the E88 1-series convertible. If you want one badly, start calling dealerships now. Opening bid for the coupe is $44,145. Our car came with the Premium package, a $2400 upcharge that includes auto-dimming mirrors, satellite radio, and keyless entry; optional Le Mans Blue paint ($550); BMW Assist with Bluetooth ($650); and heated seats ($500). Navigation is available as a part of the $2350 Technology package, although we were happy not to have it in a car this pure, as it would add distraction to the otherwise spartan and intimate interior.
At a steep as-tested price of $48,245, this car requires a buyer with a deep desire for a small coupe. The back seat is, well, there. Adults will tantrum in protest; kids will love the impressive rush. Zero to 60 mph takes 4.6 seconds, 0.1 second quicker than a twin-turbo N54-powered 135i we tested in 2008. That 135i and this 135is share identical 13.3-second quarter-mile times, although the 135is clears the traps going 1 mph faster, at 107. Roadholding, at 0.87 g, and 70-to-0-mph braking, at 158 feet, are both in the wheelhouse of other 1-series numbers, too.
The fact that our 135is test car was painted Le Mans Blue and featured blue contrast stitching on the interior might have sparked memories of the White House’s most-famous intern. Serving what amounts to a one-year internship in the 1-series lineup, this model and its delectable exhaust will linger long in our memory banks.
