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New BMW 1-Series Features New Gasoline and Diesel Engines; Start-Stop and Regenerative Braking Standard

The new BMW 1-Series models, announced in January (earlier post), had their world premiere at the Geneva auto show.

In addition to featuring a start-stop system, brake energy regeneration and electric power steering to reduce fuel consumption as standard, the new 1-Series benefits from new four-cylinder gasoline and diesel engines.

Gasoline. The new BMW 1 Series features two variants of the new generation of gasoline engines, both using second-generation High Precision Injection direct fuel injection. This technology is able to maintain lean-burn mode throughout a particularly wide range of engine speeds.

In the new BMW 120i, the 2.0-liter engine develops maximum output of 125 kW/170 hp and accelerates in just 7.7 seconds (five-door: 7.8 seconds) to 100 km/h. Fuel consumption is 6.4 litres per 100 kilometers (37 mpg US). Compared to its predecessor, the new engine reduces fuel consumption by almost 14% on an increase in power of 15 kW or 20 hp. CO2 emissions are 152 g/km (down 16%).

The new BMW 118i, with an output of 105 kW/143 hp, consumes 5.9 liters per 100 kilometers (40 mpg US—an improvement of 24% over the older model—and CO2 emissions are 140 g/km (down 20.5%).

Both these engines consume less fuel than the smaller displacement, lower-powered entry engine in the 116i.

The second-generation High Precision Injection uses jet-guided combustion rather than wall-guided. To enable this, BMW engineers had to fit the piezo injectors between the valves immediately adjacent to the spark plug despite very tight space constraints in the cylinder head.

The jet-guided method enables more precise metering of fuel quantities, and ensures a considerably faster and more efficient mixture preparation without losses caused by fuel mist on the cylinder walls.

An electric pump in the fuel tank that only switches on when needed supplies the high pressure pump on the cylinder head. The high pressure pump generates a pressure of 200 bar in the supply line for the four injectors. The piezo nozzles, which open to the outside, ensure a stable, conical injection jet entering the combustion chamber. In addition, the fuel quantity used in one stroke can be injected in several portions. In this manner, a highly controlled, clean and efficient lean-burning combustion process is achieved over a broad load and engine speed range.

In lean-burn mode, also known as stratified cylinder charging, intersecting layers of the fuel-air mixture of varying compositions build up within the combustion chamber. As the distance from the spark plug increases, the proportion of gasoline in the mixture decreases. A layer of fuel/ air mixture sufficiently rich and therefore easily ignitable is formed only in the direct vicinity of the spark plug. Once this layer of fuel and air has ignited, the leaner layers at a greater distance from the spark plug will also start to burn in a smooth, clean and consistent fashion.

Among other innovations to reduce engine weight, BMW used a lightweight hydroforming camshaft and a switchable intake manifold (DISA) made of synthetic material.

The new lean-burn engine features a main catalytic converter close to the engine and downstream catalytic converters for the prevention of NOx emissions.

BMW says that it will introduce a 1.6-liter four-cylinder member of the new gasoline engine range develops 90 kW/122 hp and maximum torque of 160 Nm/118 lb-ft at some point in the future.

Diesel. The new 2.0-liter diesels feature an all-aluminium crankcase, turbocharging, third-generation common rail injection, diesel particulate filters positioned close to the engine and other innovations.

Both are of the same displacement. The variation in their outputs results from modifications to the injection and charging technologies. With maximum output of 105 kW/143 hp and maximum torque of 300 Nm/221 lb-ft, the basic configuration of the new diesel powertrain exceeds the former engine by 15 kW and 20 Nm/15 lb-ft, respectively.

The more powerful of the two new four-cylinder diesels offers 130 kW/177 hp, which is 10 kW greater output than the former version. Its maximum torque equals 350 Nm/258 lb-ft (plus 10 Nm/7 lb-ft). The rpm range is extended by 10% per cent in both models.

Compared to the former versions of the engines, the new drive units are characterized by reduced weight and considerably lower fuel consumption and emission values despite significantly higher output. Fuel consumption in the new BMW 118d in the EU test cycle compared with the predecessor model is lower by 16% despite an increase in output of 15 kW.

The new engines weigh 17 kilograms less than the four-cylinder diesel engines of the previous generation. The largest percentage in weight reduction came with the new aluminium crankcase, which replaced the grey cast iron block in use until now.

The intake ducts of the newly constructed cylinder head are laterally positioned. To achieve the lowest possible emission values, the spiral filling duct is electronically controlled with continuously variable settings.

The large diameter valves facilitate the ready exchange of gasses and now come in a vertical arrangement. The incoming fresh air is made turbulent in the swirl channel, improving interior mixture formation.

While the basic configuration of the engine operates with an injection pressure of 1,600 bar and fuel metering is handled by magnetic valves, the diesel fuel in the larger of the two engine variants is delivered at a pressure of 1,800 bar by four piezo injectors. Because the fuel is injected in up to three portions per stroke, the flame spreads gently, primarily to the benefit of the running characteristics.

Each of the engines, which have outputs of 105 and 130 kW, respectively, is equipped with an exhaust turbocharger with variable turbine geometry. Through this technology, power development can be optimally adjusted to all load ranges. Using an electric actuator, the turbine’s control apparatus is adjusted to the specific requirements with a high degree of accuracy and minimal delay. This ensures an immediate response at low engine speeds and high power density under full load. Maximum torque is available between 1,750 and 2,500 rpm for the 105 kW motor and 1,750 and 3,000 rpm for the 130 kW variant.

The new 118d offers fuel consumption of 4.7 l/100km (50 mpg US)—19% better than its predecessor—and CO2 emissions of 123 g/km—a decrease of 18%.



Interesting. BMW had just introduced Valvetronic on their 1.8L engine not too long ago as a method to achieve better fuel economy. Now they exceed the HP and fuel economy by switching to gasoline direct injection...same thing that Mitsubishi did 10 years ago. They decided back in 97-98 to stop producing MIVEC engines in Japan as a means towards improved fuel economy and instead concentrate on GDI technology to improve fuel economy.


Great! But is this yet another "Europe-only" model?

While I enjoy reading about the latest developments- it chides me to learn that we won't see them where they're needed most: in the US market.


probably only european model or CA^^ just to much sulfur in that damn gasoline in the states, which will kill the catalytic nox converters, probably also high pm emissions which do not pass newest US and CA emission regulations


BMW doesn't even care about the issues you raise sebastian. Fact is, the 318i was a sales tragedy in the US so they will wait to see if the A3 and C30 have phenomenol sales before they even think about bringing a 1 series BMW over here.

Rafael Seidl

DieselHybrid -

the 1 series is not likely to make it to the US anytime soon, because the strong Euro would make this 2+2 seater a tad expensive.

The efficient dynamics technologies should make it into the 5 series, the Mini and then the 3 series though. Even BMW can only revamp so many vehicles at the same time. Afaik, there is no reason to assume it will not become available in the US as part of the next US model refresh. Whether diesels will also make it across the pond remains to be seen - BMW recently left the Mercedes-led Bluetec alliance and indicated it had comparable technologies of its own.


Hats off to BMW for proving that the full-house combination of state of the art technologies can yield between 16 and 20% reduction in fuel consumption (of course the real world results will be lower). I guess that pretty well makes the improvement aggregation technique of the Union of Concerned Scientists show itself as wanting.

As others have expressed here previously but forget to repeat it now, BMW have decided not to refer to their "efficient dynamics" concept as a mild hybrid. But why do we not see the famous "downsized" engines being fitted in the 1 series as reported for the Mini?

When might we see this treasure trove of technologies reaching high volume production in other car makers' products. I guess being a premium car producer allows for a certain number of liberties.


Now that I think about it, a 1 series COULD come to the US.

Unfortunately, it would most likely have the 3.0L six stuffed into the engine bay and sold as a performance "hot hatch".


yes patrick you´re probably right its just marketingstuff..i dont care about that^^ so i just think about bringing these engines to the us market may become difficult


I think most understimate the number of diesels that will be in the US in 10 years time. Though unfortunately, that's probably how long before a 1 series, whether gas or diesel makes it to the US. I'd jump at the chance to have a beemer with 50 mpg. Then again, in 10 years, I'm sure the same 1 series will be even better, so there is an upside.

Rafael Seidl

Daydreamer -

BMW has actually announced that they will be using engines from their partnership with Peugeot in the 1 series in the future. The initial engine family tops out at 1600cc with a turbo. The second family will top out higher, perhaps around 2000cc.



Only BMW could afford to hedge their bets across such a range of engine technologies. However it seems a little odd to claim "downsizing" for engines of 1.6L and 2.0L capacity in the 1er. I think downsizing is the wrong term since the real strategy is up-BMEPing.

Since you have the data, why not describe what the new BMWs have in the way of belt driven starter generator with clutched A/C compressor drive etc. I am sure that many folks would appreciate the innovation that has been poured into this breakthrough.

Thomas Pedersen

The only thing that should have you dreaming about the 1-series is the sticker price.

I did a quick comparison between the 1 and 3 series and it turned out that they get the same gas mileage using the same engines. Indeed the 3 series has slightly higher top speed, indicating better aerodynamics, which you'd expect just from looking at them.

Rafael Seidl

daydreamer -

in the German literature, downsizing specifically refers to reducing engine displacement while maintaining rated power. That of course implies higher BMEP.

Btw, I have no insider knowledge of what BMW has done, I was merely speculating on possibilities why the starter motor and alternator might be separate. The first I saw of the split arrangement concept was in the Citroen Metisse.

Others, including Saturn in its Green Line, have opted for a single, beefier permanent magnet machine that doubles as an alternator. Of course, they also use 48V, so ohmic losses in the windings are a factor 16 lower.


I hope BMW brings the 1 series clean-diesels or any of their clean-diesels to the US very soon. As a life long BMW lover and proprietor of a "Green" development company that is purchasing only clean diesels that run on BIO-Diesel fuel I fear BMW will wait 5 years to bring their diesels & 1 series to the US. By the time BMW actually has diesels in the U.S. our company will have completely converted over to Mercedes, “Smart” cars, and other efficient, quality clean-diesel automobiles. Driving BMW’s is a wonderful experience that I fear I’ll no longer be able to enjoy, clean diesel - BIO-Diesel environmentally clean autos is the only type of automobiles that my business associates and I purchase today. The sad thing is now you are able to buy a M535D in Europe that goes zero to 60MPH in 6.1 sec / top-end at 155MPH, has amazing power from 50 MPH to 120 MPH, runs on BIO-Diesel, and will get 45 MPG @ 80 MPH all day long! This is a good thing; I seriously doubt we will see this in the U.S.!


Once EPA/CARB approves of using urea gas injection to reduce NOx emissions, expect a flood of turbodiesel cars to start arriving in the USA market, now that most of the country sells ultra-low sulfur diesel (ULSD) fuel.

That could mean we see the BMW 123d coupé arrive fairly soon. Imagine around 200 bhp and a really high torque peak! Driven reasonably we could achieve fuel efficiency approaching 40 mpg rather easily.


BMW1 series is quite interesting but Now it's running BMW5 Series

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