The arrival of a brand new BMW used to be as important as a general election. It only occurred once every couple of years and when it did, there was much anticipation and importance surrounding the event. Most significantly around what new technology the Munchens had developed for it and whether it was good enough to knock competitors Audi or Mercedes-Benz, back into the docks at the Nuremburg trials.

Nowadays, BMW make a car every fortnight and by the looks of them, they allow someone new to have a go at designing them every fortnight too, (maybe even the kitchen lady in respect of the 1-Series Hatch). As a result, there is a lot less fanfare surrounding a new BMW. It’s a bit like Bob De Niro doing a load of slapstick comedies in his old age, when we all still want him to do Godfather movies. Oh no wait, that is what’s happening.

Whatever. In the hatchback world the Volkswagen Golf VI is utterly secure in its two thirds majority control of the market, the Ford Focus is one of the official opposition, as is the Audi A3 that’s become a little decrepit, old and in much need of Botox. So does that leave the new 1-Series Hatch the only C-segment car of choice for the exclusive and otherwise disenfranchised set?

The original 1-Series was something of a catalyst for change within BMW and its adaptation into many markets. Some argue the 1-Series Hatch is almost an iconic classic now: a sensible C-segment vehicle with fresh, aspirational design and great driving dynamics. So the arrival of this latest 1-Series should be accompanied with similar expectations. Bold, distinctive visual appeal, contemporary technology and an all-encompassing ‘wow-factor’ should dominate. Sadly though, it just doesn’t. The 116i Sport doesn’t look fantastic with its huge face and fussy styling lines that run down the length of the car to the rear three-quarter and tailgate. I suppose you can say it has presence, but so does a Rottweiler that’s just been woken from a quiet slumber.

The interior of the 116i is where it makes a monumental leap forward. Particularly if you end up in a car like our press unit, that must have had all the options boxes ticked. Besides that, there is loads of synergy between the driver interfaces, the fascia and the overall styling. Climbing into the cabin is nothing short of an event. Anyone with a modern disposition towards iPhone’s will not say it’s confusing to operate and they’ll enjoy the connectivity afforded with BMW Connected, allowing them to surf the web, perform Facebook / Twitter updates, etc. I think the interior and the gadgets allow the 1-Series to make a considerable leap closer to the Golf VI in terms of desirability.

With 100 kW and 220 Nm from its 1.6-litre turbocharged powerplant, it’s not going to be fast, but it should be zesty and fizzy, befitting its ‘Sport’ moniker. However, it doesn’t deliver in my book. For a car to qualify as sporty in my mind, it has to have a rorty exhaust note, an involving, rev happy engine, a slick manual shift action, bullish steering and a clutch and brake pedal with plenty of feel. The 116i makes a right mess of all of these. The throws on the six speed manual are accurate, but crunchy in between the gates. The numb clutch pedal makes up its own mind as to whether you’ll stall or set off in a forward trajectory. To stop it from bogging down instantly as the clutch pedal is released, you tend to slip the clutch on the takeoff, ensuring you have some ‘go’. Quite obviously the road testers before me were doing the same thing, because with just 5 000 km on the odo, the clutch felt knackered.

The electronically power assisted steering gives great feel most of the time, occasionally it suffers from being too numb in the centre of its radius, but for the most part its very good and you can sense that underneath that assistance there is loads of grip from the front and loads of handling from the rear suspension, waiting to be accessed. The chassis is rigid, while providing loads of comfort and responsiveness and the brakes on our test unit had good feel too.

Finally, we must return to the 100 kW engine. It didn’t ever feel capable of carrying around the heavy, 1-Series body. The power delivery only coming in un-linear, boosty, lungful’s of turbo. I’d say it even performed like a diesel engine some of the time; it was that unresponsive low down. The engine also isn’t helped by the new obsession manufacturers must now show towards eco-ism, with ‘Eco-Pro’ coming as standard on all 1-Series Hatch’s. It’s great for the CO2 and economy tests, not good for driver involvement – a gear down to fourth or sometimes third gear on the uphill’s being the most common outcome. Expect the six cylinder versions, or 120d, or even the 118i to be the genuine, much sharper, sporty article then.

The last thing is price. Although the 116i is the cheapest BMW you can buy, our test vehicle was jam packed with toys. Let’s start with the base price of R286 000 for the Sport Line. On top of this figure comes: R1 016 for Co2 emissions tax; R8 500 for the double-spoke, 18-inch alloy wheels; R8 600 for the leather interior with its black and red highlights; a whopping R19 100 for the ‘Drive Comfort’ package and R17 500 for the ‘Drive Lights’ package; finally, the ‘Connected Drive’ package adds R29 700. At the end of it all, you have the ‘cheapest’ BMW, that’ll set you back R370 416. Yikes.

What we like…

• A rigid chassis that gives good grip and ride comfort.
• Comfortable interior.

What we would like…

• More response from the engine. Maybe a different sort of engine all together.
• A redesign of the redesign.
• People to go buy a much simpler, cheaper and more involving Mini instead.

The new BMW 1 Series takes over the reigns from a predecessor that made strides into the premium compact car segment to the tune of 1 million units sold between 2004 and April 2010. The original BMW 1 Series (E87) proved that buyers are willing to pay a premium for a well-built smaller car, that embodies the ethos of the brand, and that its smaller stature does not necessarily correspond to a smaller level of perceived status. And so it is, that the latest 1 Series (F20) has come of age, on the back of its driving dynamics, brand appeal and the resultant fan base.

In many ways the 2012 BMW 1 Series has entered the equivalent of its thirties. It’s been through the awkward and nervous moments as its vied for acceptance in its teenage years. Found its feet and become accepted among its peers as it lived through its twenties and made many new friends along the way. Now, as it enters its thirties, its combined everything its learnt to become a self confident entity, with a more mature demeanor, and as a result, is ready to have a more sophisticated social life and just as much fun.

Of course, once you reach your thirties, you check yourself out in the mirror and are likely to conclude that it’d be a good idea to pay your image a little more attention before stepping out from now on. BMW designers have looked after their ‘little one’ in this respect and tailored its outfit to accentuate lines in all the right places. Like a true thirty year old, the rear end has grown slightly (17 mm wider track and a 30 mm longer wheelbase), but fortunately its been dressed to flatter and is now sportier than ever – Trinny and Susannah would be proud. It’s been given a stylish new range of shoes too, a choice of 16- to 18-inch, which balance its profile quite nicely between its waist and shoulderline. Sadly, I feel BMW could have sharpened things up a little more at the front, instead of getting carried away with the botox. The puffy eyes and flared nostrils are certainly different, but I’d prefer to have seen them updated along similar lines to that of the new 3 Series.

The 1 Series can now also be accessorised in two styles, ‘Urban’ or ‘Sport’. Urban accessories include white wheels, wing mirrors and trim strips in either bumper, while the Sport option sees those features in a combination of high-gloss black and chrome.

Sit down with the 1 Series for a few minutes and you’ll find its lost none of its interior qualities and, if anything, is now a little sassier in its character. The 1 Series’ relationship with its driver is better than ever, thanks to a chunky dashboard angled in the driver’s favour. The seats are some of the best in class too, with multiple areas of adjustment together with inherently good support and cushioning. Rear legroom has increased by 21 mm, but you’d be hard pressed to notice the difference. The rear seats, however, still fold flat in a 60:40 split, so luggage space ranges between 360- and 1 200-litres. There are also plenty of areas for storing personal items, and removing the chunky manual from the cubbyhole would free-up even more.

Proving itself more youthful and trendy than ever, the 1 Series is available with BMW’s latest iDrive infotainment and ConnectedDrive systems, which, provided you have an Apple iPhone, can connect to the Internet and access your social media profiles on Twitter and Facebook. Now while this could be seen as a bit of gimmick, as the ability to send status updates and tweets is limited to a number of preset options, it is useful to keep updated on these streams of information, real-time, on an easy-to-read 6.5-inch colour display. Let’s face it, many people are checking this info on their tiny mobile phone screens while they’re driving anyway, so ConnectedDrive is far safer and convenient. In addition to providing connectivity to the Net, ConnectedDrive also includes safety features such as Lane Departure Warning with Collision Warning, as well as Speed Limit Info (a camera positioned in front of the rearview mirror scans and recognises speed limit signs) with No Passing Info.

The technology extends to the new engines too. Four-cylinder, 1.6-litre TwinPower turbocharged engines are used in the 116i and 118i, producing 100 kW and 125 kW respectively. The 120d, which will arrive later in the year, receives the 135 kW / 380 Nm 2.0-litre diesel engine found in the 320d sedan, which, despite it not being available to drive at the local launch, is likely to be the pick of the bunch in terms of performance and fun. The entry level 116i felt a little too timid for my liking, primarily because you know you’re sitting on a rear-wheel drive chassis with 50:50 weight distribution that you haven’t a hope in you-know-what of ever exploiting.

On the other hand, in combination with BMW’s EfficientDynamics measures, encapsulated by the new ‘Eco Pro’ driving mode and activated by a button next to the gear lever, BMW claim the 116i is capable of averaging 5.5 L/100km or 129 g/km of CO2. The 118i has the boost turned up a little and has far more get-up-and-go. In combination with the smooth 8-speed Steptronic gearbox, it will accelerate to 100 km/h from standstill in 7.5 seconds and reach a top speed of 222 km/h. Both engines are equipped with stop/start technology as standard.

The BMW 1 Series retains its handling characteristics, meaning a taut, but comfortable ride. The steering has positive feel and response, consistent in its action, with some kickback to keep you entertained on rougher sections of road. Although this could be interpreted as nervous handling at times, it’s a by-product of a rear-wheel drive setup, in that the steering response is heightened and more direct in lieu of its sole focus on guiding the car and not pull it along too.

With its choice of Urban or Sport specification, along with a host of interior and exterior styling options and technology, BMW has schooled its 1 Series well, with the result being a sophisticated and personable character. Although BMW say 70 percent of 1 Series sales already come from clients who’re moving from away from other brands, the new personalisation options and array of technology stand to perpetuate this trend.

Pricing includes a 5-year/100 000km maintenance plan.