BMW M135i xDrive 2022: The BMW 1 Series had something to prove when it went front-wheel drive in 2019, and with the four-wheel-drive BMW M135 xDrive, it proved it could design an effective hot hatch while maintaining the pricey ‘luxury’ feel of a BMW.

And now it has been updated. The improvements are largely mechanical, with the exception of some new colour possibilities like the retina-searing Sao Paulo Yellow in the images, which isn’t due until 2024.

The goal, according to the engineers, was to broaden the range of M135i model by centering the basic M Sport suspension as the driving enthusiast’s choice while maintaining the adaptively suspended car’s all-round capabilities.

To that end, all versions get more sound through the speakers, more alert torque vectoring by braking, retuned xDrive, and Michelin Pilot Sport 4 tyres, but cars with M Sport suspension get new springs and dampers, two degrees of front camber, Michelin Pilot Sport 4S tyres on 19-inch wheels, and stiffer bushes and mounts, all of which improve steering precision.

The adjustments have clearly distinguished the two versions. Both cars have the same chassis balance, with the M135i feeling more like a front-wheel-drive car with unlimited traction than a Ford Focus RS-style hip-wiggler. Because there isn’t any, the changes aimed at reducing torque steer have worked.

The revised torque vectoring, or ‘Performance Control’ in BMW parlance, also makes the M135i seem more nimble than before. When you’re approaching the limit of grip in a turn, you’ll notice the system nipping at the inner brakes to correct the car’s course. It’s a little fake and not really subtle, but it’s still a fun addition.

I’m not sure that the sport suspension’s level of chassis sharpness is worth the harsh ride after driving both models. It turns in with a little more snap, and cornering speeds can be increased thanks to the wider Pilot Sport 4Ss, but it’s still handicapped by uncommunicative steering and ignores the little humourless chassis balance. Is it more enjoyable to be on the road? Certainly not.

The adaptive dampers, which cost an additional £500, are a far more appealing compromise. The set-up is not only softer, but it’s also better damped, which greatly improves daily drivability.

The greater body roll compensates for the numb steering by letting you know what’s going on, and the lower grip provided by the smaller ‘basic’ Pilot Sport 4 tyres makes the car feel a little more lively at highway speeds.

A similar disparity can be seen in the powertrain modes. On full-bore upshifts in comfort mode, you hear a touch of synthesised exhaust bark and tiny thumps from the gearbox.

Sport mode blasts you with a forest of simulated exhaust noise, complete with phoney pops and bangs and single-clutch automated manual-style wallops on upshifts.

The eight-speed torque-converter gearbox, in general, feels more like a dual-clutch in terms of shift speeds and the minor clunkiness it exhibits when asked to grab a gear it wasn’t expecting. On the way up, it reacts quickly to the paddles, but it can sometimes reluctant to change down.

The M135i has basically been split into two cars: one with more drama and ultimate capability, and the other with more delicacy and everyday usage.

On first glance, the more modestly wheeled car with adaptive suspension appears to be the more cohesive whole, but more than that, it’s a matter of personal preference, and there’s no doubt that having options is a good thing.

Another point in the M135i’s favour is its affordability. Although £38,470 is not a little sum, it is less than the Audi S3 Sportback, Mercedes-AMG A35, and even the Volkswagen Golf R, indicating that a BMW is the more inexpensive option. Who would have guessed?

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