We’ll be spending time photographing it, speaking with BMW personnel and getting to know every nook and cranny so that we can convey as much about it to you as possible. What we’d like to hear from you in the next 40 hours and 20 minutes (and counting) is, well whatever it is that you’d like us to discover. Think of us as your very own secret agent.

Details of the 1 Series M Coupé will be held under embargo until Thursday at 11:59pm, so we can’t tweet live from the photoshoot, but I promise to be on Twitter for an hour or two after embargo to answer any further questions.

To remind you about what we know so far about the specification of the 1 Series M Coupé, take a look at our previous article – “BMW 1 Series M Coupe – Interview with Albert Biermann” in which Biermann talks about the engine’s power output, the car’s unladen weight and what we can expect in terms of its driving dynamics.

Other articles worth taking a look at for reference include;

1. BMW’s 1 Series M Coupe visits Paris [6-10-2010]
2. BMW partially reveals the new 1 Series M Coupe [27-08-2010]
3. New in-car video of BMW’s 1 Series M Coupe. But is it an M car? [12-07-2010]
4. BMW previews the 1 Series M Coupé [12-07-2010]

Exciting eh?

Whatever you may think of the 1 Series, this M Coupé is something really rather special, unfortunately for UK customers there are only 450 cars currently due to being imported, so if you’ve been sitting on the fence trying to decide whether to buy one… now might be a good time to make your mind up, and even more reason to tell us what you’d like to know.

Feel free to either post your thoughts and questions in the comments below, or tweet me on @DriversRepublic.

[styledbox type="information" ]A big shout out to the folks from 1addicts.com who have kindly agreed to add their voices to this thread and help make the subsequent feature as relevant as possible. You can follow the thread at the following link 1addicts.com – BMW 1 Series M Coupé – what would you like to know? 1addicts.com is part of the @bimmerpost series of forums, which is a great resource of knowledge and insight for all things BMW.[/styledbox]

VIDEO from last weekend’s Autosport Awards

As we mentioned last week the 1 Series M Coupé will enter production in 2011 for a 8-9 month window, with UK deliveries starting at the end-May 2011. Customers will be given a choice of 3 colours – Venetian Orange Metallic, Saphire Black and Alpine White. We’ll get the chance for some static shots of the car in December, but press drives of production versions will not occur until April/May 2011.

Until then we’ll rely on the details published in BMW’s M-Power.com Closed Room and the driving impressions of the development model recently gained at Ascari circuit in Spain.

Earlier this morning BMW published an interview with Albert Biermann, Head of Development at BMW M GmbH, who provides further details on the BMW 1 Series M Coupé.

M-Power.com: What will the customers be getting for their money?

Biermann: The BMW 1 Series M Coupé is driven by a 3.0 litre inline six cylinder bi turbo engine delivering about 340 hp. This power is transferred exclusively via a six speed manual gearbox. A closer look at the prototypes will reveal many similarities to the chassis, brakes, and rear differential of the BMW M3.

M-Power.com: So what we have is a small BMW M3?

Biermann: To a certain extent, absolutely. Yet, on the other hand, not really. There are parallels between the power and weight of the BMW 1 Series M Coupé (we expect about 1500 kg) and the BMW M3 E46. On the performance side, though, it will be in its own league. We assume that the 1 Series M Coupé will be about ten seconds faster than the M3 predecessor on the Nordschleife. And of course it will have its own particular character.

The BMW 1 Series M Coupé may be a similar size to the E30 M3, but it's also likely to be nearly 300 kg heavier. That's progress for you...

M-Power.com: Its own particular character is also shown in the first design details. What can we expect here?

Biermann: Of course, we can’t disclose all of the details today. A number of distinctive design details can already be viewed on the internet. In addition, you can expect to find the usual M icons both inside and outside. However, one figure I can give you: the BMW 1 Series M Coupé will be about 80 mm wider than the 135i.

M-Power.com: When can we expect further details?

Biermann: We’ll be announcing all details on the BMW 1 Series M Coupé in mid December. Until then, there is a constant stream of news at M-Power.com. The world premiere of the BMW 1 Series M Coupé will be held at the Detroit Auto Show in January 2011, and vehicles will be delivered to the first customers in early summer.

BMW are now ready to launch the production version and have begun with a short video, showing us a few intriguing details such as the CSL-like alloy wheels, views of the unique M-bodykit and signature quad-pipe exhausts.

The 1500+ kg 1 Series M Coupe uses an upgraded version of the 3-litre turbocharged engine as fitted to the 135i mated to either an M-DCT transmission or manual box as an option. With an M-differential transmitting its 335 PS to the road, the 1 Series has been designed to recapture the fun of the iconic E30 M3 although as we mentioned in an earlier report it’s nearly 300kg heavier than its iconic predecessor.

We’re expecting further details to be revealed (slowly and seductively) during the next week, but you can keep track directly by registering at the ‘closed room’ on BMW’s m-power.com website.

Website BMWBlog.com will be interviewing Dr. Kay Segler, Head of BMW M GmbH, at this weekend’s Oktoberfest 2010 where the new 1 Series M Coupe is now on show (partially!). You can see more photos, exclusive videos and an interview with Dr. Kay Segler during the weekend on http://www.bmwblog.com.

The road-going M3 GTS features a bespoke 4.4-litre V8 engine producing 444-bhp, lightweight sports exhaust with titanium silencers and a reprogrammed 7-speed M dual-clutch Drivelogic transmission. It weighs some 70 kg less than the standard M3, thanks to plexi-glass polycarbonate rear windows and an the use of lightweight materials throughout.

The BMW M3 GTS equipment includes purebred racing bucket seats, carbon fibre interior trim, and an Alcantara M steering wheel. Also the door and side panelling in the rear are trimmed in Alcantara. The GTS is also fitted ex-works with a rollover bar bolted behind the B pillar, facilities for six point seatbelts, and an extension option for the rollover cage. Three point automatic seatbelts are installed for use in road traffic, whilst separate six-point seatbelts are in place for driver and front passenger together with a fire extinguisher.

SkiddPlayer

BMW M3 GTS. THE ESSENCE OF M.

+ Click to watch the video

Designed as a ‘club sport’ version of the M3, the GTS is an M3 race car for people who enjoy track driving and hobby racing. Fewer than 150 cars will be built in a single production run starting soon and at a price of more than £110,000 it will be a rare collector’s piece.

With a further 2 years yet to run of the current model M3, BMW are hinting that a special-edition version of the GTS may yet be forthcoming, this time produced in greater numbers, with a lower price tag and a few more creature comforts added back in. Of course it would use the GTS’ new 4.4-litre V8 engine since it would be a shame to limit such an awesome powerplant to a mere handful of cars.

BMW broke its own rules with the X6 M and X5 M, producing their first ever M cars with 4WD, an auto box not to mention the ‘small’ matter of their SUV girth and stature. We have also been worried about the trend away from bespoke high-revving engines towards what at first sight seems little more than modified versions of mainstream BMW powerplants.

It’s this last aspect combined with the 1 Series M Coupe’s likely kerb weight that provide this cause for concern.

We’ve now spotted a video (thanks to BMWBlog) that on the face of it should put our minds at rest. What do you think?

BMW 1er M Coupé on YouTube

The performance figures, if not in the same league as the GT2 RS are still impressive making the GTS comfortably the quickest model in BMW’s current range. Accelerating in just 4.4 seconds from zero to 62.5 mph, reaching the 1000-meter mark from a standstill in 22.5 seconds, on its way to a top speed is 191 mph. No mention is made of the usual BMW speed limiter, so let’s also take the opportunity of recognising the M3 GTS as the fastest production car BMW have yet produced.

Okay, this is perhaps a slightly hollow victory given that the M6 can exceed this figure if derestricted, but nonetheless it’s worth noting.

“The BMW M3 is an icon and internationally synonymous with the highest level of dynamics,” explains Dr. Kay Segler, CEO of the BMW M GmbH. “Our aim was to develop a model variant that would prove its outstanding potential both on the road and at club sport racing events. The BMW M3 GTS is pure M feeling, embodying the brand values in a highly concentrated form.”

For two decades the BMW 3-series has represented the epitome of successes in motorsport. The number of touring car racing victories and titles is unsurpassed by any other rival, and now with the M3 GT2 causing something of a sensation in endurance racing, BMW believe it is time to reflect this success back in their road car range.

More displacement, more power, more torque

The power required for high performance in motor sports is delivered by an 8-cylinder engine featuring a high-revving concept. With its unparalleled pulling force, which is constantly available over a very wide engine speed range, the V8 engine developed exclusively for the BMW M3 by BMW M GmbH features refined performance characteristics that are closely oriented towards the requirements of motor sports. A version of this power unit with further increased displacement, power output and maximum torque was exclusively conceived for the BMW M3 GTS.

The increase in displacement from 3,999 to 4,361 cc is achieved by a cylinder stroke that has been extended from 75,2 to 82 mm. In the enlarged combustion chamber, a maximum power output of 331 kW/444 bhp (BMW M3: 309 kW/414 bhp) is delivered at 8,300 rpm. Maximum torque has been increased by 40 Nm to 440 Nm and is available at an engine speed of 3,750 rpm.

Characteristic constructional features derived from motor sports, which include the crankcase designed as a bedplate construction and made of a special aluminium-silicon alloy, individual throttles, knock sensors featuring ionic-current technology and a dynamically optimised wet-sump oil supply have been adopted from the original power unit. The lightweight sports exhaust system developed for the BMW M3 GTS with model-specific primary catalytic converters and titanium rear silencers ensure optimum exhaust flow.

Transmission of power is effected by means of the M Dual Clutch Drivelogic gearbox developed for the BMW M3. This 7-speed transmission operates according to a principle also developed for motor sports and permits gear shifting without interruption of traction for extremely dynamic acceleration. Its gear shift characteristics have been exclusively tuned to the modified engine featured by the BMW M3 GTS.

Watch the M3 GTS being put through its paces by a professional test driver. Click to view on SkiddPlayer.

High-performance suspension with adjustable racetrack set-up

The car’s suspension technology also derived from motor racing is based on the front and rear axle construction featured by the BMW M3 Coupe. Contrary to that, the BMW M3 GTS features a rigid rear-axle support as well as a coilover suspension, the dampers of which are independently variable in the traction and compression travel. Moreover, camber on the front and rear axles and vehicle height are variable for motor racing purposes. The car is lowered by 16 mm at the front and 12 mm at the rear.

The high-performance brake system featured on the BMW M3 GTS has been designed as a fixed-calliper construction and comprises six pistons on each of the front wheels and four pistons on each rear wheel. Compared to the BMW M3, the brake discs are 18 mm larger in diameter at the front and 30 mm larger in diameter at the rear. Furthermore, steel-armoured hoses are used.

Specific tuning of the stability control function DSC (Dynamic Stability Control), including ABS and the M Dynamic Mode (MDM), make allowances for the increased dynamic potential of the BMW M3 GTS. Optimum transfer not only of acceleration torque but also of the brake torque is also guaranteed by mixed tyres on matt black, 19-inch M light alloy wheels featuring a Y-spoke design.

Aerodynamics: Optimised components with variable adjustment

In order to optimise air stream and for on-demand adaptation of downforce characteristics, the BMW M3 GTS is fitted with motor racing-oriented front apron and rear wing elements. They offer the possibility to adapt the car’s aerodynamic characteristics according to the racetrack profile and other basic club motor sport requirements. The air duct elements in the front apron are also variable, as is the position of the rear wing. The tail assembly is based on the corresponding component featured by the BMW 320si in the World Touring Car Championship (WTCC).

Any colour so long as it’s orange

The BMW M3 GTS will only be available in a unique orange colour. Additional model-specific features are the matt black exterior components such as the BMW kidney grille, roof trims and alloy wheels as well as the side gill elements made of dark anodised chrome.

In addition to the standard CFRP roof on the BMW M3 and titanium rear silencers, an exceptionally light construction of the centre console and door panels, the use of polycarbonate side windows at the rear and a polycarbonate rear window, dispensing with seats in the rear compartment and acoustic insulation configured specifically for the vehicle all serve to guarantee weight optimisation. The unloaded weight of the BMW M3 GTS according to DIN is 1,530 kg including roll bar and M Dual Clutch Drivelogic transmission (BMW M3: 1,600 kg). Automatic climate control and audio system supplied as standard comfort features in the BMW M3 can be fitted if the customer desires.

The interior of the BMW M3 GTS reflects a predominant focus on optimum performance and the highest level of safety on the racetrack. The range of equipment includes thoroughbred racing bucket seats, carbon interior trims and an Alcantara® M steering wheel. Door and sidewall linings in the rear compartment are also made of Alcantara®.

The BMW M3 GTS is equipped as standard with a roll bar fitted behind the B-pillars. Furthermore, the car body offers fastening points for six-point safety seat belts and an optional extension for the roll cage. The car is fitted with three-point automatic seatbelts for road use. Additionally supplied six-point safety seat belts for driver and front seat passenger and a fire extinguisher complete the range of equipment.

The M3 GTS will be priced at €136.850 in Germany with deliveries beginning in July 2010. UK prices are likely to be considerbly ‘higher’ than any current model in the range (M6 included), but won’t be confirmed until the end of 2010 before right-hand drive cars go on sale in January 2011. The number of cars allocated for UK market will be very small, so it’s not surprising to hear that they have already all been sold.

Full technical specifications for the BMW M3 GTS

Describing a model as being fitted with a ‘competition package’ would seem to imply a comparable intent to Renaultsport’s Cup models or perhaps even Porsche’s GT3, particularly when BMW’s press pack describes their new M3 variant as being “inspired by the popular E46 M3 CSL”.

Anyone who has driven such hardcore sporting models can attest that their ‘competition feel’ is as much the result of extreme weight-loss rather than the fitment of additional options – however the M3 Competition Package weighs just the same as a regular M3 Coupe.

Like all 2010 M3 derivatives, a Competition Package specified car now comes complete with the introduction of Auto Start-Stop technology as standard. This EfficientDynamics technology is new to the M3 range and has a positive effect on fuel consumption and emissions. Improving fuel consumption on the combined cycle from 23.7 mpg to 25.2 mpg when fitted with Auto Start-Stop, and emissions from 285 g/km to 263 g/km.

The Competition Package also features a 10mm lower ride height, bespoke 19-inch CSL-style alloy wheels, a new Sport setting within the standard Electronic Damper Control (EDC) and a re-programmed Dynamic Stability Control Plus (DSC+) system. Compared to the standard EDC system the one fitted as part of the Competition Package has a revised ‘Sport’ setting to enhance the handling characteristics with an even greater bias to enthusiastic driving, likewise the thresholds of DSC intervention have been reprogrammed to permit less traction control interference and suit the more capable driver.

In fact it would seem that this new M3 Competition Package is really the modern incarnation of the E46 M3 CS, a variant that made the E46 M3 more rewarding to drive without compromising on the M3s comfort, utility and electronic gadgetry.

So, perhaps further reason to choose BMW’s ultimate driving machine over its competitors, but the regular M3 is still a cracking car and is priced £3,315 ‘less’ than this new variant.

But the M3 is an iconic model in the BMW range, perhaps the one car that best represents what BMW is all about and BMW knows how vast and influential their enthusiastic owners can be. So what are the enthusiasts to make of this new Competition Package?

You may be familiar with the M3 Edition, which was launched in July 2009 and featured a 10mm lowered ride height together with several cosmetic changes to the standard M3 Coupe. These changes are carried forward as part of the Competition Package, together with several further enhancements.

The 10 mm lower suspension is joined by a revised Electronic Damper Control system with a new dynamic Sport setting, where previously the sport setting was fixed (both comfort and normal settings on all M3s are already dynamic), and a new Dynamic Stability Control Plus system with less electronic intervention thereby allowing more slip than the standard car’s M Dynamic Mode (MDM).

The Competition Package includes 19-inch light alloy wheels, inspired by the E46 M3 CSL plus a host of cosmetic changes including carbon fibre embellishments on the front spoiler and rear valence.

So what’s the problem?

Well, many enthusiasts are still seething over BMW’s decision not to produce a successor to the E46 M3 CSL and produce the X5 M and X6 M instead – although the soon to be launched M3 GTS may have silenced some of the more vocal critics. But it’s a raw nerve and one that many enthusiasts take seriously – after all, this is the signature car of BMW’s M Division and provides a barometer for BMW’s DNA.

Using carbon fibre (a la CSL), plus a faux-CSL boot spoiler and CSL wheels could well be like waving a red rag to a bull…

Other changes introduced at the same time include Auto Start-Stop technology which comes as standard to all versions of BMW’s M3. The Coupé, Convertible and Saloon already feature Brake Energy Regeneration, lightweight engineering principles and on-demand use of ancillary systems to enhance all round efficiency. The introduction of Auto Start-Stop, on both manual and M DCT transmission-equipped cars, represents the first time a BMW model with more than four-cylinders and a transmission other than a six-speed manual has featured the technology. No other high performance car currently comes with this capability.

The benefits of Auto Start-Stop for all BMW M3 models results in significant reductions in CO2 emissions and an improvement in fuel consumption from the EU5 compliant power plant. On the M3 Coupe this results in an increase from 23.7mpg on the combined cycle to 25.2 mpg, when fitted with Auto Start-Stop.

The Competition Package will go on sale 20 March, 2010 at the same time as Auto Start-Stop technology joins the standard specification of all M3 models.

It is quiet, with little overt indication of what goes on within. Just a typical BMW sign outside, and a few road cars gathering a light dusting of snow in the parking area. You can tell quite a lot about an organization by its corporate headquarters, and also by its leaders.

Today I am meeting Dr. Mario Theissen, BMW Motorsport Director, as they head into 2010, with no Formula 1 programme for the first time in more than a decade.

Substance before Style

Once inside the building, the reception area is low-key, too, containing a small collection of recent racers – an E92-based M3GT, Augusto Farfus’ 2009 E90 3-series WTCC car, one of the infamous E46 M3GTRs and a Formula BMW open wheeler along with some motorsport engines. A handful of trophies sit on plinths, with 3 large illuminated cabinets containing a further – impressive – collection of silverware.

None of the bright lights, extravagant architecture and themed presentation of the nearby BMW World and BMW Museum here, however. When you consider how much of BMW’s coveted image is founded upon its sporting credentials and the relationship between its road cars and its racers, this first view of the heart of its Motorsport operation is curiously downbeat. But perhaps that is good news. Maybe the money gets spent on what is actually important, rather than what just looks good. That definitely used to be the rule with the M cars, anyway.

Formula 1 and the Strategy Shift

If you have watched F1 in the last few years, and been paying attention, you would have seen Mario Theissen. As high stress – if you are not winning – high visibility jobs go, being an F1 Team Principal is right up there with Premiership football managers. So I can’t help thinking that a part of Theissen might have been secretly pleased when the BMW board announced, last July, that the company was pulling out of this branch of the sport at the end of the 2009 season.

He is a tall, quite youthful 50 something, dressed in the typical ‘business casual’ style that you find so often in Germany. His office is a tidy person’s dream, with an almost complete lack of clutter or decoration. Just a few scale model cars here and there, to hint at the automotive world that surrounds us. His frameless glasses add a slightly scholarly air, backed up by a quiet and measured speaking style, in excellent English.

He explains the rationale behind the withdrawal.

MT: “There was a shift in overall corporate strategy. The board decided that Motorsport should be more clearly directed towards technologies which are relevant for future mobility, and although we will always be in motor sport, F1 did not comply with the mainstream of this new strategy. On the other hand F1 takes most of the resources in this area, and so this brought about the decision to stop F1 and focus on other areas of motor sport as well as other things that came about with the new strategy.”

The Green Agenda, then….

Dr Mario Theissen in his office at BMW Motorsport

BMW’s factory in Landshut, home of BMW’s motorsport foundry and source of carbon fibre for the M3 and M6

MT: “There is a comprehensive education programme – how to drive the car, how to set it up, data analysis, physical fitness, mental coaching, nutrition, how to deal with sponsors and the media. The feedback that we get suggests that it is a very good programme. We are doing this now with two series, the European series and another in Asia. It is very rewarding to see how the young guys develop through this.”

Given that this suggests a fairly big investment by BMW, what is the payback?

MT: “It is a big investment, and you cannot make money by providing young drivers with a platform, a safe platform. This takes money, but it is our racing mentality and our attitude is not about payback here. We already have a lot of payback in motor racing and developing young drivers is a way that we give something back to motor racing.”

Is there any expectation of BMW having some involvement in the gap between Formula BMW and F1?

MT: “No, but we have a broad customer base, and if somebody wants to use a BMW engine in something, say a Formula car, we can provide that engine, but we will not become involved in another formula racing programme”

Refine and improve, or break it all down and start again?

This is Dr Kay Segler’s challenge, since taking on the role of President of BMW M GmbH earlier this year. His life will not be simple as he contends with the expectations of the many M-car traditionalists who fear the future means massive 4x4s, turbocharging and automatic transmissions.

It is fortunate that Segler is an enthusiast having arrived at M Division from his previous role as Senior Vice President Brand Management at Mini.

I first met him 10 days before the Frankfurt Motor Show at a BMW Driver Training event at the Nordschleife – 2 days of intense circuit training in DCT equipped M3s. And he wasn’t just visiting for the evening social, he was there as a pupil. An hour or so after my initial interview with him at the Frankfurt show, our paths crossed again, when I was photographing some of the M-cars which formed part of the (rather small) BMW M-presence in the IAA exhibition hall.

He grabbed me by the arm and led me over to a limited edition (of 100) M6 Competition Edition, telling me that he had been evaluating the new semi-matt silver grey paint finish, driving the car on road to see how it looked when dirty.

He clearly loves it, stroking the front wing of the car, saying, “You must be careful not to polish it, of course…”.

Despite Segler’s obvious enthusiasm, the overall health of M division has been a cause for concern to many enthusiasts.

This summer’s launch of the X5 M/X6 M has been met by many with a grudging acceptance of their capability, but disbelief that these – how should we put it…..rather large and heavy vehicles – could be considered true M-cars?

What has happened to the carefully refined-over-many-years philosophy of rear-wheel drive, high revving naturally aspirated engines and driver involvement?

This year’s Frankfurt Motor show demonstrated the car industry’s current obsession with fuel efficiency and environmentally-friendly motoring. All of the volume manufacturers have gone into hyperdrive, or perhaps ecodrive, in their efforts to demonstrate their good citizenship.

BMW’s own exhibition hall showcased their Efficient Dynamics concept admirably with a procession of whiter than white, eco-logoed cars dominating the visitor experience, as they circulated the hall on a banked track. M-cars were present, but in very limited numbers, parked, almost tucked away in a corner, as if their presence was a touch embarrassing in amongst all the planet saving. The display was dominated by Mini, and even Rolls Royce had more floor space, and a more prominent position.

Segler’s vision for the M-brand is “Childhood automotive dreams realised” which sounds good, but what will this mean in practice? The cars themselves are getting more complex, heavy and expensive, so the entry point becomes higher and harder to attain for many people. Those who do have the funds have found the E9x M3 to be less engaging initially than its predecessor(the E46 M3), and so are not necessarily getting their chequebooks out on the strength of a 20 minute test drive. It has become – at first acquaintance anyway – a supremely good GT, rather than an overtly sporting car.

Segler agrees but counters this with “The M button”, which he sees as a key differentiator over BMW’s competitors, with its capability to alter so many of the car’s characteristics – throttle sensitivity, steering weight, suspension damping and traction control thresholds – in an instant, changing the relaxing GT into something much more responsive and almost hard-core.

The best of both worlds available at the touch of a button. This, he believes, positions the M3 uniquely against its competition.

“How would you feel after driving from Munich to Frankfurt in a 911? Tired and stressed” says Segler, “not so in the M3, which is relaxing when you need it to be, yet also entertains when you want to have fun”.

This begs a difficult question. What’s the M3’s true competition? The 911? Maybe, but Segler counters that the 911 doesn’t deliver the relaxation of the M3 when it’s in GT mode.

It‘s not just the noise levels either he argues, but the quality of the noise and this is something that BMW spends much time and effort optimising. Anyway, the 911 is far less versatile in terms of accommodation and usability, something which Segler maintains as a core virtue of the dual-personality M-car.

In the USA, he identifies the M3’s principal competitor as the Corvette. Mercedes C63? Lexus ISF? Nothing volunteered here by Segler.

I did mention Audi’s RS4, but I think I got away with it…..

Audi’s interpretation of the compact V8-powered sporting GT is a bit of a sore point with Munich people, with dark mutterings about former BMW executives, walking with future model plans. There was still no mention of BMW’s response to Audi’s R8, nor of an E92 M3 CSL and I get the sense that neither of these are particularly high on Segler’s to-do list.

Competitors for other M-cars are rather more clear cut, according to Segler, with the X5 M/X6 M very obviously targeted at the Cayenne. The M6 hitting the upper reaches of the 911 range and the M3 sweeping up the rest. The M5, sadly appears to be drifting into obscurity. In fact it was not even on display at Frankfurt, which might be explained by the fact that it’s approaching the end of its term in E60 form, with the F10-platform 5-series due out next year.

Neither were the M3 saloon or convertible present, but without the same excuse this seems another symptom of the low – perhaps too low – profile nature of BMW’s M-presence at the show.

Getting back to Segler’s strategy he explains that it has 4 themes:

• the products, i.e. the M-cars, the ultimate realisation of the BMW dream
• the experience available via the BMW Driver Training programme, which is part of M, and frequently uses M-cars (for example the E92 M3 is currently the vehicle of choice)
• the Individual Programme where customers can configure the vehicle of their choice – within the limits of body colour and interior trim at least.
• M Sport packages which allow a low cost entry into the world of M via some cosmetic additions.

The latter theme conflicts somewhat with the functional enhancements available via the BMW Performance Parts catalogue. M-cars have always been known for delivering function over form, and Segler recognises that this conflict needs to be – and will be – resolved, either with a re-alignment of the M Sport and Performance Package offerings, or better still their full integration.

Segler sees the BMW Driver Training programme as being a fantastic opportunity to engage with BMW’s customers and let them experience the product in a way that is almost impossible on the road. This is a great selling tool but only serves an already willing and committed audience. For most people the idea of spending EUR2400 for a 2-day sales pitch at the Nordschleife is a little difficult to justify.

The Driver Training programme is, however going to be tailored and rolled out into new or rapidly growing territories, such as China and Malaysia – but without the theatre of the Nordschleife.

But what of the future?

The gap in the range – beneath the ever more powerful, heavy, thirsty and expensive M3 – needs to be filled, and not just by M cosmetics or the aftermarket Performance Products range.

A proper M version of the 1-series would be nice, but seems unlikely. Perhaps a new (as yet unknown) model will join the M Division range? Or maybe an M3 version that brings the M3 GT4’s capabilities to the road?

The withdrawal of BMW from Formula 1 will mean that the link between BMW’s motorsport participation and their road cars could well become more obvious. There was a hint here that a conversation with Mario Theissen might be useful. This though, doesn’t sound like a cheaper version of the M3 but might address some of the concerns of the traditionalists – who fear the imposition of 4wd, turbocharging and auto boxes and need – or at least want – the “purer” driving experience that goes along with high revving normally-aspirated power plants and rear-wheel drive.

For the traditionalists Segler has a message – “assume nothing and discount nothing”. BMW’s M Division plans to get ahead of their competition (whoever that is) by 15/20% in each sector. If that means 15/20% better on fuel consumption and emissions then whether the 911 or the Corvette is the target, such a leap from the current M3’s performance will be a major challenge.

There is little chance that this can be achieved via conventional technology – either naturally aspirated or using forced induction – without a significant weight reduction, or will hybrid capability be part of the next M generation, as suggested by the Vision concept?

Could they really deliver this in 3 years time? If they do, it would be a major achievement, but this introduces further challenges from the traditionalists, who already appear to be struggling with radical change.

If the next generation M5 comes equipped with today’s X5 M / X6 M powerplant it is unlikely to be significantly quicker, cleaner or more economical than the current generation without either weight loss, or assistive technology – as showcased in the X6 hybrid which with its 4.4 litre V8 combined with electric motors, is claimed to be 20% more fuel efficient than the Xdrive50i model.

Segler also agrees that BMW should engage closely with their target market and use the internet much more, and better than it does at present. Segler cited 2 web communities – the Z8 Club in the US (which has got to be a pretty exclusive club by any standards) and MPower World in Germany as examples. That leaves a very big gap for interactive engagement which is waiting to be filled.

So what did we learn from our time with Dr Segler?

BMW M Division is facing an uphill challenge to remain at the centre of BMW – pushing niche versions of existing M-products (such as the M3 Edition or M6 Competition) is perhaps easier to sell for the time being than more radical versions.

But there ‘will’ be something radical coming in the next generation of M models – Segler wouldn’t be drawn on what this would be, but he is keen on weight reduction and said that different (future) challenges might well require different solutions from those used in the past.. He suggested that ‘traditionalists’ risked being too dogmatic, therefore ‘radical’ might mean something very different to those past M Division icons such as the E30 M3 and M3 CSL.

“..assume nothing and discount nothing”.

Does M stand for ‘Motorsport’ or ‘Marketing’? Segler said that F1 did not offer sufficiently overt links to BMW’s road-going products (for example, who thinks about engine management electronics?, which is one of the clearer trickle-down benefits of F1) and it should be possible to demonstrate closer ties in future if BMW are involved with other varieties of motorsport.

What about a road-going derivative of the M3 GT4? At which point Segler suggested that a conversation with Mario Theissen might be worthwhile – there was a very strong hint that something will happen this autumn although Segler reiterated the need to leverage BMW’s WTCC efforts (which could mean 2 litres rather than a 4 litre V8).

So, how about a 2 litre turbocharged 3-series? This would soften up the market in advance of the next generation of turbocharged six-cylinder M3…

Whatever happens, Segler clearly has change on his mind. He was the man behind Mini and clearly believes in the “new niches within niches” philosophy that continues to benefit his former brand.

Segler said that he wanted to be more specific in his targeting of the competition (which varies from market to market), meaning more specific configurations of product by territory and we asked whether it was really possible to achieve this economically.

He said that it can be done, so perhaps what we have really learned from meeting Dr Segler is to expect the unexpected.