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3 Reasons why you should have bought BMW’s 1 Series M Coupé..

Steve Davies — Mon, 06 Jun 2011 22:45:00 +0000

We have a problem. As of last week BMW UK had already sold more than 2/3rds of their 1 Series M Coupé allocation, and unless the new M5 really pulls a rabbit out of a hat, this innocuous-looking entry-level M car is probably the best car BMW have produced in nearly a decade.

How did I arrive at such a preposterous conclusion? After all isn’t this just a 135i with a re-mapped twin-turbo six engine and a fancy body kit?

Well, on a scale of 1 to 10, where 10 is “I’ve just been given a free lunch” and 1 signifies “I’ve been screwed”, the 1 Series M Coupé is a 12. And a half. Seriously.

Setting off from the short-stay car park at Inverness Airport, after collecting the keys to our pumpkin-hued baby M-car, the first thing that struck me was how well the 1M fitted. Like a well-designed pair of jeans, I felt immediately at home, the steering felt crisp and attentive, the exhaust burbled away purposefully – I knew right away that the 1M and me would get along just fine.

Then 50 yards beyond the car park exit and we meet our first roundabout – time to find out if this is really an M-car. If you’ve had the pleasure of owning (or driving) an M-car then you’ll be familiar with this moment – the empty roundabout. Whilst extensive testing and development on the Nürburgring might represent the serious side of the M brand, for most of us outside of a track day, the humble British roundabout represents the best opportunity to feel the genius that’s gone into creating the variable M differential – a device so simple (in theory) but essential in pitching the tail of an M-car sideways under throttle… and keeping it there.

The 1M passed the test with honours. Not since the iconic M3 CSL has an M-car been produced that rewards such a side-window navigation style of driving. The M differential deliver the perfect tag-team performance alongside the 1M’s quick and responsive steering, meaning that anyone (not just the slide-heroes) can enjoy the 1M’s perfect 50:50 balance.

Rather than continue eulogising about the 1M’s talents, not least because there are so many that by the time you read this article all remaining 1M’s will have been sold, I thought it would be more useful to just focus on the reasons why you’d wish you’d got your cheque book out and secured one for yourself.

So here goes. Just hum along to the tune of Queen’s ‘Bohemian Rhapsody’ and by the time I’ve finished you should be ready to pick up the phone or search the classifieds for your own little piece of M-heaven.

The Sweet Spot

Engine (8 out of 10)

The 3-litre twin-turbocharged N54 engine is a familiar unit in BMWs, having already appeared in the 135i, 335i, Z4 and even X5/X6. But what would appear to be a downside ends up being one of the 1M’s greatest strengths. BMW claim that the engine produces 332 bhp @5,900 rpm and 332 lb/ft of torque (450 Nm, or 500 Nm/370 lb/ft available in overboost mode), which sounds respectable but by no means exceptional for an M-car.

However it feels quicker than that – much quicker and according to a dyno test performed by US magazine Inside Line, there’s a reason why. The figures measured by Inside Line were 326 bhp and 362 lb/ft (at the wheels), now allowing for even minimal transmission losses very few cars can retain more than 80% of the power produced at the flywheel by the time it reaches the wheels – that would mean power at the flywheel (which is the way all manufacturers quote their figures) for the car tested by Inside Line of well over 400 bhp..

To quote the well known film, Dude, Where’s My Car? – Sweet! Dude! Sweet!

So what does 400 bhp in a 1 Series feel like? The overriding sensation is one of effortless performance, I’ve seen some reviewers refer to the 1M as being all about torque but I feel that’s misleading. The most effective way of driving quickly in the 1M is certainly to surf along on a plentiful supply mid-range torque, but the engine pulls hard until 6,500 rpm after which it flattens out.

This is an engine which is reminds me most of Porsche’s 997 Turbo, not in its absolute performance but in the way it can warp distances with very little movement of the throttle. Within its slug of acceleration from mid-range to peak power I’d say it was probably quicker than an E92 M3 – it’s that good.

Downsides? Very few really. There’s no discernable turbo lag whatsoever, but unlike M-cars of old there’s little reward in stringing the engine out to its rev limiter. I found this initially disappointing, but once I’d explored the 1M’s wider talents, I soon forgot about the loss of a few thousand revs. If it were any other make of car, it wouldn’t be worthy of comment, but if like me you’ve become accustomed to the high-revving engines fitted to M cars during the past decade, then its worth noting.

One further point if I’m being really picky is the 1M’s behaviour during heel-and-toe down-changes, the turbocharged nature of the straight-six engine and perhaps also the setup of the throttle map makes blipping the throttle on down-changes a difficult and unrewarding exercise, that’s one of the characteristics I like so much about the M3, but I suspect I’m probably in a minority. Most people will be more than happy with the character and performance of the 1M’s engine. It’s definitely good enough to be considered a proper M car engine.

Take a closer look: Make sure you select ‘M’ mode on the steering wheel when you first drive a 1 Series M Coupé, it makes a huge difference to the responsiveness and outright squirt-ability of the car and arguably results in a more relaxing car to drive quickly.

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Steering and confidence at the wheel (7 out of 10)

One of the most important attributes of any high-performance car is how it feels to steer under throttle and at speed, a car which is nervous or unpredictable when turning into a corner will be slower (and a lot less enjoyable) than one who’s steering and chassis response inspires confidence.

Of all the 1 Series M Coupé’s many capabilities, I found this to be its least impressive. The steering provides plenty of feel and response for those lairy roundabout moments, but at speed beginning that turn into a corner there’s a slight looseness to the first degree or two of input which is initially disconcerting. The solution is to turn in progressively but confidently, overcoming any slight vagueness and enabling the 1M’s well planted front end to start feeding back those reassuring signs of composure.

Over the 300 miles or so of our test, my confidence grew and the 1M proved to be an indecently quick tool across the fast and twisty highland roads around Inverness. More telling is how this confidence remained throughout the day, on both wet and dry roads and every conceivable road surface – a 400 bhp rear-wheel drive car that remains rewarding and fun on wet roads is a good car indeed. Very good.

Take a closer look:Make sure you get a good feel for the steering response in the 1M early on in your acquaintance with the car, any slight vagueness when turning into fast corners is easily overcome by using more progressive steering inputs. Depending on what you’re used to this may come naturally or take a few miles of practice.

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Agility becomes the new watchword for modern day M cars (A big fat 10 out of 10)

If I had any reservations about the 1 Series M Coupé’s high speed turn-in, then this was completely eradicated the moment we came across a series of tight and twisty turns in the hills near Glen Urquhart. If you thought an M3 was quite agile, then welcome to the new benchmark in the M car stable.
The 1 Series M Coupé is not like other 1 Series models, for a start it uses numerous key suspension components, originally conceived for the BMW M3, which have then been modified for use in this car. Think of it as having all of the best bits of the M3, but with more than 100 kg less mass to carry around.

It was on that Scottish hillside that all the pieces clicked into place, the punchy engine, quick steering and unimpeachable chassis were laughing at my attempts to challenge their supremacy. Having been an M3 CSL owner myself for almost 8 years, I thought I’d learned all there was to know about BMW’s best rear-drive chassis, but the 1 Series M Coupé was so much fun that I turned around and tackled the same set of tight cambered curves again. Twice.

It’s hard to think of a more enjoyable chassis in these circumstances, I’d need to compare it back to back with a Porsche Cayman and even then I suspect the result would be close. But whilst the 1M dismissed my attempts to dent its composure at speed, the really delightful observation is how enjoyable it feels even at slow speeds. Despite what you might have read elsewhere, the 1 Series M Coupé is not some track-focused toy, it’s a great all rounder, comfortable along our uniquely surfaced British roads, an easy companion on motorways and yet a car so quick and competent that you’ll find yourself laughing out loud that you’ve been lucky enough to bag one.

And did I mention it retails at only £40,020 on-the-road?

Now pick up the phone or get yourself down to a BMW dealer before they’ve all been snapped up. Trust me, you’ll be sorry if you don’t.

Take a closer look:Driving a 1 Series M Coupé on a tight and twisty b-road will rate right up there with one of the best drives of your life. I challenge you to find a more fun drivers car for the price.

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Gallery

BMW 1 Series M Coupé – the DNA inside

Steve Davies — Sun, 20 Feb 2011 12:26:20 +0000

BMW’s forthcoming F10-based M5 is almost upon us, with first deliveries expected in autumn 2011, but the real ‘Daddy’ of the M car range is the M3. In the true vernacular of the term such an accolade is usually bestowed on the quickest or most powerful model, but I’m using it in its purest sense – Daddy, as in father, the progenitor and main ancestor of BMW’s M DNA.

Now, you may argue that the first ever M car was the M535i which shared its 3.5-litre straight six engine with the BMW Motorsport developed M1 mid-engined Coupé and since a version of this engine spawned the very first E28 M5, this much surely reinforce the M5′s claim to be Pappa-M. But let me posit an alternative viewpoint.

Chapter 1: E46 M3 spawns E85 Z4 M

The twin pillars of BMW’s M DNA have always been engine and chassis – engines have traditionally been multi-valved, normally aspirated powerplants which achieve their peak torque via stratospherically high revs – but BMW are moving away from this idiom and all future M cars will be enhanced by forced-induction as introduced in the current X6M/X5M. So that leaves us with the chassis.

The author's E46 M3 CSL and E85 Z4 M Coupe had much in common, but were uniquely different to drive. BMW re-applied this learning in the 1 Series M Coupé.

Since the 2002 E46 M3, BMW have become most adept in transferring the M3′s chassis and drivetrain into other M models. The E85 Z4 M was first to show the virtues of using such tried and tested technology, using both the engine and chassis of the E46 M3 – albeit with slight changes at the rear to accommodate the Z4′s more compact dimensions. Both models exemplified the M3′s uncanny drift-ability whilst maintaining distinctly different personalities.

So it was a pleasant surprise to find BMW had continued this trend with the new 1 Series M Coupé.

Chapter 2: E92 M3 spawns E82 1 Series M Coupé

It normally takes a car up to 60 months to reach the market from the first conceptual idea. The fact that things can move a bit faster has already been demonstrated by BMW M with the BMW M3 GTS.

When it came to the new BMW Series 1 M Coupé, progress was also very swift, thanks to the decision made to re-use many of the proven modular components already used in the M3.

“The kinematic qualities of the M3 were incorporated because the way in which the tracking and camber respond when deflected is just phenomenal,” confirms developer Jürgen Schwenker.

“The transverse link and trailing arm constructions had already undergone their baptism-of-fire in the BMW M3 and it was possible to do without the thrust panel, the aluminium support that reinforces the front of the BMW M3, because the inline six-cylinder turbo engine is even lighter than the already compact V8 engine of its bigger brother.”

“Despite the small wheel base and light weight, the basic coordination did not take very long,” remembers BMW M chassis expert Jürgen Schwenker.

The BMW Series 1 M Coupé was finally brought to life on the Nürburgring’s northern loop. Here too the pace was fast. Hence there were only three development passes for the bearing springs before the spring rate and level were right. “However, in order to balance comfort and sportiness, you need to be clear from the start how the final result is to look,” explains Schwenker.

As well as stabilisers and dampers, it was also necessary to adjust the supplementary springs (see yellow component in picture on right.) by means of the spring force and application points. When it came to the development work on the northern loop of the Nürburgring, a number of different teams were deployed in order to coordinate the various components, such as brakes, tyres, chassis and DSC.

In countless comparative outings the various components were tested in different variations until the perfect formula was found.

M Division : The future is in safe hands

One of the key points for chassis development is the northern loop of the Nürburgring, for example the Hatzenbach curve, where a sharp right hand bend follows hard deceleration. “If the car skitters about here and the wheels are in the air, then the ABS prevents the brakes from working. The car simply continues to roll forward,” explains Jürgen Schwenker.

Tests in sector Hatzenbach of the Nürburgring Nordschleife (image: BMW M3 GTS).

“The brake zone before the “Aremberg” bend and after the “Schwedenkreuz” can create a similar issue. “These are points where you notice whether or not the distribution of the brake force is right.”

Many of the lessons learned on the M3 GTS therefore informed the tests used for the 1 Series M Coupé, further shortening the development life cycle and enabling BMW engineers to spend time optimising the car’s specific characteristics.

Despite the concerns of some enthusiasts over BMW M Division’s future engine strategy, it’s good to see that chassis development remains firmly on a path inspired by greatness.

PERSPECTIVE: Ring Virgin

Notorious — Thu, 26 Aug 2010 12:41:11 +0000

When you’re careering down the Döttinger Höhe straight at 155mph a few questions come to mind. How moist is the surface? Is there something coming from the pit lane? Is that GT2 RS in my mirror really approaching at 190 miles per hour? What am I doing here? But you make it through another lap and try to make sense of the experience as you cruise back into the car park.

You’ve just been eaten for breakfast by a fettled Suzuki Swift and a GTR that seems to be piloted by the ghost of Stefan Bellof and you understand the Nordschleife is a place where you could spend your entire life getting it wrong.

It was my first time in Nürburg (Germany, in fact) and its undulating centrepiece was every bit as terrifying as its lauded reputation. Just the afternoon before a biker had had a big one, closing the circuit for several hours. So when – on a sighting lap – someone binned their FWD Seat Ibiza at 35mph on the fourth corner, I became more than a little anxious.

The briefing before was the first confidence shaker. Although it was a Destination Nürburgring trackday, where no motorcycles and coach tours could cause issues, the message was simple: “Of the 250 cars out there we expect 20-30 incidents today… don’t drive like a cock.” I read that as “you will crash but try not to, and if you survive you wouldn’t be able to pay the bill anyway.” I’ll take the Pearly Gates, then.

The fact I was with friends using one of their cars meant there were further punitive consequences, should an M3 CSL find itself buried in the Adenauer shrubbery. But I suppose if there’s one way to ruin your life, turning the M-car connoisseur’s codpiece of choice into an inferno of twisted metal and carbon is one of coolest methods…

Aside from the aforementioned Ibiza mong, the laps behind the pace car were free from drama yet humbling. One thing a PS3/Xbox cannot prepare you for is the dramatic change in elevation that increases momentum quicker than you anticipate (eg Foxhole) and instantly makes you regret the last round of Bitburgers the night before. Not exceeding the 120km/h limit for this first hour may have seemed churlish to those experienced ‘Ringers, but trust me in greasy conditions getting close to this around the high-speed corners requires an inordinate amount of focus.

The Green Hell. Sounds scary, but it’s a friendly place when you get to know it

Soon after people were taking to the track for their ‘hot’ laps unconcerned with the nice layer of drizzle one of the Eiffel’s microclimates had just issued. Not wanting to seem a bit limp, Team CSL (as I shall refer to us) exited the pit lane with ephemeral optimism. It was a poignant, spiritual moment. The leaden skies draped over the rich green hills resonating to a soundtrack that was mostly Porsche flat-6. Now was the time.

Dipping into Tiergarten the asphalt appears wide and inviting and the compression mild compared to the upcoming sections. Through the pit straight you plunge down the Hatzenbach in a section of fast left-rights then over the infamous Flugplatz where you are uncertain about where to lift and where to put the anchors on. The lap seems to extend into a series of fast lefts before a long hairpin down into the dreaded Foxhole, which some can take indecently fast before braking into Adenauer Forst.

From here it gets a little blurry and confusing as you continue to descend to Adenauer Bridge then immediately start climbing back up passing the Lauda Kink, through the Bergwerk hairpin and then a ridiculously quick section on the way to the dreaded Carraciola Karussell – named in deference to Rudolf Carraciola, the original regenmeister I’m told. The ascent continues around to Brünnchen (Spyshot Central) then delivers some delicious sweeping, cresting left-rights that take you to the mini-Karussell before the long right-hander onto Döttinger Höhe and the 1+ mile drag back to the Bilstein Bridge where you decide if you want to go again.

Team CSL wasn’t completely lacking in talent – a racing licence holder, a former competitive karter and an existentialist with balls the size of Galia melons (not me and I’ve seen) – but we were rinsed lap after lap as we tentatively tried to navigate our way around. One particular German in a black R26 R really made me feel like Taki Inoue when he barged passed and disappeared out of sight within 4 corners.

If our own performances were unimpressive, the circuit complex was certainly not. Restaurants, hotels, local trade all depend upon the hallowed asphalt of the ‘Ring and bask in its rich history. People understandably worry about it turning into a sort of automotive Disneyland, but really it’s only the dedicated who want to travel across Europe to test their mettle on such a demanding circuit.

And, to be honest, it’s a guy thing. Of the 400 people in the pits there were probably 30 women and most of them looked heroically bored.

NEW Road Magazine – The TT RS, M Power and Ken Block issue

Phil Royle — Tue, 09 Mar 2010 18:31:46 +0000

This week containing an EXCLUSIVE interview with new WRC driver and internet sensation, Ken Block, an M-Power special featuring BMW’s E46 M3 CSL and E92 M3 Edition, plus a road test of the Quattro-tastic Audi TT RS. Enjoy!

New video: BMW M3 GTS Part 2

Steve Davies — Sun, 08 Nov 2009 14:58:24 +0000

We will leave you to watch this latest video from BMW without adding any extra opinion – you can read our full story in the ‘Related Links’ section below. This latest video is full of slow-mo images of the M3 GTS being driven hard and provides a much better impression of the way that it sounds. What do you think?

Valentino Rossi who won an M3 at today’s Moto GP in Valencia also had a run in this M3 GTS, he was only supposed to do a single lap, but he escaped BMW’s PR people by driving through the pits and went on to circulate Valencia’s twisty circuit again. I guess that means he likes it..

We’ve also added an extended version of the original video revealed last week.

BMW reveals the M3 GTS (with Video)

Steve Davies — Wed, 04 Nov 2009 19:26:48 +0000

As we stated in a recent article and from our interview with Dr Kay Segler, BMW will be releasing a limited edition version of the M3 – effectively a road going version of the M3 GT4 which will be called the M3 GTS. Take a look at the video above which was released this afternoon on BMW’s YouTube channel.

Based on the same 4 litre V8 as fitted to the regular M3, but with its capacity increased to 4.4 litres and power output exceeding 450 bhp, the GTS will have stunning performance. The GTS is supplied like the previous E46 M3 CSL with a stripped out cabin, minus radio, A/C and other fripperies but no doubt these can be specified as options if the customer chooses. The M3 GTS will also come with a roll-cage and fire extinguisher, so its ethos is very much in the same vein as Porsche’s 911 GT3 RS.

The prototype is said to have already lapped the Nurburgring in under 7 minutes 40 seconds, and is some 160kg or so lighter than the E92 M3 on which it is based. No news yet as to whether it is fitted with KERS, or what kind of production volumes we can expect.

UPDATE:

The GTS will come fitted with 225/35 Pirelli PZero Corsa tyres at the front and 285/30 at the rear fitted to 19″ wheels and for the first time on an M-car the M3 GTS comes fitted with fixed calipers – ably assisted by six pistons at the front and four at the rear.

The chassis is fitted with a bespoke set of springs and dampers, adjustable in compression and rebound and developed with track days and club racing in mind. The M3 GTS is also fitted with an adjustable front splitter and rear wing, generating positive downforce and allowing precise adjustment to suit the conditions and track layout.

BMW’s motorsport engineers looked closely at the weight saving measures from the E46 M3 CSL, but since many of these features were already included in the standard E92 M3 (such as the carbon reinforced plastic roof), they had to go one step further.

Lightweight bucket seats were a must, but this time they removed the rear seats completely. Several new lightweight solutions have been used – the use of Macrolon for the car’s windows in the back, new insulation materials, the lack of air conditioning, navigation and radio and then to top it off the M3 GTS is fitted with a titanium rear exhaust. No mention has made of a carbon fibre air intake, which will come as a surprise given the character it brought to the M3 CSL, but perhaps the titanium exhaust brought the M3 GTS already perilously close to acceptable noise limits.

All these measures when combined result in a weight of around 1490 kilograms – which although approximately 160kg lighter than the regular E92 M3 will still leave it nearly 110kg heavier than its spiritual predecessor, the E46 M3 CSL.

But the M3 CSL lacked those final track-oriented touches and in this regard the M3 GTS is a far more complete proposition. The interior has been prepared for installation of the 6-point seatbelt included for use on the track. There are also mounts for the roll-over protective structure bolted on from the B column. A fire extinguisher and battery master switch/emergency shut-off preparation are also included and whilst they don’t make the car any lighter, they do make it much safer than its predecessor when driven to its full potential.

The car is fitted with a 7-speed M dual clutch transmission with adapted shift characteristics. But the engine is surely the highlight of this M3 GTS. Using a en engine exclusive for the GTS, the engine builders of BMW M have developed a power unit based on the M high-performance engine of the current BMW M3: with a capacity of 4.4 litres and an output of some 450 bhp.

BMW have stated that their aim is to clearly beat the lap time of the legendary M3 CSL on the Nürburgring Nordschleife, which was recorded back in 2003 at 7 minutes 50 seconds, so rumours of the 7 min 40 sec lap achieved by a recent development driver is bound to have put a smile on the engineers faces.

The BMW M3 GTS will be made-to-order and the price as shown in the pictures below is expected to be EUR 115,000.- for delivery in Germany, including 19% VAT. (approx. £100,000 at today’s exchange rate, although both the 911 GT3 and M6 Coupe are priced at EUR 116,000 in Germany and subsequently both are priced at around £84,000 in the UK).

First cars are are due to be supplied from May 2010 and will initially be supplied only for the German market, further countries will receive cars from summer 2010.