2012 will also be the final year of production for the E90/E92/E93 Model M3, before the V8-powerplant is replaced with a new turbocharged six cylinder unit in the new 3 Series, so this might also become a collectible last edition for the current M3 range.

Just 100 Frozen Silver Edition M3′s will be sold in the UK, wearing a special plaque to highlight the limited edition nature of the car.

But UK customers won’t be the only ones lucky enough to pick one up, the BMW M Award presented at the end of each MotoGP season for the rider with the most success in qualifying will this year be a Frozen Silver Metallic M3 Coupe Competition Edition.

Apart from the unique matt silver paint finish, it’s all business as usual for an M3, with its 414bhp V8 engine, standard seven-speed M DCT transmission with variable M differential, 10mm lowered suspension with three-stage Electronic Damper Control, 19-inch light alloy wheels and a revised DSC+ system.

Matt black alloy wheels complement the bodywork, with a dark chrome exhaust, side gills and kidney surrounds, and jet black bonnet intakes. High-gloss shadowline exterior trim completes the exterior look.

Inside, the standard specification includes black novillo leather with contrast stitching and palladium leather armrests and inserts. The steering wheel is covered in alcantara and comes complete with an M3 chequered flag motif, while the door sills feature a similar logo.

Carbon fibre is liberally applied to the interior trim, whilst the handbrake has M Power lettering stitched onto it.

With all these features being fitted as standard, the M3 Frozen Silver Edition represents more of a ‘special’ package of options than a model in itself. All these options would add around £9,000 to a standard M3, but for an additional cost of just £4,000.

The M3 Frozen Silver Edition goes on sale in the UK at £58,720 on 1 June, 2012 and is available as a coupé (E92) only.

The former Italian motorcycle racer, nicknamed “Capirex”, will draw upon his extensive experience of MotoGP racing. Over a 22-year career, the likeable Italian competed in 328 races and won 3 world championship titles.

BMW – Official Cars of MotoGP

BMW doesn’t just provide safety cars to the MotoGP series. BMW and BMW M cars are also provided for use by Dorna Sport’s management team, including a BMW X5 M for the Safety Officer, a BMW ActiveHybrid X6 for the stewards and a BMW 535i Touring as the Medical Car.

Furthermore, a BMW S 1000 RR and a BMW HP2 Sport are used as safety bikes, whilst BMW X5s are used for the service road tours, starting in the VIP Village.

The BMW Z8 was the first ever BMW used as a MotoGP safety car, appearing in 2001, before the role of “Official Car of MotoGP” shifted to BMW M GmbH from 2006.

“To ensure maximum reliability, it is essential for the safety car to function perfectly even under the most difficult racing conditions. The high-performance cars from BMW M meet exactly all the demands that are placed on safety cars on the racetrack, “said Loris Capirossi.

The successful partnership between BMW and Dorna Sports, the promoters of the MotoGP World Championship, stretches back to 1999, whilst BMW M has provided the official safety car since 2006.

The car maker also presents the BMW M Award at the end of each season for the rider with the most success in qualifying. Last year, Casey Stoner won a 1 Series M Coupe, whilst for 2012 a Frozen Silver Metallic M3 Coupe Competition Edition will be awarded at a special M Night in Valencia, Spain.

The new M5, which was introduced at last year’s US Grand Prix at Indianapolis, currently shares the safety car role with the 1 Series M Coupe. Both have been ‘optimised’ for use on the race track and to maintain sufficient pace to lead a 230mph MotoGP racing field (obviously at a reduced pace).

A whole host of measures were implemented to prepare the car for its special outing as a Safety Car. A significantly larger, Gurney-style rear spoiler and a front lip spoiler produce the downforce, whilst the BMW M5 Safety Car features a special racing chassis with adjustable traction control, while a racing exhaust and bucket seat round off the Safety Car version.

The 1 Series M Coupe will be replaced from the middle of this year with the new BMW M6 Coupé, which will serve interchangeably with the M5.

The M Performance model range, is closer in concept to Audi’s ‘S’ models, where their RS models are positioned head-to-head with BMW’s M cars, so the Concept M135i is not a replacement for the 1 Series M Coupe, even though both cars look to use similar powerplants with over 300 bhp.

BMW M Performance models have noticeably increased agility over standard models, more controllable handling characteristics and a more emotional design, although the front spoiler, rear valance, side skirts and stripes can all be purchased individually from BMW’s M Performance catalogue.

Powered by a straight-six petrol engine featuring M Performance Twin Power Turbo technology, the Concept M135i features large air intakes, an M sports braking system and 18-inch M light alloys with a double spoke design.

The Concept M135i will only be on display during the Geneva motor show press days (6 – 7 March 2012), so please don’t journey over if that’s your only reason for attending.

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Engine power is expected to be in the region of 320 bhp (BMW have just said over 300 bhp at this stage), together with around 330 lb-ft of torque. So it’s close, very close to the numbers produced by the 1 M.

But of course it’s not an ‘M’, not a real one – it’s an ‘M Performance’ 1 Series, which means it’s slightly less performance oriented and easier to live with on a daily basis.

Rather than receiving a bespoke engine, engineered from the ground up ‘only’ for an M car, these ‘M Performance’ models are enhanced and optimised mainstream BMW’s but using the expertise gained by the BMW M division from decades of motor racing.

Confusing isn’t it?

There’s more to an M Performance BMW than the engine though, BMW say “..they have noticeably increased agility, precisely controllable handling characteristics and an emotional design.”

In the case of the Concept M135i that means a modified suspension and M sports braking system, which is perfectly adapted to match its increased road performance.

Besides the uprated engine, suspension and braking, the M135i shows of the new range of M Performance Parts (as seen in the video above). These include three-dimensionally designed flaps for the air intakes, lower section of the rear apron finished in Dark Shadow metallic, double exhaust tailpipes with a dark chrome trim and Ferric Grey coloured mirror caps.

There’s little more to say at the moment, but we’ll bring you further insights as they are revealed in Geneva.

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According to BMW, the £93,795 M6 competes against the £97,000 Jaguar XKR-S Coupé, £92,410 Maserati Gran Turismo S and £91,950 Aston Martin Vantage Coupé, but we could equally include the £106,820.00 Mercedes SL 63 AMG and £108,090 Audi R8 V10 Coupé.

But in my mind its closest rival has always been the M5. Fitted with an identical 4.4-litre twin-turbo V8 engine and powertrain, both models essentially achieve the same task, with equal aplomb and self-assured swagger. So why would anyone pay a £20,755 premium over the £73,040 M5?

What does the M6 offer compared to the M5?

Perhaps the best way to answer this question, until we actually drive both cars, is by looking at their specifications. As already mentioned, the M6 comes with the same 552 bhp 680 Nm (502 lb-ft) 4.4-litre V8 engine with M TwinPower Turbo technology, seven-speed M Double Clutch Transmission with Drivelogic and Active M Differential with fully variable distribution of drive between the rear wheels.

The Coupe will accelerate from 0–62 mph in 4.2 seconds, whilst the M6 Convertible needs a further 0.1 seconds (4.3 seconds) for the same increment (The M5 takes 4.4 seconds). Their 0–124 mph times are 12.6 and 13.1 seconds respectively (M5: 13.0 seconds), whilst both cars are credited with an electronically governed top speed of 155 mph, or 189 mph when fitted with the M Driver’s Package.

So, just from looking at the on-paper figures we can see that the M6 is lighter, shorter, lower and wider than the M5, with a quicker steering to take advantage of its shorter wheelbase.

Sounds good so far, but is that enough to justify its place as BMW’s top performance model?

The M styling cues and features

As you would expect, the new M6 is suitably attired with all the familiar M styling cues; a newly designed M kidney grille bearing an awkwardly positioned “M6″ badge, hallmark M gills with integrated direction indicator bars, flared front wheel arches and the customary M twin exhausts positioned each side of the rear diffuser.

It’s clearly a much more aggressive car than the standard 6 Series, which goes some way in justifying the £22,000 premium over the 401 bhp 650i M Sport.

The M6 Convertible inherits the high-quality soft-top from the standard 6 Series, boasting its distinctive “fin” architecture, but the most notable difference between M6 Coupe and Convertible – apart from the extra £5,200 – is the additional 140 kg that its 552 bhp engine has to carry.

Performance, although reduced, is still bahn-stormingly quick, whilst fuel economy is knocked back a bit from the M6 Coupe’s 28.5 mpg to 27.4 mpg in the Convertible, but still an impressive 30 per cent improvement over the previous 5.0-litre V10-engined M6.

I understand why BMW chose to serve the convertible market, but I can’t help feel disappointed at the compromise it imposes on the dynamics and performance of BMW’s top M car.

What else is there to know?

The carbon fibre-reinforced plastic (CFRP) roof, introduced on its predecessor (codenamed E63), continues, but this time featuring a striking double-bubble contour that perfectly showcases the technical advances made by BMW’s Landshut production facility.

Other influences from BMW’s lightweight design strategy include aluminium for the doors and bonnet, thermoplastic for the front side panels and glass-fibre composite (SMC) for their boot lids (and roof cover in the case of the M6 Convertible).

For the first time on an M car, BMW are offering M carbon-ceramic brakes, further reducing un-sprung weight and providing fade-free performance even under heavy loads.

The diameter of the inner-vented and perforated brake disks increase by 10mm at the front to 410 mm, whilst the rears remain at 396 mm. The six-piston fixed-callipers are painted a special gold-coloured finish complete with M logo, replacing the standard dark blue metallic callipers used on steel discs.

The carbon-ceramic brakes are provided in conjunction with 20″ M light-alloy wheels and are made from a new type of carbon-fibre compound ceramic, but its not just stopping power that improves – a total of 19.4 kg is saved from the M6′s unsprung weight, further improving the M6′s ride quality and agility.

Technology

The biggest downside of being a near £100k car is that most customers expect every toy and gadget available in BMW’s armoury. That’s great for cruising on the motorway or in traffic, but not so good for a b-road blast or (heavens forbid) a gentle track-day dalliance.

But if gadgets ‘are’ your thing, you’ll not be disappointed with what you find in the new M6.

Adaptive LED Headlights are fitted as standard, as are an extensive range of BMW ConnectedDrive features including BMW Head-Up Display with M-specific information, High Beam Assistant, BMW Night Vision with pedestrian recognition, Lane Change Warning, Lane Departure Warning, rear-view camera, Surround View, Speed Limit Info, internet access, extended integration of smartphones and music players, Real-Time Traffic Information and apps for receiving web radio and using Facebook and Twitter.

To this already extensive list you can add; Comfort Access, active seats, heated steering wheel, doors with Soft Close Automatic function, Navigation system Professional and Bang & Olufsen High-End Surround Sound System with 16 loudspeakers in the M6 Coupe (12 speakers in the Convertible).

The M styling cues continue inside the M6 and include a newly developed M double-spoke leather steering wheel; M gear selector and car set-up controls on the centre console; exclusive M sports seats with integrated belt system (optional: M multifunction seats); Merino leather upholstery with extended features; exclusive carbon-fibre interior trim strips; illuminated door sill finishers with “M6″ lettering; M-specific instrument cluster with black-panel technology; 2-zone automatic climate control with extended features and special ambient lighting.

Customers can choose from 1 non-metallic and 8 metallic shades for the exterior paintwork (including four exclusive M finishes), while the Convertible’s soft-top is available in Black and Beige, or Anthracite Silver effect as an option.

At £93,795 for the M6 Coupe and £98,995 for the Convertible, both cars will go on sale in the UK from 15 September 2012 after making their world premiere at next month’s Geneva Motor Show.

So, do all these features justify its £20k premium over the M5? Probably not. But then neither is the M6 just a 2-door coupe version of the M5. There’s all the extra style and image that only a coupe can offer, plus of course the inevitable peer association with Aston Martin’s Vantage.

It’s interesting to note Porsche’s 911 is no longer used for comparison, which is probably a reasonable move, given that it is 400kg+ lighter than the M6, but then maybe that’s where BMW are aiming for with the next M3..

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BMW describe the new cars as representing “..a new category of vehicle from BMW M GmbH. Based on current BMW models, they have been selectively refined in terms of technology and design using the expertise focused at BMW M. They therefore offer greater agility, precision and emotion in the BMW M style.”

This new category of M car starts with 4 new models – X6 M50d, X5 M50d, M550d xDrive Saloon and M550d xDrive Touring, which will be joined by further models during the course of 2012.

Philosophy

These are the first BMW M Performance cars fitted with a high-performance diesel engine combined with the all-wheel drive xDrive system and despite the bullish claims of their sporting prowess fans of the blue-propeller-badge will be aghast that the once-purist sub-brand could move so far away from its high-revving, normally aspirated, rear-wheel drive roots.

BMW say these new models are clearly not as focused in terms of driving feel as the core BMW M cars- the ‘M Automobiles’, which themselves demonstrate the highest form of performance sports car within their own segments, but that the everyday usability which is typical of all BMW M products is especially tangible in the new BMW M Performance Automobiles.

If that sounds like a cop-out, BMW then go on to explain that what characterises an M car is the coherence between drivetrain, suspension technology and design (no mention of the engines…) and this has been achieved by means of an optimised set-up of the all-wheel drive system and 8-speed automatic transmission, as well as suspension components which have been modified in detail – together with light alloy wheels developed exclusively for these models.

Suspension

All modifications to the suspension and damping, steering, brake system, suspension control systems and all-wheel drive are geared towards the specific performance characteristics of each car. The result: even in dynamic driving situations, the transmission, steering and brakes provide clear-cut, predictable responses to the commands conveyed by the driver via the accelerator, steering and brake pedal.

Self-levelling air suspension is fitted to the rear of both X6/X5 models and the X6 M50d has electronically controlled dampers with BMW Adaptive Drive active anti-roll function as standard too. It is optional on the X5 M50d.

With their bespoke chassis configuration, the X5 M50d and X6 M50d drive through all four wheels via BMW’s intelligent electronic xDrive system. By integrating with the DSC stability control, xDrive allows a typically BMW rear-drive bias, but can intervene in milliseconds to enhance stability through the Performance Control system on the X5 M50d or the Dynamic Performance Control system on the X6 M50d. Both systems achieve this by braking the appropriate rear wheel while simultaneously increasing engine power and redistributing torque to other wheels with more traction.

Engine

The 2,993cc six-cylinder in-line engine is the most powerful diesel ever to come from BMW, and the first to feature three turbochargers as an extension of the company’s TwinPower Turbo technology.

The integration of two small variable-geometry high-pressure turbos and one larger lower-pressure turbo ensures instantaneous response throughout the rev range by ensuring the charge pressure is maintained at exactly the right level for the load being put upon the engine at any moment.

One of the two small turbochargers is activated at engine speeds just above idle, allowing its low moment of inertia to instantly respond to any movement of the accelerator. As the revs increase to 1,500rpm the flow of exhaust gas reaches the large turbocharger, ensuring that peak torque of 740Nm is attained and maintained from 2,000rpm until 3,000rpm.

At 2,700rpm a vacuum-modulated exhaust flap opens allowing exhaust gas to flow past the second small, low moment of inertia turbocharger creating additional charge pressure, allowing maximum power of 381hp to be available from 4,000-4,400rpm. If the large turbocharger is spinning at particularly high speeds a vacuum regulator opens a wastegate valve to relieve pressure and so avoid unwanted exhaust backpressure.

The new engine delivers a peak output of 381 bhp, which translates to just over 127 bhp per litre (well above an M3 for instance). No less impressive is the maximum torque of 740 Nm (546 lb-ft), available from an engine speed of just 2,000 rpm.

Spontaneous response combined with a high output and high revving characteristics (for a diesel engine) make for a driving experience which BMW claim surpasses virtually anything previously possible with a diesel engine.

Another important facet bears out regarding the quality of the engine performance: in the context of its maximum available output and fuel consumption, the new diesel engine is said to offer the best efficiency figures ever seen in a serial production engine of this type. Never has such a low level of fuel consumption been available with such high performance.

Their performance – 0-62mph in 5.4 and 5.3 seconds respectively – is matched by supreme efficiency as a result of the EfficientDynamics measures fitted as standard. Fuel economy and CO2 emissions for the X5 M50d are 37.7mpg and 199g/km, while for the X6 M50d they are 36.7mpg and 204g/km.

Styling

As you can see from the pictures, the new M Performance Models differ only subtly from the standard models on which they’re based and likewise avoid looking too similar to the pure M Cars that the brand is known for.

Each new model uses distinctive design components for the exterior and interior, including those lightweight smoked-finish alloy wheels, BMW M badges on the door sills, steering, boot lid, engine cover, gearshift lever and instrument cluster whilst a range of unique sporting alcantara/nappa leather trim options are provided with Brushed Aluminium Shadow interior trim.

Pricing has yet to be confirmed for the M550d models, but BMW has confirmed that the BMW X5 M50d goes on sale 16 June 2012 with an on-the-road price of £60,325, while the BMW X6 M50d will be available from £62,260 OTR.

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My objective when inviting Andrew along was to gain a real honest-to-goodness customer’s perspective on the new M car – sometimes it’s easy to be overly critical when working with cars on a routine basis, so Andrew’s first impressions would be useful in judging whether BMW had got it right with the kind of people they really need to impress.

You can read our review on the new 1 Series M Coupe in our article, In the studio with BMW’s 1 Series M Coupe, and you can also now view our video (below and also on SkiddPlayer) from the day which hopefully gives you an idea of what we were seeing at the shoot.

By the way, this pristine 1 Series M Coupe that you see in the pictures will eventually be heading to the crusher after it’s been victimised in a series of development tests by BMW. It seems such a crime to destroy such a gorgeous looking car, but it’s all part of the development programme – I’m sure there’s a Bugatti Veyron out there somewhere that’s been through the same ordeal.

The Customer’s Viewpoint

Prior to our session last week we’d reached out to the main global BMW forums to ask people what they were most interested in finding out about the new 1 Series M Coupe. Many questions centered around whether it’s powerplant was unique (sort of), what colours will be available (see Andrew’s words below) and its price (£39,990 OTR here in the UK). Until last Friday we knew very little about the specification and options available for the 1 Series M Coupe, so naturally most people’s enquiries were aimed at filling this void.

The response since these details were revealed has been unsurprisingly positive, BMW’s video released a day before has already racked up nearly three-quarters of a million views and the discussion boards have been filled with chatter about BMW, this new 1 Series M Coupe and the future of M cars in general. Either way it’s been a great launch so far for BMW and we’ll have more to share with you before the cars first public appearance at Detroit in January.

But enough of my preamble, let me share with you Andrew’s thoughts later that evening, after he’d returned back home..

It’s all about Cars and Photography..

When I first set eyes on the 1 Series M Coupe, I spontaneously grinned. I’ve not done that when looking at a road car, for a long time – and especially not one within my price range. The last ones to trigger such a reaction were probably the Renault R26.R, and the M3 CSL.

I joined the photo shoot last week for two reasons; firstly because I have already placed an order for a 1 Series M Coupe and this was probably my one and only chance to see a car before taking delivery and secondly to lend SkiddMark my support as a photographer – I’m a semi-pro hobbyist, covering such motorsport events during 2010 as the FIA GT Series and the major European 24 Hour races – so this was the perfect opportunity to indulge two of my passions – cars and photography.

We were up against the clock, following on from the Autocar, Whatcar and PistonHeads and with BMW’s delivery driver eagerly waiting to load the car back on the transporter, time was in short supply. Our priority therefore was to quickly capture a set of images for publishing later that evening, but it was a struggle to remain focused whilst my thoughts were consumed as an enthusiast and a customer.

First impressions? Well, the 1 Series M looks just right – I was a bit worried that the arches might seem a little too exaggerated, but they’re not, and certainly at the front, they help stop the 1er looking so ungainly (the main criticism of my current runabout – a 123d Coupe).

On that matter, the new front headlights help smooth the front, and combined with the bumper and its monster splitter, make it look more grown-up than the standard 1 Series.

When the engine was first started, I was innocently crouched behind the car taking photos of its rear, and I was initially quite shocked at the sound it produced – it was almost offensively loud, before settling down a more reasonable deep-chested thrum. It doesn’t sound like a typical turbo-charged motor at least not in my experience – and whether this is due to some clever exhaust tweaking, or just its natural sound, I don’t mind at all – it certainly sounds like a seriously tuned motor.

There are plenty of nice touches both inside and outside the 1 Series M – including the ///M logo embossed into the front headrests, orange stitching offsetting the alcantara and dark black leather or that aggressive front snout. Some may quibble at the mock vents behind the front wheel arches – they’re actually designed to produce air curtains around the front wheels reducing aerodynamic turbulence – or at the exhaust valance being plastic, not Carbon fibre as it was in the M3 CSL, but I think to do so would be to miss the point of this car. It is BMW’s entry-level M model after all.

At the end of the day it’s 180KG lighter than an E92 M3 (1495KG vs 1680KG) , costs about £10K less, and still packs 335bhp…so given that I used to own an E92 M3 and an M3 CSL, I see the 1 Series M Coupe as something of a bargain. I suspect this is one of those cars that will generate plenty of smiles for its owners.

Prior to the photoshoot I was thinking of specifying my own car with Saphire Black metallic paint, but having seen the Valencia Orange, I’ve certainly changed my mind.. .the colour is really eye-catching, but not in a gaudy or tiring way but because it looks so rich and classy – I’d expect at least 60-70% of buyers will do likewise choosing the unique Valencia Orange, rather than the other two alternatives – Saphire Black or Alpine White.

Criticisms?

I don’t have many really – my main one is perhaps the seats, whilst attractively trimmed with their orange stitching, they’re essentially the same frames as in my current M Sport 123d. I would personally prefer the more deeply bucketed BMW Performance seats, and hope it’s possible to specify those with the requisite orange stitching.

I also wish there was a carbon fibre roof available… there was talk of that being an option, but I suspect that was just idle forum chatter, however it would really suit the car (especially contrasting with the Orange), and I wouldn’t mind paying a bit more if it were an option.

None of those are really criticisms though, just my personal preferences. Spending the afternoon in the company of the 1 Series M Coupe has left we wanting to drive it even more – I’ll start by scheduling a regular phone call with my dealer to chase up the delivery date for my own car and in the meantime I’ve got a great collection of photos showing how my own car will look when I collect it next May.

As I write these introductory paragraphs we’ve yet to meet the new M Coupe – we’ve talked with many of you during the last few days about what you’d like us to discover and we’ve soaked in the anticipation and excitement from the many discussions on the main BMW forums and blogs.

It would be fair to say that the 1 Series M Coupe has already struck a chord with enthusiasts – BMW’s ethos of going back to its roots and rediscovering the purity of the iconic E30 M3 is just what the doctor ordered, although in the 25 years since this first M3 appeared on the scene a lot has changed. Cars have become bigger, heavier and more filtered in their responses.

BMW’s M Division CEO Dr Kay Segler has already responded to critics by saying it would be impossible to build an E30 M3 in today’s marketplace, but he believes that his team have produced the next best thing in the new 1 Series M Coupe.

If you remember before taking over at BMW’s M Division Dr Segler the man in charge of Brand Management at Mini – we interviewed him 12 months ago when he explained that his vision for the M-brand is “Childhood automotive dreams realised”, which explains why he’s been so visible in the build up to the 1 Series M Coupe’s launch – I’m sure he would freely admit to feeling like a kid in a sweetie shop and can’t wait for customers to get their hands on his latest creation.

His close involvement in the project even extends to performing in his own video – you can see his latest cameo performance below.

But enough of this preamble, we’re off to see the car for ourselves and will show you what we discover later on today..

Need to Know

If you read our recent 2011 X3 First Drive then you’ll already be familiar with our Need to Know (NTK) segment, which is basically a cut-to-the-chase summary of the stand-out characteristics that make this car what it is – a ‘cheat sheet’ if you like. This is what you should look out for when examining the 1 Series M Coupe more closely..

The details

The sporty character of the BMW 1 Series M Coupé is expressed by its dramatic exterior design, with widened wheel arches, exclusive 19-inch Y-spoke M alloy wheels, and dual chrome tailpipes. A discreet rear spoiler lip generates additional downforce and a rear apron with side openings echoes the look of the front air intakes to ensure the look of sporting intent matches the car’s sporting ability. L-shaped rear light clusters with two light banks fed by LED units complete the M car look.

There will be just 3 paint finished to choose from – Alpine White non-metallic, Black Sapphire metallic and the exclusive Valencia Orange metallic. Valencia Orange was the colour of the car we shot in the studio this afternoon and it’s another one of BMW’s classic paint mixes – if you know your BMW paint colours then rather like Interlagos Blue or Vermillion Red, this is a burnt orange with lamp black mixed with the metallic flakes, so it’s great at showing the body’s lines and undulations and looks great in either low or bright light. Having seen the car today we now understand Dr Segler’s excitement when he described it as a ‘must have’ colour. It really is stunning, not as hard to live with as the E46 M3′s unique Phoenix Yellow but at the same time unlike any other car colour on the road.

The BMW 1 Series M Coupé is fitted as standard with twin corona bi-xenon headlamps, and LED-fed positioning lights. A hallmark M-branded feature is the elongated chrome gill element on the front wheel arch, while the door mirrors are from the E92 BMW M3, but tuned for the specific aerodynamic characteristics of the 1 Series M Coupé.

Paintwork. In an age where manufacturers such as Porsche consistently seem produce boring paint colours, it's good to see BMW yet again bringing out a future classic. Ladies and Gentleman I bring you Valencia Orange.

We counted 7 M logos on the car, 2 on the side gills, one on the rear, two on the front seat headrests, one on the instrument dials and another on the gear stick. You’ll therefore be in no doubt that you’re sitting in an M car. You’ll also be in little doubt that you’re sitting in something very special. The standard sports seats in Boston leather feature Kyalami orange stitching and hold you tightly but comfortably. It’s a shame in some ways that BMW chose not to fit a variation on the BMW Performance seats, with their Alcantara trim and more deeply bucketed shape, but then most owners will be running their cars every day and would probably prefer leather trim.

The interior is exclusively modelled for the BMW 1 Series M Coupé, with an M leather steering wheel and the use of Alcantara with Kyalami orange contrast stitching on the door trim, door inserts, handbrake and gear lever gaiter and instrument binnacle cove. The M logo is also embossed in the front of the headrests. You’ll see from the photos that the alcantara extends to the dashboard, which is a nice touch and adds to the overall upmarket feel of the 1 Series M Coupé.

Engine and Drivetrain

Rather than the ground-up bespoke engines of previous M models, the 1 Series M Coupe uses a development of the powerplant found in the 135i and the 335is. In some respects that’s a shame – when you open the bonnet there’s nothing more impressive than in any other BMW besides the ‘Powered by BMW M’ badge, which in some way cheapens the impact.

At its heart though is still a high revving, in-line six-cylinder engine with twin turbocharger, direct injection technology and double VANOS variable valve timing to develop a maximum output of 335bhp. Such performance equates to a highly desirable car that takes just 4.9 seconds to accelerate from zero to 62mph. The BMW M tuned twin-turbocharger technology used consists of two relatively small turbos which, because of their low inertia characteristics, are active even at low engine speeds, ensuring no turbo lag, yet a peak power output which is achieved at 5,900rpm.

The 2,979cc engine is flexible though, with a maximum torque of 450Nm produced from as little as 1,500rpm. A flat torque curve for swift in gear acceleration sees peak torque maintained up to 4,500 rpm. This figure can then be increased by another 50Nm when the car is under full throttle by means of an overboost function.

What these figures don’t tell you is just how good it sounds. We were in a studio, so let’s make allowances for the acoustic reflections that would have added to the bassy thrum, but this is not how a 135i normally sounds. The silencer system developed exclusively for the 1 Series M Coupé generates a sonorous sound with a permanent yet unobtrusive sound, deep and purposeful with a characterful popping sound on the overrun. We recorded a video this afternoon, so you’ll get to hear it for yourself when we publish this tomorrow.

Rear Bazookas? Check. Yes the 1 Series M Coupé really does sound as good as it promises.

As we’ve become accustomed to in the past decade the M engineers have designed two engine maps for the 1 Series M Coupé, activated by a button on the steering wheel. In standard mode the power curve is optimised for torque with a more flexible character to the engine’s performance delivery, but in M Dynamic Mode (MDM) the throttle response faster and the engine sound alters to produce more intense changes in frequency.

The cooling system of the BMW 1 Series M Coupé has been designed for constant high load, high speed track driving, through the use of an additional separate radiator and a specific air duct to deal with the increased thermal stress which can occur when driving on the race track. The intercoolers for the turbochargers are visible behind the scoops of the front spoiler and it’s these that cooling is directed towards rather than the brakes.

The efforts made in optimising performance and efficiency are also reflected in a newly developed dual-mass flywheel. Its lightweight construction benefits the engine’s efficiency and it also has an increased solidity which is able to cope with the six-cylinder engine’s high level of torque. This has been combined with a newly developed 6-speed manual transmission, specially designed to work with high-torque engines. The transmission is operated using a very short-shift M gearshift lever, clothed with some tactile alcantara trim.

In addition, EfficientDynamics measures such as brake energy regeneration and needs-based control of auxiliary units ensures a recorded combined fuel consumption is 29.4mpg and CO2 emissions are 224g/km.

Chassis

The chassis of the BMW 1 Series M Coupé has been thoroughly developed using BMW M GmbH’s usual Nurburgring development process. Light weight is of course vital and the latest M car tips the scales at just 1,495kgs courtesy of its extensive use of aluminium. The double pivot front axle and the five-link rear axle are made almost entirely of aluminium. Tubular stabilisers, axle links made of forged aluminium and aluminium shock absorbers round off the lightweight construction concept.

With chassis technology derived directly from motor racing, a power-to-weight ratio of 227hp/tonne has been achieved. The footprint of the car is bigger than a standard BMW 1 Series Coupé with it being 55mm wider than the BMW 135i Coupé and the width of 1,803 mm is the result of BMW’s optimisation of the front and rear axle to enhance driving dynamics.

As standard, BMW 1 Series M Coupé comes with Variable M differential lock, compound brakes, DSC with MDM and M Servotronic. The Variable M differential lock responds to differences in rotational speeds in the rear wheels, redirecting torque within a fraction of a second for optimum traction and maximum thrust on slippery surfaces and when accelerating out of bends. It’s the same unit that’s worked so well in recent M3 models, so expect the 1 Series M Coupé to be another great M car for driving sideways…

Brakes. Not Bremos unfortunately, but they look more than up to the job. BMW's sliding calliper system has come a long way since the E46 M3.

Whilst you’ll hear about the 1 Series M Coupé’s M-specific high-performance brake system, you may be disappointed to hear that it doesn’t come with the Brembo 6-piston calliper setup available for the regular 1 Series via the BMW Performance catalogue. The discs are inner-vented and perforated with a diameter of 360mm at the front and 350mm at the rear, and we’ve no doubt they will provide impressive stopping power. BMW’s sliding calliper design has come a long way since the E46 M3, they are now extremely light and stand comparison with the best high-performance systems, so until we experience the 1 Series M Coupé on track let’s give the M engineers the benefit of the doubt.

Rack-and-pinion steering is fitted with Servotronic hydraulic power steering while the Dynamic Stability Control system that includes elements such as an anti-slip control function (ASC), the brake assistant Dynamic Brake Control (DBC), a drive-off assistant, Cornering Brake Control (CBC), an anti-fading function and a dry brake function are also standard. As usual the driver can activate M Dynamic Mode (MDM) on the instrument panel, raising the point at which the driving stability control system intervenes and the full system can be switched off leaving the driver to control the car’s stability with his (or her) right foot.

Conclusion

So for the time being, that’s it. We’ll follow up tomorrow with our first impressions from spending time with the new 1 Series M Coupé, as well as that all important video that we shot.

At a glance

Photo credits: Andy Mulholland, Red Square Media for the studio shots and BMW AG for the road images.

Photo gallery

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

Rather than launch it as a Coupé, BMW have chosen to initially launch the new 6 Series design as convertible – a somewhat unusual decision given that most of us are heading into winter, but the car won’t go on sale here in the UK until 26 March 2011, which should give enough time for the snow and ice to depart although it’s still unlikely to be the most encouraging weather for top-down motoring.

BMW 503 Convertible (top) and BMW 3200 CS Convertible (bottom).

The multi-layer roof – which has been optimised once again in terms of its acoustic properties, thermal insulation and structural rigidity – uses these fins projecting out along the flanks of into the rear section, to accentuate the car’s gracefully sweeping silhouette even more elegantly than on its predecessor. This means the transition from roofline into the boot is achieved as smoothly as on a coupé. It also means that the upright, heated, glass rear window positioned behind the rear seats can be lowered separately from the roof.

The automatic opening and closing operation for the roof is activated as standard using a button on the centre console, opening in 19 seconds, with closing taking just 24 seconds. Both operations can be activated while on the move at speeds of up to 25mph and the Comfort Access option allows the roof to be opened or closed using the remote control button on the car key.

More space inside?

Anyone who has ridden as a passenger in the outgoing 6 Series will know that it was little more than a 2-seater, the rear compartment lacking both head and leg room for anyone much older than 12-years old.

BMW claims there to be more leg and headroom in the rear of the new 6 Series, but enough to function as a full 4 seater? We'll soon see...

BMW claim that the new 6 Series now offers “luxury for four”, offering greater headroom in both the front and the rear – given how sleek the new design looks, we’ll reserve judgement until we can actually sit in one – it’s disappointing to find, when upgrading from a 3 Series, that the larger coupé makes concessions for style at the expense of usable interior space.

Familiar power plants

The new BMW 6 Series Convertible is available from launch with two petrol engines: the 650i and 640i. Both offer unique character from their respective V8 and inline six-cylinder engines through the use of twin and single turbocharger technology to produce even more responsiveness and flexibility.

The new BMW 650i Convertible uses the familiar 401 bhp 4.4-litre eight-cylinder engine with its unique brace of turbochargers positioned in the V-shaped area between the cylinder banks. The 315 bhp six-cylinder engine in the new BMW 640i Convertible uses single turbocharger technology alongside petrol direct injection with Valvetronic fully variable valve control. Both models top out at a speed-limited 155 mph, with the 650i Convertible covering the 0-62mph increment in 5.0 seconds compared to 5.7 seconds for the 640i Convertible.

Where the 640i Convertible usurps its more powerful sibling is in fuel efficiency – achieving 35.8mpg on the combined cycle, while CO2 emissions are only 185g/km, proving that at BMW sporting performance does not come at the expense of economy.

Specifications and availability

The new BMW 6 Series Convertible comes with the highest ever level of standard specification on a Six. Standard for the 640i Convertible are 18-inch light alloy wheels, while the 650i Convertible comes as standard with a 19-inch light alloy wheel. Both derivatives feature Dakota leather upholstery, eight-speed Sport automatic transmission, electric seat adjustment, BMW Professional Multimedia Navigation system, Xenon headlights, LED front fog lights and front and rear Park Distance Control to name but a few of the standard specification highlights.

No prices have been released at this stage, but the BMW 6 Series Convertible will go on sale in the UK on 26 March, 2011.