I know this is a lot of reading, but for those that can't get enough information on this car it well worth taking the time.
Enjoy and fill your boots.
Enjoy and fill your boots.
The Auto Channel
By Henny Hemmes
Senior European Editor
Amsterdam Bureau
MUNICH - October 9, 2010: Earlier this summer I reported on the surprise unveiling of a prototype of the M version of the 1 Series Coupe. It was even possible to be taken for a ride on the Ascari race track in Spain by Albert Biermann, the development chief of BMW M GmbH (LINK>>>)
This week a couple of M coupes were available for test drives. They all were still in the prototype stage, partly covered with the black and white stickers that BMW uses now for disguise of upcoming models. That was also the reason why we had a guardian on the passenger seat, to prevent us to take the cars to their limit. But our first test drives through the country not far from Munich would offer enough diversity of roads for a very first impression of what the 1 Series M Coupe will be offering us in the future.
What is in a name?
The new M model will definitely be dubbed 1 Series M Coupe. Quite a mouthful, so we asked why not call this M version of the 1 Series an M1, just like the M3 or M5?
Fact is, that it has everything to do with the original M1, the only BMW ever with a mid engine, that was built between 1979 and 1981. The name M1 therefore, should be reserved for the iconic sports car. But, we question Mr. Biermann: “Since it is so long ago, why care. Who would be confused? Not us, nor the young customers you want to attract with this new M model, who probably were not even born?”
He cannot prevent, though, that 1M or M1 will soon be common.
Affordable
BMW does not release any details or photos, except for the expected release time (mid December) However we got a fair chance to talk to Mr. Biermann and were able to come to some conclusions.
From the first encounter in Ascari we know that the basic structure of the 1 Series is left untouched and that the track up front and at the rear is wider to suit the M wheels with 245/35 ZR19 rubber up front and 265/35 ZR19 at the rear.
Another fact Mr. Biermann offered, is that the engine is the very same one that propels the Z4 35is. This 3.0-liter 6-cilinder unit with turbocharger has 340 hp/250 kW at 5900 rpm and 450 Nm/323 lb.-ft of torque at 1500-4500 rpm. With this power plant, the Z4, that weighs 1600 kg/3527 lbs, sprints in 4.8 seconds from 0-62 mph.
The development chief also volunteered that the 1 Series M Coupe shall have a weight of ‘around 1500 kg’ (3307 lbs) with a 50/50 balance front/rear. Since the M is higher and is not as aerodynamically shaped as the Z4, we can expect the ‘1M’ to do the sprint in the low 5s.
Why does BMW use this existing engine and not develop a real M-power plant, you would ask It is because the car has to be affordable. According to Albert Biermann is this strategy based on cost and development. “But the Z4 35is is very fast and you will experience how fast this One is, ” he says.
We also talked about a real M1, which in his opinion should have at least 70 hp more than the fastest model of the series, in this case 300 hp of the 135i. So, may be it is better to consider this an M-tuned variant…?
The first with the 1 Series face lift Almost every suspension part is different. The springs are stiffer and the dampers have less travel. The bushings of the trailing arms are changed from rubber to joint balls and some rubber ones are stiffer. The suspension cannot be adjusted – also to keep the cost down. But the body is lowered by 10 mm (0.4 in). The track is approximately 30 mm wider up front and between 30 to 40 mm wider at the rear. The brakes are completely different from the 135 I with M Compound brakes.
The front axle carrier is the same as in the 135i, but in the rear the one of the M3 is used. Four exhaust pipes will mark this M variant, that also is the first model that has the face lift that is scheduled for the 1 Series next year.
Flippers
Well, it’s time to start the engine and to take off. My passenger, once again, says that this is not the final product, that the sound will be different. But that the suspension is what you are going to get. And that is impressive indeed. You feel the security of the wider track and serious sizes Michelin rubber, as well as the suspension improvements. The balance is perfect.
You can believe the German car magazine that spotted the 1M testing at the Nürburgring, registering a lap time of around 8’10”. That means this version is faster than the E46 that does (8”22”).
The ZF 6-gear stick shift works well, but here is a missed chance: Why not have flippers on the steering wheel???? That is what is cool nowadays and if you want to attract younger buyers, you would have to offer this possibility to shift at the steering wheel. Sure that is more common with an automatic transmission, but still.
Steering feels very direct and the engine is fast, reacts immediately to input of your right foot. I think the suspension is so good that it would be possible to have even more horsepower than this I-6 delivers. We will have to be patient and wait for the real introduction event, that probably will be somewhere in January and at a race track no doubt. The BMW will also be able to show us the final body and interior trim and tell us all we want to know. What we could figure out so far, is more than we had expected.
Discussions about the price of the 1 M Coupe led to the conclusion that in Germany the car will cost between 50,000 and 55,000 euro. Since the M3 sells there for 66,650 euro, I expect the 1M’s price to be closer to € 50,000. The official debut will be at the Detroit auto show in January 2011, while we may expect the 1 Series M Coupe to hit the market around May. There is no convertible planned, nor will there be a Club Sport Series.
Autoexpress BMW 1M Firstdrive impressions
BMW 1-Series M
Ignore the crazy disguise. This firebreather evokes memories of the first M3!
Auto Express Car ReviewsText: Shane O'Donoghue / Photos: BMWOctober
MEET the mightiest 1-Series ever! This is the new M Coupé – a hot flagship that seeks to deliver the M Sport DNA into BMW’s smallest car. It won’t be launched until next year, but we headed to the firm’s Munich HQ to put a pre-production
version through its paces.
All the swirly camouflage can’t disguise the baby M-car’s powerful looks. It’s low and imposing, thanks to an 80mm wider track and inflated wheelarches, which cover huge 19-inch alloys, attached to the M3’s limited-slip diff at the rear. The car’s back-to-basics approach means the sole transmission option is the M3’s six-speed manual gearbox, while there will be no adaptive damping, and there is only one setting for the differential.
On the move, the car doesn’t disappoint. With two relatively small turbos, the 335bhp 3.0-litre straight-six has lots of punch at low revs, while in the mid-range, acceleration is storming. No figures are available, but we’d estimate 0-60mph in around five seconds.
The rear-drive chassis is up to the job, too. The wide stance aids stability and allows the car to corner quickly, with little roll.
Yet it seems to ride well, too. The steering is super-quick and the nose darts into a corner. It feels very rear-wheel drive, and you really notice the M differential at work. Stopping power is impressive, too, but it’s the stability under heavy braking that stands out. In all, it’s an engaging car that won’t hold any fears for the uninitiated.
That should suit the intended target audience. The German manufacturer wants to get younger buyers into M-cars, and so it considers the Coupé as a value-for-money proposition.
At an estimated £40,000, it’s certainly not cheap, but does offer the same punch as a similarly priced Porsche Cayman S. Standard spec should be quite generous, with the equipment from the current range-topper, the 135i M Sport, likelyto be boosted by unique bucket seats, a new M steering wheel and fresh light-grey instruments – at the very least.
Autocar
What is it?
Well, it looks the business. When you see the BMW 1-series M Coupé in the metal, it’s hard not to be impressed. Even with the taped disguise of this pre-production prototype, it is clear that this is more than just a warmed-over version of BMW’s price-leading two-door.
It’s not beautiful. But the added visual muscle and ground-hugging stance of the new entry-level M-car raises expectations of the performance lurking within. It’s a shot of attitude before you’ve even climbed into the contoured driver’s seat and hit the starter button.
The 1-series M Coupé’s new aluminium wings have been widened by 80mm over the steel panels of its standard sibling to accommodate a longer front track and trick new rear axle. Combine this with a 10mm lowering in ride height and you’ve got the basis for a purposeful-looking car whose appearance is enhanced ever further by a deep front bumper that houses cooling ducts for its twin-turbo 3.0-litre straight six engine.
What's it like?
One thing’s for sure: the new M-car doesn’t lack shove. Its engine is a development of the updated unit used in the Z4 sDrive35iS. As with so much of this car’s mechanical package, BMW is not divulging much about it at all. But with a host of typical performance-enhancing changes – including larger turbochargers, additional boost pressure and unique mapping – power and torque are said to be somewhere north of the Z4’s 335bhp and 332lb ft of torque.
The thing that grabs your attention as you pull away is its flexibility. It will accept sixth gear at 1000rpm without any unruly shunt and continue to pull hard towards the business end of the range without any dip in demeanour.
It’s under load in low gears, though, where it does its best work. Planting your foot in second induces the sort of rolling acceleration to match the 414bhp V8 M3 and it feels terrifically urgent right up to its 7000rpm limit.
Apportioning drive is a six-speed manual gearbox, the only choice for buyers. However, the car does get the same rear axle as the M3, complete with its electronically controlled M differential for more engaging driver appeal and big levels of traction. Nothing’s official, but expect a 0-62mph time of around 5.0sec and a top speed limited to 155mph.
Our prototype had clearly led a hard life and was not fully representative of the final production version of the new M-car, which makes its debut at the Detroit motor show in January before going on sale in the UK in May.
Still, there was sufficient evidence to suggest it will be stiff competition for the current crop of performance coupés. Changes to the suspension provide a noticeably more fluid feel than the standard 1-series, with more enthusiastic turn-in and added levels of grip. The electro-mechanical steering, for all its accuracy, delivers little feedback on centre but it is quite direct, at 2.4 turns lock to lock.
There’s a little initial roll, but the lightened body settles quickly to provide a flat cornering stance. And with that trick differential juggling drive between the rear wheels, you can lean on it at the exit without any premature breakaway or activation of the stability control system. The new BMW also rides acceptably, even on the 35-profile rubber fitted to our prototype. It’s firm, but not overly so.
Should I buy one?
So, for out-an-out performance and pure driving dynamics, the 1-series M Coupé is quite an improvement on the already talented 135i coupé upon which it is heavily based. The question is: will potential buyers be prepared to stump up the extra £10,000 to gain membership to the M division club? On looks alone, it will be worth it.
Greg Kable
Automobile Mag
REVIEWS:
First Drive: 2012 BMW 1-series M Coupe
If you haven't noticed an abundance of current M3s on the road, you can't be accused of not paying attention. They're just not selling that well. When we first drove the V-8-powered monster from Munich, we were told that this M3 would sell twice as many units as the previous, E46-chassis car.
BMW has sold only half as many, and we're more than halfway through the product cycle. In other words, the broad selection of E90/E92/E93 sedan/coupe/convertible M3s, with their manual and dual-clutch automatic transmissions, might not sell as well as the coupe-only, manual-only -- technically, the SMG was an automatic, given its lack of clutch pedal, but it did a lousy job of appealing to automatic-transmission buyers -- E46 did.
Why? Well, the world economy did kind of fall apart -- and the cheaper 335i is enough of a rocketship for most BMW fans. And let's not forget the new 335is, which, on your daily commute, makes a pretty powerful argument against buying an M3.
There's another issue. The M3's engine has grown from four to six to eight cylinders. Its weight and refinement level have grown, too. You could be forgiven for thinking that the current M3 might be just closer to an M5 in concept than it is to the original M3.
The M3 is one hell of a machine -- one virtually without flaws -- but it's moved substantially away from the original in price, size, and refinement that it's struggling to find an audience. What are those guys and girls buying? Well, BMW hopes they haven't bought anything yet, because if all goes well, they'll be standing in line to buy the new M-version of the 135i -- the 1-series M Coupe. ...next page >>
Because we get the 1-series only in coupe form, it's not the most practical car. Small coupes just never are. (The European-market hatch would have fixed that, but American buyers continue to make it clear that hatchbacks don't sell.) If it's not going to be practical, a small car needs to be either incredible looking (the 1-series is cute, but far from incredible) or incredibly fun. And though the 135i sure is an enjoyable car, it's not quite up to the fun levels of, say, a Porsche Cayman, which is better looking to boot. After spending a full year with our Four Seasons 135i, we loved it, but still couldn't decide whether it was a budget Porsche Cayman or just a way-too-expensive a small car.
We now have the answer. Not for the 135i, mind you, but for the forthcoming 1-series M Coupe. Suddenly, this little car makes perfect sense.
For obvious historical reasons, BMW can't call it the M1, but before you deride the name, remember we've also had the Z3 M Coupe and the Z4 M Coupe. It's not an elegant name, but it's at least consistent.
And frankly, after seeing those fender flares, I wouldn't have cared if BMW called it the 1-series M Steaming Pile of Scheisse. And -- like you -- I still haven't seen the Real Thing yet. Even though BMW invited us to Munich to preview the 1-series M Coupe, they didn't actually show it to us. Neither the exterior nor the interior. They also didn't tell us much about it. They basically handed us the keys and smiled.
So here's what we do know: the car is about 3.2 inches wider than a standard 135i -- but it looks like it's a foot wider. The front of the prototypes we drove has some deceptive elements on it making it hard to see what the new front fascia will look like, but there's carbon-fiber in there. And lots of intercoolery and radiatory bits. ...next page >>
Underneath, there's a single exhaust running to the back, which then enters a single muffler that, on the later prototypes, has four outlets. The production car will have four. The suspension links are aluminum and look curiously like the ones you'd see on a current M3. So do the enormous, cross-drilled rotors and the big black calipers hiding behind the gorgeous wheels. Remembering that the 1-series shares its basic design with the 3-series, strapping M3-like goodies onto a 1-series wouldn't be much of a stretch.
If you don't notice the big, finned rear differential when you're looking at the car, you will the second you drive the car.
But what you'll notice first? It has three pedals and a stick. Thank the Lord Baby Jesus, praise Allah, and/or send money to your local televangelist -- the Germans have finally gotten the message that those twin-clutch transmissions, awesome they may be, aren't a substitute for a row-it-yourself stick.
Woohoo!
The shifter's throws are super-short, slightly notchy and accompanied by substantial resistance, just like they're supposed to be. The clutch takeup is perfect (just like in every other BMW), and the in-line six makes pretty noises from idle to redline. No surprise there. None of the prototypes wore a final-production exhaust system, and they were all quieter than, say, a 335is, but I spent a half-hour begging for more sound while a grinning German engineer told me to be patient. "Throw a microphone in the damn intake tract and a speaker under the dash if you can't get it to pass drive-by regulations," I whined. "Anything for more of that music -- intake, exhaust, whatever.."
Apparently in-line six noise is a drug and I'm a junkie. I own it; I'm fine with it. ...next page >>
The engine itself is another variant of the N54HP -- the high-output version of the old twin-turbo 3.0-liter straight-six that we've seen in, among other things, the Z4 sDrive35is, 335is, and 740i. No final numbers have been announced, but I was told to expect 340 PS (335 hp) and around 332 lb-ft. The engine apparently has no internal modifications, and retains its 7000-rpm redline -- and its desire to run hot. The oil stabilizes at 120'C, like the 135i, but those extra coolers in the front of the car will surely keep temps from rising above that point.
I would moan about this not being a "real" M engine if it weren't so damn good in the first place. The purist in me says that this car, wearing an M badge, should have an 8000-rpm normally aspirated derivative of this motor. The rest of me tells myself to shut up.
The ride is stiff, but like the M3's, never ever punishing. Without a single pothole on the drive, it's hard to tell for sure, but it wouldn't surprise me if the 1/MCoupe rode better than a 135i Sport Package, just like the M3 rides better than a 335i Sport Pack. Firm, mind, you, but not unnecessarily so. There is zero body roll (and if you look at the cornering pictures, you'll see that's no exaggeration) or brake dive. A sport-package equipped 335i wagon (hotness!) that we were following was heaving and scrambling around corners and pavement ripples that the 1/MCoupe barely noticed. Traction, thanks to the diff and the big tires, is practically never-ending. And when the rear brakes loose (which I managed only once before turning stability control back on, lest I get yelled at), the 1 is as easy to manage as an M3.
Tires are Y-rated Michelin Pilot Sport PS2s, 245/35-ZR19 front and 265/35-ZR19 rear. We weren't told exactly what the steering rack was, but its quick ratio and light low-speed effort outed it as an M-rack. ...next page >>
The interior of our prototypes was (mostly) standard-issue 135i. However, I was told to expect lots of goodies there, too. One of the cars had aggressively-bolstered M seats, so you can count on those, as well as the usual M jewelry treatment -- dead pedal, steering wheel, shift knob, gauges, etc. I was also told to expect a few surprises that we don't usually see on M cars -- nothing functional, just visual candy. Getting this particular candy out of the engineers was like taking candy from a fat kid. A strong, hungry one. Damn. We'll have to wait and see.
Likewise for the final specs and for the final exterior styling. And the price -- though BMW says it'll slot between the 135i and the M3. Duh, obviously. Think $45,000.
We'll drive the final-specification 1/MCoupe in May 2011, right before it arrives in U.S. dealerships. If there's not a waiting list already, it's because y'all haven't driven one yet. (In other words, place your order now.)
M-boss Dr. Kay Segler told me a few days before the drive that "the 1-Series M Coupe's goal is to be young. fresh, and attainable." Had those been the goals of the M3, I imagine we wouldn't have the 1/MCoupe now. And we also wouldn't have the awesome, outrageous, and fabulously unattainable M3 GTS. (It isn't coming to America, and if it did, we couldn't afford it anyway.) But if 40 is the new 30 and Gaga is the new Madonna, then 1-Series M Coupe is the new M3. And that's just fine.
Car Enthusiast
| First Drive | Munich, Germany | BMW 1 Series M Coupé prototype |
We've been waiting some time for an M-badged 1 Series. BMW says its M Division was too busy on other projects to fit it in. Until now. Well, until spring 2011 to be precise, when the 1 Series M Coupé goes on sale. Having been teased with a passenger ride in July, Car Enthusiast has finally had the opportunity to drive a pre-production version of the new Coupé.
In the Metal
As you can see, the car remains under mild camouflage (until December apparently). That can't hide the chunky stance though. It's defined by the width of the track, which is a full 80mm wider than the 135i's. This is determined by the rear axle, which is lifted wholesale from the BMW M3. Rims of 19-inch in diameter will be standard too so squint at the pictures and you're essentially seeing how the new car will look. Yup, with quad exhausts and a tiny lip spoiler on the rear boot lid. We do wonder if BMW will launch the 1 M with a new 1 Series face, as that's surely just around the corner.
The interior of the pre-production car we drove was far from finished, though it has been confirmed that bespoke light grey instruments will feature, as will bucket seats.
What you get for your Money
This is anyone's guess really, as the price for the 1 Series M Coupé won't be announced until the end of 2010. It needs to be less than £40,000 to be taken seriously, though of course there's a VAT increase in January, which won't help. A six-speed manual gearbox will be the only transmission option and the only wheels offered will be 19-inch in diameter. Oh, and we can dispel a few rumours: this is not a limited production model and yes, it will also be sold in the United States.
Driving it
While the 1 M sounds much like the 135i at idle (perhaps a little louder), as soon as you first turn the steering wheel it feels quite different. It's noticeably wider while negotiating tight parking spots, but that matters little when you hit the open road. Then it gets really interesting.
In essence, the 1 Series M Coupé takes the best bits from the Z4 sDrive35is, the M3 and the 1 Series Coupé. The straight-six, twin-turbocharged engine is based on that in the Z4, and though the final homologated figures have yet to be released, we believe peak power is 335bhp and torque is about 340lb.ft. That last figure is significantly more than the M3 has incidentally, and it's what defines the power delivery. It's creamy smooth and urgent from low revs, with a distinct rise in accelerative force as both turbos deliver their best in the mid-range. Our only minor criticism is that it runs out of steam towards the redline so it isn't a car you'll be hitting the rev limiter in regularly.
The six-speed manual gearbox is lifted from the M3, so it retains that car's slightly springy action, but is swift and slick enough. As mentioned, the rear axle, incorporating the M differential, is also borrowed from the M3. It doesn't look like any customisation of its setting will be available in the 1 M, but it's still effective. Our relatively short drive revealed instant turn-in and a playful rear end - though it moves about in a safe, predictable manner. In fact, the overriding impression of the car is one of unflappable stability. That's particularly true under braking and over mid-corner bumps. It features standard fixed damping and steel springs by the way, and adaptive damping will not be offered. Two different throttle maps and various stages of traction control will be the extent of driver customisation available.
Worth Noting
BMW brought along a brace of E30 M3s so we could compare the new 1 Series M Coupé to its granddaddy. Apparently the developers of the 1 M used it as inspiration. The idea is one of back to basics - or relatively at least. Hence the lack of as many driver customisation options as in the bigger M cars; no automatic gearbox option; one size of wheel; and one body style. The 1 Series M Coupé is about 85kg lighter than the M3 Coupé, which makes it around 1,500kg.
Summary
The 1 Series M Coupé is one of those cars that could have been a big disappointment. After all, it's difficult not to get excited about a new M car, especially one that supposedly takes its brief from the very first M3. First impressions suggest that buyers are in for a treat.
Shane O' Donoghue - 10 Oct 2010
Performance: *****
Engine & Transmission: ****
Ride & Handling: ****
Appearance: *****
Detroit Bureau
First Drive: 2012 BMW 1-Series M Coupe
But is there an M1 to follow?
by Henny Hemmes on Oct.12, 2010
Partially disguised, we get our first drive of the 2012 BMW 1-Series Coupe. But feel free to call it the M1...unoffiicially.
Other than the transformative 2002tii, few BMW models have been the subject of more lore than the original, hand-built M1 sports car sold between 1978 and 1981.
So, when word got around that a new BMW M coupe was clocking blistering speeds around the Nurburgring race circuit rumors began to circulate that the legendary nameplate was coming back.
Alas, as I learned during a visit to Spain’s Ascari race track, over the summer, BMW’s surprise was really a 1-Series coupe in crafty camouflage. In the German logic, the name M1 has been permanently set aside, like the number of a baseball Hall-of-Famer. So, what we’re about to get is the new BMW 1-Series M Coupe.
Once we got past that dance with semantics our next question was simple: when can we go for a drive? We got our answer, earlier this month, in Munich, at the formal unveiling of the smallest model to emerge from the vaunted M GmbH.
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Surprisingly, even at the 1-Series M Coupe’s unveiling, BMW still was holding back on a number of technical details – and the product I got to drive still wore some camo.
The full and final presentation won’t come until mid-December. But with a wee bit of seat time and a few subtle questions for spokesperson Stefan Behr and development chief Albert Biermann we were able to get a pretty solid sense of what to come.
So here are our conclusions: the new M-variant is based on the 135i and will get the face lift that is due for the 1 Series in mid 2011. It has four exhaust pipes and serious M3 brakes that are visible through the M-wheels, with fat Michelin rubber (245/35 ZR19 and 246/35 ZR19).
The new car has the engine of the Z4 35is, the 3.0-liter turbocharged I-6, which delivers 340 hp and 323 lb-ft of torque. It has a maximum turbo load of 2.0 bar. Power of the 1Series M is some 30 hp more than the 135i.
According to German ‘spies’ at the Nürburgring, the 1-Series M Coupe pulled lap times close to 8’10”. That is pretty fast, when you know that the E46 does 8’22”.
“There are hardly any parts of the suspension that are still the same,” hinted development chief Biermann. The car gets stiffer springs, shocks with less travel, stiffer bushings, a lowered body and a wider front and rear track.
From the driver’s seat, it is immediately obvious that those measures pay off. The suspension seems more than prepared for the engine’s solid power.
So, might we expect a real M1 coming up after the face lifted 1-Series is settled into the market?
Spokesman Behr’s answer was a simple, “no.” The M1-nameplate, which was fitted onto the only mass-produced BMW mid-engine model ever sold to the public, has been formally retired.
But not without some debate at the BMW board level – where the decision was ultimately approved. Is there a chance the name could be “un-retired”? Well, we saw that happen with the 328 badge. And I personally suspect it would put out something closer to 380 hp and be targeted for a new race series.
But, for now, we’ll have to get used to the formal designation, BMW 1-Series M Coupe, though we imagine folks will quickly start calling it the M1, anyway.
And whatever you prefer to call it, the newest M-model is not a bad choice at all.
Of course, it will also depend on price. In Germany, it’s been suggested that will be somewhere between 50,000 and 55,000 euro, which is at least 10,000 more than the 135i.
Considering the current, weak state of the U.S. dollar, that would work out to a hefty $70,000, but BMW hasn’t always made a direct conversion on exports knowing that such a price premium could kill a new model before it even puts down roots.
Formal pricing will be announced in ‘stage 5’ of the 1-Series M Coupe’s rollout, which will be closer to the market launch in May.
For Americans looking to get a first good look at the coupe, that’ll come in stage 4, at the BMW news conference at the 2011 Detroit Auto Show, in January.
Edmunds
2012 BMW 1 Series M Coupe Prototype First Drive
Silly Name for a Serious Car
By Andreas Stahl, Contributor | Published Oct 8, 2010
Article at: http://www.insideline.com/bmw/1-seri...rst-drive.html
We've always been a fan of the BMW 135i coupe. How could you not when it packs such a terrific engine, delivers such enthralling rear-wheel-drive handling and boasts the sort of quality expected of a car wearing the sought-after blue-and-white propeller badge?
But at the same time we've always felt the compact two-door, introduced in the North American market in 2007, could offer a little bit more on the performance front. We partially took this into our hands when we chipped our long-term 135i. Now, after taking a long time to carefully think it over, BMW's board of management has apparently come to the very same conclusion. The result? The harder, faster and more focused 2012 BMW 1 Series M Coupe, driven here in prototype form for the very first time.
Neo-E30?
Set to debut at the Detroit auto show in January, BMW M division's new entry-level model has been conceived to broaden its reach and appeal among a younger group of customers than the existing M3, X5 M and X6 M as well as the upcoming M5 and M6 — the latter two due out in 2011 and 2012, respectively.
The company's boss, Kay Segler, is quick to talk up the similarities between the 2012 BMW 1 Series M Coupe and the original M3 — the classic E30 model used to homologate BMW's 1987 World Touring Car Championship contender. Truth is, though, there is little other than compact dimensions linking the two. If it has to be compared, the 135i coupe is clearly the only real yardstick.
Huggy Bear
One fleeting glimpse is all it takes to tell you this is no ordinary 135i coupe. With a deep new front bumper carrying sizable engine cooling ducts, bulging wheel arches front and rear, widened sills and a re-profiled rear bumper incorporating BMW M division's signature quad chrome tailpipes, the 1 Series M Coupe looks fast and capable before it's even turned a wheel.
The styling changes are complemented by a fantastic ground-hugging stance created through a combination of lowered ride height and significantly widened tracks. The wheels? We can't imagine there was much argument over the M3 CSL-style 19-inch alloys worn by the prototype we drove. Shod with 245/35 (front) and 265/35 (rear) Michelin Pilot Sport tires, they properly fill out the arches, serving to heighten the 1 Series M Coupe's muscular appearance while helping to further separate it visually from its standard sibling.
There's not too much to report about the interior just yet. The prototype we drove used a basic 135i coupe dashboard that had clearly seen better days. Production versions will get the same fascia design together with all the usual M division accouterments: unique instruments, thick-rim three-spoke steering wheel, leather-bound gearlever, polished pedals, more firmly padded seats and a series of upmarket trims.
Stump-Puller
Never mind the interior, though. It's the mechanical package, and in particular the driveline, that will be the real focus when the 1 Series M Coupe reaches North American showrooms next year. Based closely around that already used by the 135i coupe, it runs a heavily tuned version of BMW's N54 engine mounted longitudinally up front and delivering drive to the rear wheels. Details pertaining to the twin-turbocharged 3.0-liter inline six-cylinder direct-injection gasoline unit haven't been made official. However, Inside Line understands it develops close to 350 horsepower — or 44 hp more than the standard engine in the 135i and some 57 hp less than the naturally aspirated 4.0-liter V8-powered M3.
First impressions once you've slotted the key into the ignition and hit the starter button are more than encouraging. The reworked engine is extraordinarily strong within the lower end of the rev range thanks to its solid reserves of torque. Again, BMW is not prepared to divulge too much prior to its official unveiling, but there are whispers that the 1 Series M Coupe has as much as 350 pound-feet of torque, or significantly more than both the 135i coupe and M3's 294 lb-ft. As the torque is delivered at just 1,400 rpm, the new BMW requires little commitment from the driver to appreciate the added performance.
But while its part-throttle properties are truly impressive, it is under boost, when its two turbochargers are spooling up, where the 1 Series M Coupe really comes alive. Planting your right foot at middling revs unleashes a heady rush of acceleration fully befitting its billing as the spiritual successor to BMW M division's original M3. The reworked engine doesn't mind being worked hard, either; the delivery remains strong all the way to the 7,000-rpm cutout point.
The noise it makes is a little bit naughtier than the standard unit in the 135i coupe, too. There's less induction blare and a raspier exhaust, both under load and on the overrun. It's fitting for a car possessing such stirring performance but it's nowhere near as memorable as the bass-driven wail you get from BMW M division's existing naturally aspirated 4.0-liter V8 and recently discontinued 5.0-liter V10 engines.
Don't Throw Away That Left Foot Just Yet
Despite speculation suggesting the new BMW would receive a seven-speed double-clutch gearbox like that now available as an option in the M3, the 2012 BMW 1 Series M Coupe will come standard with a six-speed manual. It's a strange decision given the younger customers M division is aiming at. But with a crisp action and firm springing, working the Getrag-engineered unit is no hardship. As we're used to, though, the clutch action is long on travel.
As part of efforts to sustain the suspense surrounding the impending introduction of the 1 Series M Coupe, BMW's M division has not revealed any official performance claims just yet. But with a curb weight around 3,300 pounds, a 0-62-mph time of around 5.0 seconds seems well within reach. Of course, it all depends on the gearing. But if the prototype we drove is any indication, it's going to be every bit as quick as the M3 up the strip. Nor will it lack for top-end speed. Inside Line can already confirm top speed will be limited to 155 mph.
It's not only the straight-line performance that serves to set this car apart. The 2012 BMW 1 Series M Coupe also operates on a higher dynamic plane than the 135i coupe. From the outset it feels more willing, and as you begin to make demands it becomes clear the heavily reworked chassis is not only more responsive, but capable of handling higher cornering speeds and delivering added levels of grip.
Wide-Track BMW
Central to the changes is the adoption of a wider front track and the rear axle assembly from the M3, complete with its so-called M differential. The electronically operated device provides 100 percent lockup, ensuring a more harmonious transfer of drive to the blacktop and more neutral cornering. On top of this, it has allowed BMW M division engineers to dial back the threshold of the 1 Series M Coupe's standard stability and traction control system, giving the driver greater scope to exploit its added reserves. The front end can be leaned on more reliably and you can get power down earlier without nasty interruption from the electronic safety net lurking in the background.
Changes to the steering make it more direct and imbue it with a slight increase in weight. They add to the overall sense of purpose engineered into the 1 Series M Coupe, particularly its turn-in properties, which are much improved over the 135i. It's just a pity the newly engineered electromechanical system is so short on feel. There's an inherent firmness to the ride, the result of stiffer springs and dampers as well as those uncompromising tires. But there's sufficient compliance and travel to ensure rapid progress on less-than-smooth roads.
Still, it's going to take more wheel time than a brief spin up the road in a durability prototype that has over 10,000 miles on the clock to fully appreciate the changes BMW has made to the 135i to create the 2012 BMW 1 Series M Coupe. At the moment the signs are extremely positive. It's the sort of car you get out of wishing you could have more time with. On the strength of what we've seen so far, it fully deserves the M-car billing, even if BMW made the wrong decision by not calling it the M1.
Edmunds attended a manufacturer-sponsored event, to which selected members of the press were invited, to facilitate this report.
MotorTrend
First Drive: 2012 BMW 1 Series M Coupe Prototype
1derful M
October 08, 2010 / By Frank Markus
Almost since the launch of BMW's pocket-size 1 Series, an M version has been predicted. The tii concept car shown at the 2007 Tokyo motor show was the first harbinger, and the blogosphere has barely quieted down since. One of the biggest questions: What would they call it? Millennial enthusiasts might assume M1, but grownups associate that name with BMW's first modern mid-engine supercar, so that name was a non-starter (it's being reserved for something more fabulous than the lowest-priced M vehicle). Instead it will be dubbed 1 Series M Coupe.
That name also draws a connection to this latest M's true predecessor, the quirky two-seat Z3 and Z4 M Coupes. Okay, it's around a foot longer, seats four, and weighs a few hundred pounds more, but in its cheeky styling and narrow, nippy demeanor it passes the paternity test. BMW has not released many official details about the 1 M (it breaks cover officially in Detroit in January), but during a recent tech-day visit to Munich the engineers let us take a quickie test drive and either admitted to or winked and nudged at the following facts:
Engine: The N54 twin-turbo 3.0-liter six is closely related to the one in the Z4 sDrive35is. Spooling out 11.6 psi (increasing to 14.5 for up to seven seconds of overboost), the turbos help produce roughly 340 peak horsepower, with torque registering near 370 lb-ft. To spare you the math, that's 74 fewer horses but 75 more pound-feet of twist than the M3's peaky V-8 makes. With weight said to remain nearly equal to the 135i's, that should give the 1 M a weight-to-power rating equal to that of the previous M coupes with far better weight-to-torque than even the M3.
Transmission and driveline: A six-speed manual will be the only transmission offering, and we expect its ratios will be shared with those of the M3 stick. The M3's Variable M Differential lock rearend is also part of the deal.
Chassis: Almost all of the M3 bits have been adapted to the 1's closely related platform, with only minor tweaking to account for the 1's nearly 200-pound lighter load. This includes the aluminum suspension links, the big vented and cross-drilled brakes, and the M3 competition package's 19-inch Y-spoke wheels, shod in Michelin Pilot Sport PS2's of the same sizes (245/35ZR19 93Y front, 265/35ZR-19 98Y rear, inflated to 44 psi front/35 psi rear on our prototype).
Body: Fender flares widen the car by 3.1 inches to cover the huge tires, and new fascias accommodate the engine's increased cooling needs in front and the quad exhaust pipes out back. The 135i's rear lip spoiler is retained, and all bodywork will be steel to keep the cost low. Paint choices will include Alpine White, Jet Black, and Valencia Orange Metallic.
Interior: Expect white-on-gray M gauges, a three-spoke M steering wheel with M mode button, an M shifter, and sport leather buckets with ample side bolstering.
So how does it run? Matching the last-gen M3 Competition coupe's weight-to-power ratio with more torque than today's V-8 M3, the 1 M moves out smartly indeed with zero turbo lag and a healthy snarl that's dominated by mechanical and induction noise. Servotronic steering retuned for the 1 Series M Coupe relays plenty of road feel with ideal levels of effort. The chassis' broad stance and high level of control permit cornering that seems impossible outside the virtual world of Sony's Gran Turismo. Those oversized brakes erase big speeds just as smoothly and effortlessly as the twin-turbos produce it. BMW claims its Nurburgring Nordschleife lap time falls just a bit shy of the M3's, and that seems plausible.
A limited production run of 2700 units has been reported, with a healthy percentage of that number heading our way. The base price is expected to fall very near $45,000, highlighting the 1 M's true mission, which is to win back those people who may have failed to make the $8000 price leap from the six-cylinder E46 M3 to the V-8 E92 model. We reckon these folks will be only too thrilled to trade their aging E46s or tuned 335is for one of these.
Pistonheads
DRIVEN: BMW 1 SERIES M COUPé
October 12, 2010
BMW teases us with its 'junior M3' - aka the 1 Series M Coupé
http://www.pistonheads.com/roadtests...?c=100&i=22623
Despite the indisputable step up in ability and performance that characterised the arrival of the E92 BMW M3, there are many enthusiasts that lament the passing of its straight-six engined predecessor. BMW has finally acknowledged there's a gaping hole in the M-car range, and that the gap should be filled with something 1 Series shaped.
You'll have seen the images of the mildly camouflaged cars before now, and BMW has even released a few striptease-style photographs to start building momentum to a full reveal of its 1 Series M Coupé in December. Now some weeks ahead of the official launch they’ve let a few hacks loose with a pre-production car in Germany, including yours truly. Yes, this job can sometimes be fun…
It's going to be a looker, thanks in no small part to the deliciously bulbous wheelarches. I think they're more reminiscent of the 2002 Turbo's than any modern M-car's, though they are also necessary to accommodate the current M3's rear axle.
You can ignore the hand-made (i.e. bodged together) look of the arches on the test car, as the final version will feature a new one-piece metal body panel. One of the pre-production mules has an exhaust similar to the current 135i's - as opposed to the quad-pipe set-up of all modern M-cars - but it was confirmed that the finished product will have four outlets. And yes, 19-inch alloys will be standard - we're told that just one wheel size will be offered.
Christoph Smieskol, one of BMW's engineers responsible for the 1 Series M Coupé, tells us that the company took inspiration from the original M3 in the pursuit of a 'back to basics' approach. Without saying as much, he alluded to the fact that this is as likely to be in the name of keeping the price of the 1 M down. We're crossing our fingers for a showroom price of not much more than £40,000 - downsizing is going to be big in 2011.
That means fewer toys than we've grown accustomed to in our M-cars. The M3's rear differential may be present, but it is unlikely to be offered with different settings. Same goes for the steering and suspension, which does without adaptive damping or any adjustment. The driver can choose between two different throttle maps and the usual multi-stage stability and traction control system, but that's pretty much it. While the 1 M will be sold in the US, no automatic option is planned, so it's the M3's six-speed manual gearbox for all. The 1 Series M Coupé should weigh about 1500kg, and to put that into perspective, it’s the weight of an average bloke less than the current M3 Coupé. Which is a good start, if not quite the featherweight we might have hoped for here on PH.
And any hopes for a high-revving naturally aspirated engine are quelled when the start button is pushed and the familiar straight-six rumble makes its way through the exhaust system. Under the bonnet is a reworked version of the twin-turbocharged 3.0-litre unit that powers the Z4 sDrive35is. BMW has yet to release official power and torque figures, but count on about 350hp and 340lb ft. That's a useful jump up from the 135i's 306hp and 295lb ft - and it's worth remembering that the M3's peak torque is no more than the 135i's.
From the outset it’s torque that defines the new car's performance. The straight-six yowl is accompanied by a relentless shove in the back, and pick-up from low revs is impressively strong. Thankfully, this car is louder than the quick (but a little too cultured for our liking) 135i. From standstill you're into third gear in what should be a five-second 0-62mph time. As in the M3, the gearchange is a tad springy, though it's satisfyingly mechanical and quick across the gate.
Only when you've gone up and down the gearbox a few times do you realise that there was never any danger of running into the rev limiter. The grunt tails off, making it more natural to change up and use the torque than eke out every last horsepower. While there's nothing quite like the thrill of a screaming, naturally aspirated engine, we must be realistic about the times we live in, and turbocharging offers the best balance of performance and economy.
As with the most memorable M-cars through the years, the engine does not steal the show: the 1 M's chassis is a gem. From the moment you get underway the car feels remarkably different to the 135i. The wide, low stance helps with that, but so too does a direct, well-weighted helm - there's even some feel through the thick leather bound rim. The same can be said for the brake pedal, which is firm, but easy to modulate.
More impressive than the stopping power is the stability of the car under heavy braking, even while turning (oh the beauty of testing a high performance car on unfamiliar roads...). There is little in the way of pitch or wallow on the springs; the brakes just shed speed off - and there was little sign of fade after a good thrash through some fast German countryside.
Admittedly German road builders have no interest in challenging suspension engineers, so there were precious few bumps to contend with on our test route, but a couple of surprise mid-corner blemishes were shrugged off with ease, indicating that the 1 M was developed for a wide range of driving abilities and road conditions.
Pushing on further, the limited slip differential helps with traction and endows the car with a real rear-led balance under power. That the front end is so keyed-in helps with this. In short, it won't scare the uninitiated, but experienced drivers should find enough to interest them too.
To call the 1 Series M Coupé a true successor to the E30 M3 is stretching the point. Its relative simplicity owes a little to that car, but it owes a lot more to the economic environment we find ourselves in. The 1 Series should allow the M Division to continue to flourish, by introducing younger (and less financially endowed) buyers to the brand, but first impressions suggest that price alone won't be the only reason to opt for the 1 M.
Road and Track
2012 BMW 1 Series M Coupe - Driving Impressions
BMW’s new rocket-powered rollerskate.
By Jonathan Elfalan
October 12, 2010
Scheyern, Germany—The price of admission into BMW’s M performance division has just been reduced with the introduction of the 2012 1 Series M Coupe. A fact you might already know—the 1 Series M Coupe is powered by the N54 twin-turbo inline-6, massaged to produce power akin to that of the 335is and Z4 sDrive35is. This means the car will have around 335 bhp and 332 lb.-ft. of torque, more than enough to point and shoot this pint-sized package at will.
With psychedelic camouflage in place, it’s a little difficult to capture the full effect of the 1 Series M’s new fascias and flared fenders. The front fascia gains more prominent side vents that feed an assortment of added radiators, while the rear fascia makes room for the new quad-tip exhaust. BMW engineers say they have widened the current 135i by 80 mm (3.1 in.), which makes the 1 Series M about half an inch wider than the current E92 M3. It’s not just for show, as the fenders were needed to clear what is essentially the suspension transplanted from an M3 Coupe . Huge cross-drilled 14.2-in. front brake rotors and 13.8-in. rears are at work inside the 19-in. Competition Package wheels, which are wrapped in Michelin Pilot Sport PS2 rubber, size 245/35ZR-19 in front and 265/35ZR-19 in back. That’s 30 mm wider than stock in front, and 20 mm wider in back.
The suspension, although not available with the BMW’s Dynamic Damper Control, is significantly improved. Where the 1 Series eschewed any semblance of oversteer, the M delivers far greater balance with the added benefit of the Variable M Differential Lock (LSD) which is what gives the M3 such incredibly friendly drift control.
Get on the throttle hard and the acceleration of this 1 Series M Coupe is a touch more aggressive than the 135i’s already impressive thrust. It won’t wow you like the M3’s racy V-8, but disappoint you it won’t either. The easy-shifting 6-speed manual is standard 1 Series equipment, and it’s the only gearbox offered (no DCT) in all markets.
Although our prototype car wasn’t 100 percent representative of the production 1 Series M Coupe, BMW says there will be an M-specific interior trim along with an “M Drive” button (somewhere) in the cabin that alters the throttle for sportier response. I’d vote for exhaust cutouts of some sort, too (come on BMW, there’s still time!). I’d also like a more guttural exhaust note in the final tune, something closer to that of the 335is.
When the BMW 1 Series M Coupe arrives in the spring of 2011, it will be priced at around $45,000, or halfway between a 135i and an M3.
