Most liked posts in thread: New 1 series M released

rigidjunkie · Dec 15, 2010

I wonder how this thing compairs to past M3's on power to weight? I remember one of the magazines did a big M3 story that had the figures for each generation of M3 and it was interesting to see the power and the weight rocket up on the last 2 generations of M3.

Nathan · Dec 15, 2010

The press release from BMW.

The All-New BMW 1 Series M Coupe

The return of “Eigenwillig.”

Woodcliff Lake, NJ – December 9, 2010, 6pm EST… With anticipation of enthusiasts around the world at fever pitch, today BMW M GmbH unveiled the newest member of its intimate product family. For the first time, the coveted M badge has been granted to the popular BMW 1 Series in the form of the all-new BMW 1 Series M Coupe. The M badge was imparted after a two-year development process through which BMW M engineers and test drivers achieved the exceptional power delivery and the signature, near-perfect driving behavior of a BMW M car. The 2011 BMW 1 Series M Coupe will be available in limited quantities and with a limited range of options at Authorized BMW Centers in Spring, 2011. Final pricing, packages, and options will be announced closer to the on-sale date.

“Eigenwillig,” a German word meaning “self-willed,” “individual,” and “determined to go its own way,” has been the proper word to describe the most unique and memorable M cars of the past three decades. With the original 1988 BMW M3 as its inspiration, the 2011 BMW 1 Series M Coupe combines the raw capabilities of a race car with the agility, versatility, and seating position of a compact BMW Coupe to create a pure Ultimate Driving MachineÂ®. In doing so, the 1 Series M Coupe continues the eigenwillig tradition of BMW M. With its latest two-door model, BMW M is illustrating its ability to build race car performance into a small car, capable of everyday use.

Dimensions and Construction.
The new BMW 1 Series M Coupe has been developed for near-perfect balance and a large, square footprint. It is 71 inches (1803mm) wide – 4.8 inches (122mm) wider than its 1988 M3 ancestor – yet only 1.3 inches (33mm) longer at 172.4 inches (4379mm) long. The new 1 Series M Coupe weighs in at 1,495kg DIN (3,296 lbs, preliminary), and features a 104.7-inch (2659mm) wheelbase, three inches longer than the 1988 M3. Front and rear track widths are exactly the same on the 1 Series M Coupe at 60.7 inches (1542mm) each. Compared to the 2011 BMW 135i Coupe, the 1 Series M Coupe is 0.2 inches (5mm) longer, 2.1 inches (53mm) wider, 0.5 inches (13mm) taller, and rides on the same 104.7 inch (2659mm) wheelbase. It features a track 2.8 inches (71mm) wider up front and 1.8 inches (46mm) wider in the rear, and weighs 35kg DIN (77 lbs, preliminary) less.

The new 1 Series M Coupe features a high-strength steel unibody, with unique, widened fenders and rear quarter panels to house the substantially widened track. It also features a metal roof panel which saves about 35 lbs (15kg) compared to BMW 1 Series models equipped with a moonroof. The 2011 BMW 1 Series M Coupe, constructed as one of BMW’s most performance-oriented vehicles in recent years, will not be offered with a moonroof. This weight savings – at the tallest point of the vehicle – provides a corresponding drop in the center of gravity, which contributes to improved driving dynamics. It also helps maximize head room (or helmet room, as the case may be).

Engineering a chassis which is “faster than its engine”
Providing sure-footed responsive handling for a high-performance, powerful and luxurious coupe, while keeping mass under control, presented numerous challenges for BMW M’s engineers. The result is an aluminum suspension originally conceived for the current-generation M3, and tuned specifically for this model at BMW M’s Nϋrburgring Nordschleife test center. Of course, every BMW design begins with arranging major components in a way that facilitates near-perfect front/rear weight balance (51.7/48.3).

Virtually all of the front-end components are aluminum, including the front struts, swivel bearings, central subframe and an additional thrust panel below the engine serving to maximize lateral stiffness of the entire front section.

At the rear axle, the subframe, transverse arms, track arms, and wheel hubs have been reconfigured by M for ideal kinematics, geometry and stiffness. Virtually every detail on the five-arm rear axle is made of aluminum and is new for this generation of BMW M vehicles, including the aluminum dampers.

Both the front and rear axles feature hollow anti-roll bars optimized for their function and weight. Incorporating two additional longitudinal reinforcement bars, axle kinematics are perfectly tailored to the overall street and track character of the car. The result, in terms of both stability and weight, conforms to the balanced performance concept of every BMW M vehicle.

Compound Brakes and Wheels
A suitably powerful braking system for a car with this much performance was originally developed for the current-generation BMW M3. The internally-vented, cross-drilled cast iron discs measure 14.2 inches (360mm) in diameter at the front and 13.8 inches (350mm) in the rear. Featuring large compound disc brakes and electronic anti-lock, stopping power for the 1 Series M Coupe is strong, precise and consistent. Each disc is connected to a floating aluminum hub by cast-in stainless-steel pins. This configuration reduces the thermal loads on the discs, thus increasing their performance and service life. An electrically-driven pump provides the system’s vacuum power.

Service – and safety – are enhanced thanks to an integrated wear indicator which, through a dash display, allows the driver to monitor the condition of the brake linings. Brake service – covered for four years or 50,000 miles under BMW Ultimate Service – can thus be administered when necessary without guesswork.

The 1 Series M Coupe is equipped with the M-specific, light-alloy cross-spoke wheels from the M3 Competition Package and limited-production M3 GTS. They measure 19 x 9 inches with 245/35/R19 low-profile tires at the front and 19 x 10 inches with 265/35/R19 tires at the rear, and are silver in color.

In the BMW 1 Series M Coupe, power transmission to the rear wheels also provides the ideal basis for thrilling driving dynamics due to the consistent separation of drivetrain and steering functions. The rack-and-pinion steering is fitted with the hydraulic power steering system called Servotronic, which regulates boost in relation to road speed.

Engine.
The heart of every BMW is the engine, and so an inline-6 with outstanding performance, free-revving behavior, and endless thrust propels the BMW 1 Series M Coupe. The concept is familiar: in the model history of BMW M, the high-revving inline-6 is one of the classic engine formats. In the second and third generations of BMW M3, the inline-6 became famous for combining high output, razor-sharp response, and sonorous sounds. In the BMW 1 Series M Coupe, the inline-6 engine concept is realized in its most up-to-date form.

The twin-turbocharged, all-aluminum, 3.0-liter inline-6 engine is characterized by instantaneous response to the accelerator pedal, fantastic sounds, and a free-revving spirit. The combination of twin low-mass turbochargers and BMW’s High Precision direct injection offers an output a naturally-aspirated engine would only be able to provide through more cylinders and larger displacement.

The turbocharger system developed for the engine of the new 1 Series M Coupe maintains a high output throughout the entire engine speed range. Maximum output of 335 hp (250 kW) is delivered at 5,900 rpm. Nominal peak torque is 332 lb-ft (450 Nm) from 1,500 rpm to 4,500 rpm. Redline is 7,000 rpm. The enhanced engine management system of the 1 Series M Coupe includes an electronically-controlled overboost function to briefly increase torque under full load by another 37 lb-ft (50 Nm). This temporary torque peak of 369 lb-ft gives the car a substantial increase in acceleration. The 1 Series M Coupe will complete the sprint from a standstill to 60 mph in just 4.7 seconds (0-100 kmh in 4.9 seconds). The standing quarter-mile mark comes up in 13.2 seconds. Top speed is limited electronically to 155 mph (250 kmh).

Signature sound to accompany the surge of power.
The exhaust system of the 1 Series M Coupe has been tuned by M specifically for this new model. Acoustic engineering gives the car a unique personality in all phases of operation. The M exhaust system is easily recognized by the presence of its four signature exhaust pipes.

M Drive Button.
The new 1 Series M Coupe also features the steering wheel-mounted M Drive button that made its first appearance in the 2006 M5. In the 1 Series M Coupe, the M Button activates a razor-sharp throttle response program for the sportiest driving. This means that the performance characteristics of the engine can be varied according to the driver’s wishes.

6-speed Manual Transmission.
A close ratio 6-speed manual transmission is used for power transmission to the rear wheels in the BMW 1 Series M Coupe. It was specially designed to interact with high-torque engines and has been fitted for this purpose with a dry sump cooling system. An upgraded flywheel for high-torque applications is installed between the engine and transmission. The transmission is operated using a very short M gearshift lever. Final drive ratio is 3.15: 1.

Variable M differential lock, DSC with M Dynamic Mode.
The BMW 1 Series M Coupe is fitted with a variable M differential lock. This generates lock-up torque on-demand and variably, thus providing for optimum rear-wheel drive traction on all road surfaces. The variable M differential lock responds to differences in rotational speeds in the right and left rear wheel, redirecting drive torque in a fraction of a second. So where there are significant differences in friction coefficients between the right and left rear wheel, for example, optimum traction and maximum possible propulsion are ensured. The centrifuge principle of the variable M differential lock supports the dynamic qualities of rear-wheel drive both on slippery surfaces and when accelerating out of bends.

This gives the BMW 1 Series M Coupe traction benefits on slippery surfaces, snow and sand. It also supports sporty-style motoring on narrow, winding roads such as mountain passes since optimum traction and maximum drive torque are available when accelerating out of a bend. So in this model, too, the variable M differential lock proves ideal support for the driving dynamics properties of rear-wheel drive.

The Dynamic Stability Control (DSC) of the BMW 1 Series M Coupe includes such elements as the Antilock Brake System (ABS), an anti-slip control function (ASC), the brake assistant Dynamic Brake Control (DBC), a hill-hold assistant for starting off, Cornering Brake Control (CBC), a brake fade compensation function and a brake drying function. In the wet or on slippery surfaces the DSC intervenes discreetly to limit oversteer.

As an alternative to normal operating status, the driver can activate M Dynamic Mode (MDM) by means of pushing the MDM Button between the front air vents, raising the intervention thresholds of the DSC system. MDM enables slight amounts of dynamic oversteer under specific circumstances to enable optimum vehicle yaw for maximum performance. Demonstrations at the BMW Performance Center in Spartanburg, S.C. have proven MDM mode to enable the fastest-possible lapping performance while still providing the assurance and protection of Dynamic Stability Control. MDM also facilitates starting off in snow or loose surfaces by means of carefully controlled amounts of wheelspin. DSC may be fully disabled via a long-press of the MDM button (ABS remains active).

Innovative Aerodynamics: Air Curtains.
Consistency between form and function is crucial to engineers at BMW M, who seek perfect balance of various aerodynamic factors in the wind tunnel. As a result, the 1 Series M Coupe has been equipped with BMW’s latest aerodynamic innovation. Air curtains, used here for the first time in a BMW production vehicle, improve air flow around the wheel arches with the benefit of significantly reduced turbulence.

This innovative aerodynamic feature consists of openings in the outer section of the lower front fascia that route high-pressure air through ducts at each front corner. The ducts are approximately 10 x 3 centimeters wide and are designed to channel air to openings at the front of each wheel arch, where it is discharged through a very narrow opening at high speed. The escaping air stream covers the side of the front wheels like a curtain, thereby reducing aerodynamically unfavorable turbulence around the rotating wheels.

This feature has a key role to play in the development of future aerodynamic innovations. An example of the air curtain principle was first presented in the concept study BMW Vision EfficientDynamics at the International Motor Show (IAA) in Frankfurt in 2009, and the developers of the BMW 1 Series M Coupe took on the pioneering task of applying this element to a production vehicle. To do so, they utilized the unique capabilities of the new full-scale “rolling road” Aerolab wind tunnel at the BMW Group’s new Aerodynamic Testing Center.

Design.
There are three exterior paint finishes to choose from for the BMW 1 Series M Coupe. In addition to Alpine White non-metallic and Black Sapphire Metallic, Valencia Orange Metallic is available exclusively for this compact high-performance sports car.

The powerfully shaped front fascia is dominated by three large air intakes which secure cooling air for the high-performance engine. The wide central air intake is covered by a honeycomb-structured grille, while the two outer intakes are completely open. This means that in every situation on the road or track, a sufficiently large quantity of cooling air is fed directly to the engine oil cooler on the right and to the supplemental coolant radiator on the left.

With the greenhouse conveying an impression of lightness, the powerfully distinctive shoulder line and the elaborately sculpted surfaces symbolize precisely controllable athleticism in profile. The wheel arches of the 2-door model bulge out especially voluminously at both the front and rear. One hallmark M feature is the chrome gill element on the front wheel arch which is particularly elongated. It bears the side turn indicator and the M brand logo, as well as forming the starting point of the character line running along the door handles to the rear. A vertical contour edge starts at the gill element which leads down to the side sill. Fine-tuning in the wind tunnel has also shaped the design of the exterior mirrors. In their basic shape they are the same as those of the BMW M3.

The powerful wheel arches also make the rear of the BMW 1 Series M Coupe seem especially broad. Horizontally arranged lines accentuate this impression. A discreet spoiler lip on the luggage compartment lid generates additional downforce on the rear axle at high speeds. The rear fascia has side openings which echo the look of the Air Curtain intakes in the front fascia. The characteristic M visual symmetry is created by two sets of chrome twin tailpipes, each positioned towards the outer edges. L-shaped rear light clusters with red glass covers create a characteristic night-time illumination. Inside these, the rear light is provided by two light banks fed by LED units.

The BMW 1 Series M Coupe features standard Xenon Adaptive headlamps. The twin circular headlights are truncated in the upper section by an LED-fed “eyebrow.” This is what creates the focused look of the 1 Series M Coupe.

Focused Interior.
The M-specific cockpit developed exclusively for the BMW 1 Series M Coupe is designed to facilitate focused, sporty driving. High-quality, dark Alcantara with orange contrast stitching covers the door panels, door pulls, instrument cluster binnacle, dash panel, and gearshift and handbrake lever boots. The driver’s attention is focuses on an M-specific instrument cluster with gray dials, classic M red pointers, and white backlighting. An M driver footrest and M entry sills round off the unique interior.

The black sport seats in standard Boston leather have orange contrasting stitching and an M logo embossed in the front of each headrest. Seat heating is available for both front seats. The orange contrast stitching is also echoed on the rear seats and on all design elements featuring Alcantara. The leather M multifunction steering wheel features the now-ubiquitous M Button for spontaneous activation of the sharpest throttle response and M Dynamic Mode of DSC.

The dominance of dark surfaces, including the A pillar trim and anthracite headliner reduces sun glare and promotes focus on the road. In combination with high-quality materials, carefully planned contours, and selective color accents, the interior of the BMW 1 Series M Coupe provides a perfect environment in which to pursue driving pleasure.

Safety Equipment
BMW passionately pursues a safety philosophy with three key modes: a) superior accident avoidance, b) superior crash survivability, and c) comprehensive post-crash notification. The 1 Series M Coupe features an extensive range of standard equipment which underscores BMW’s safety research culture. Standard safety features include front, pelvis-thorax and side curtain head airbags, three-point automatic seatbelts for all seats with belt force limiters and belt pretensioners at the front. Models equipped with BMW Assist feature BMW’s Enhanced Automatic Collision Notification, which alerts authorities when an airbag deployment has occurred. Furthermore, data from on-board safety systems is processed and analyzed through the proprietary URGENCY algorithm so that the vehicle may provide the BMW Assist call center with special notice when occupants are likely to have sustained severe injury.
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rigidjunkie · Dec 15, 2010

Air Curtains sound very interesting. I wonder if they will be able to pull the brake dust off the wheel and keep the wheels clean? 4.7 to 60 is not too shabby either.

goaljnky · Dec 15, 2010

rigidjunkie said: ↑

... 4.7 to 60 is not too shabby either.
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It's not 4.6. :devil:

Nathan · Dec 17, 2010

The online Magazine Evo from the UK has a lengthy review.

From BMW 1-Series M Coupe review | evo

There isn’t another car I want to be my everyday companion in 2011 as much as a new 1-series M Coupe. The car I drove wasn’t the finished item, the pricing has yet to be fixed (expect around Â£40,000), and there are a few areas of criticism, but overall nothing that stops me badly wanting one of these things. Indeed, the reaction I felt quite strongly after a brief 15-minute drive was one of need as opposed to simple appraisal: I didn’t come away immediately placing the car against its peers – I shut the door, looked at the almost cartoonish rear-axle width, recalled the performance and thought: that’s a bit of me, that is. I’m not sure I ever felt that way about my E92 M3.

First, we’ll expunge a couple of silly rumours. No, this car will not be built in limited numbers, and yes, it will be available in the US. We also now know that it uses a version of the familiar 3-litre twin-turbo straight-six. BMW is being deliberately, some might say unnecessarily coy about the final specification, but then there’s probably some truth in project chief Christoph Simieskol’s explanation that the final state of tune has yet to be set. In terms of power, he reckons around 340bhp and a little more torque than the 135i. There are larger turbochargers, but the majority of changes are calibration work. BMW knows that if this car is to be accepted as a proper M machine, it must have the throttle response and appetite for revs that characterises such models.

Does it look like an M car? Undoubtedly. In fact it has the best stance – and by stance I mean the brilliantly resolved relationship between wheel, wheelarch, camber, ride-height and track-width that defines a proper M car – of anything the company has produced since the E46 CSL, which is fitting because the wheels are the same. The pictures simply don’t to it justice; in the raw, the rear of this car is plain rude. To accommodate the E92 M3’s rear axle, it is now 80mm wider across the hips. It never fails to amaze me just how positive an impact added width and reduced ride-height can have on a shape: this car now has undeniable, decidedly aggressive appeal.

Inside, this car isn’t representative of the final interior. We’ll get different clock faces, the obligatory illuminated gearknob and, hopefully, a different set of front seats to the standard 135i. This looks unlikely to be a lavishly equipped cabin, or one that brings us new levels of M-titillation, but if that keeps the cost down, then it’s an attitude that should be applauded.

It doesn’t make much noise on start-up. You push the familiar button and the twin-turbo six fires with a suggestive blurt, but from the moment that first soupÃ§on of unleaded ignites, you fear that the muffling effects of forced induction may cloud your overall judgement of the car. For me, it is not impossible for a turbocharged M car to be the real deal – excluding the X6M and X5M, which are both reprehensible buckets of slurry. But the electric rasp of induction noise that floods through the dashboard in an M3 or an M5 is notable for its absence here.

Engine idling, you prod the throttle a few millimetres just to see how much sharpness they’ve managed to build into the car. This is one of the key differences between an M3 and a 335i: despite there being no mechanical connection between the accelerator pedal and the throttles, on the real deal the operation still feels more direct. The springing is harder. This car straddles the two camps, which isn’t a bad thing.

You sit quite high, in the modern BMW way. The seats on this car are 135i items and the range of adjustment is fine – they also pinch the lower torso well, which is a good thing given the road behaviour of the car.

The 1-series M uses the same steering rack as the 135i, but its wider tracks and completely altered footprint make its responses feel quicker – it’s a car that wants to change direction.

The control weights are undeniably M: the clutch is long-of-pedal but engages closer to the floor than on a regular 1-series. The gearchange is short and slightly resistant, much like an E46 M3’s – in fact the more I drove the car the more that comparison began to stick. From the action of its shift, to the movement of its pedals and the slightly over-thick steering wheel rim that doesn’t quite reveal all that you’d like to know about the surface underneath, there is much more than a hint of E46 M3 in this car – and that is a very good thing indeed.

There’s a completely new set of springs, dampers and roll bars. The rear axle assembly, including the M Variable Differential, has been swiped unchanged from the current M3, and the contribution it makes to the character of the 1-series M Coupe proves that M cars are defined by much more than high engine speeds and telepathic throttle response.

It immediately feels like a very fast car: pin it in second and the initial thrust is V8 M3-strong. It keeps pulling hard in the mid-range, and only when the rev-counter shows around 6000rpm does the shove subside. The first time it did this, a little bit of me was disappointed, but then I began to explore the flexibility of this impressive engine and, honestly, I didn’t give its inability to smear itself against a 9000rpm rev-limiter a second thought. This car has immense real-world performance, in fact judged by that most important of criterion, Net Available Performance, I reckon it’s as fast an M3.

In third gear, it’ll pull from 750rpm, feels strong by 2000rpm and will tear strips off most other tackle from there to six grand. Crucially, it likes to hold on to gears: from a balanced throttle in any gear, the response is very good, certainly sharper than in a 135i, and at times it is very hard to spot the turbochargers in operation. That other telling indicator of a world-class turbo installation: the ability to match engine and gear speed on downshifts without even accounting for a puffer is certainly in effect here. Oddly, I found it easier than an M3 in this respect.

No, the noise isn’t exceptional. BMW is working hard to extract some music from those turbos, but there isn’t much beyond a defiant drone under load. Simieskol insists that they’ve still got some work to do, and any improvements they can make will be a bonus. To be honest, it didn’t really bother me.

Perhaps because I was so wrapped up in the chassis? This is a seriously entertaining car. We only had a short time with it, and I had a nice man from BMW sitting next to me, so it wasn’t possible to disengage the systems and truly misbehave, but we gave it enough to expose a genuinely entertaining hustle. It’s a car whose attitude is dominated by that differential, because it has so much torque pushing through it from virtually no engine speed, you’re more aware of it than in an M3. It wants to understeer, but push harder and you work through a nice wide neutral window to the point where the car skims through with just the suggestion of a slide.

I can’t pass comment on the brakes, because this car was a very tired old gal – specification looks good, though, with six-piston calipers up front and adult-sized drilled discs.

Couple that with excellent damping (the roads were too smooth to say much about the ride) and the short wheelbase and you have a car that darts its way around with real energy. There isn’t much steering feel, but then there hasn’t been in M cars for years – even so, this is a better rack than you’ll find in an E92 M3.

So, as you can tell, I really like this car. It’s compact, rear-driven, fast and there isn’t a paddle in sight. It has the presence of a real M car and once you acclimatise to the less zingy nature of its engine you can identify in its behaviour perhaps the most important M attribute of all: its controls somehow feel more connected and natural the harder you push. Gearchanges are smoother; progress is less jerky, faster and more pleasurable.

Yep, I’d have me one of these. If it doesn’t creep beyond Â£40K it’ll prove that the X6M, X5M and the pricing of the M3 GTS were just minor blips. Cracking little thing.
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