BMW 1 Series M Coupe
Local Launch
Melbourne, Victoria
What we liked
>> Epic, effortless performance
>> Incredible grip and braking
>> The price
Not so much
>> Firm ride over bumps
>> Performance seats are an $8000 option
>> The centre display faces away from the driver
OVERVIEW
>> Why you're never going to hear the end of the BMW 1 Series M Coupe
You're probably sick of reading about this car by now. But you're going to be hearing about it for a good while yet. You see, this is current darling of the motoring journalist world. Sure, it has some flaws, but by and large they're easily accommodated because the rest of the car is that good.
It's the BMW 1 Series M Coupe and it has turned the performance car world upside down by offering supercar thrills for under $100,000 ($99,900 to be precise).
BMW initially planned to build only 2500 1 Series M Coupes globally but demand has been so strong that the Munich maker looks set to double that figure. More than 4000 will be built by the end of 2011 and BMW has extended production to run until June 2012. After that, we're assured there will be no more.
The increased production means that BMW Australia's call for more cars has been answered. The initial batch of 125 will be joined by another 100 or so. The extra allocation has already been assigned to dealers, who are busy going through waiting lists and attaching names to VIN numbers.
The final number of cars landed here is expected to sit between 225 and 250, but BMW Australia says it won't know for sure until it squeezes the last drop out of the factory. The cars aren't numbered (as they are in the UK, where they are being capped at just 400 units despite the offer of more supply) but they will be limited.
The baby M Coupe comes to us as the regular 1 Series coupe nears the end of its production cycle. It was a skunkworks project squeezed between development of the next generation BMW M5 sedan. Indeed, BMW almost canned the project when the Global Financial Crisis hit in late 2008 – but revived it in 2009 believing that the new cash-strapped world would embrace a cut-price M Car. It proved to be a good call. BMW says its break-even point was 2500 cars – and they're poised to double that number.
So, why all the fuss? The 1 Series M Coupe is the first M car below $100,000 in Australia – and $55,000 cheaper than a regular M3 despite having almost identical performance. And its wide body is not just for show. Truth be known some BMW insiders didn't want it to be quite this overt – the most visually dramatic M Car to date is not a sign of things to come, says BMW.
The front bumper looks particularly aggressive, but every curve and fat-lipped mouth opening is there for a reason. Even the discreet vertical slots on the edge of the front bumper have a purpose (I thought they were fake at first). They direct air to the front of the front tyres to clear turbulence and a build-up of pressure in the front wheel arches. And then the marketing guys found out and called it an "air curtain".
The other reason for all the agro is that the 1 M Coupe had to get a wider rear end so that BMW could fit the rear axles and high-performance differential from the BMW M3 under the 1 Series' rump. Same goes for the front end, where mostly BMW M3 aluminium suspension components have been used.
So, it's a parts bin special of sorts. But there are two important points to be made here: the 1 Series M Coupe wouldn't have been possible without borrowing heavily on existing technology. And no-one really cares how BMW got there. Except, maybe, BMW M3 owners.
PRICE AND EQUIPMENT
>> One grade, three colours and the shortest option list of any BMW locally
Knowing it wouldn't get many cars, BMW Australia took the opportunity for procrastination away from buyers. It loaded the Oz-bound 1 Series M Coupes to the hilt and still hit its target price of just below $100,000 – $99,900. Features such as professional navigation (with 8.8-inch screen), Harmon Kardon sound system, voice control, internet connection, bi-Xenon headlights, and alarm are all extra-cost options on the 135i but standard on the M Coupe (which also gets the rear parking sensors and Bluetooth that come standard on the 135i).
There are only three exterior colours to choose from: white, black or orange (the latter two coming with a $1700 charge for premium paint). The interior comes in one colour: black leather with suede highlights and orange stitching.
Options are limited: sensor key ($1500), UV protection on the front and side glass ($660), ski bag ($390), high beam assist ($320), extended iPod connectivity ($220), six-CD changer ($900).
The leather "sports" seats are the same as those fitted to the 135i and have electric adjustment. Given the 1 Series M Coupe's calibre, it's disappointing that BMW has not fitted the M Performance seats as standard. The race-car-style seats are an aftersales accessory fitted by the dealer and cost $3800 per each front seat – plus fitting.
Two of BMW's favourite options – a sunroof and automatic transmission – are not available at any price. But there is at least one option that is free: BMW will remove the badges at no charge.
MECHANICAL
>> Two turbos create one giant pair of lungs
The BMW 135i released in 2008, which is where all this fuss began, started life with a (deep breath) twin-turbo, in-line, 3.0-litre, six-cylinder engine. Then it made a change barely two years into production, and removed one of the turbos but, cheekily, called it a "twin-scroll" turbocharger in the brochure. This wasn't a lie, but it wasn't exactly transparent to everyone that BMW had managed to create an engine with the same power while removing one lung.
Conspiracy theorists wonder if BMW realised the 135i actually had too much performance for the money, so they wound that car back in order to give us more power at a later date. Say, for example, in a car like the 1 Series M Coupe... We may never know the real answer but the good news is, with the BMW 1 Series M Coupe, we're back to two real turbos – both of equal size and responsible for three cylinders each.
Power is up from 225kW to 250kW and torque has risen from 400Nm to 450Nm. But when you floor it (which is often), peak torque spikes to 500Nm in 'overboost' mode, thanks to the wonders of computer trickery. And all this grunt is available from 1500rpm onwards. Yeah baby!
The 1 M hoses the 135i. As a guide, the 0 to 100km/h time drops from 5.3 to 4.9 seconds. BMW publishes a best 0 to 100km/h time of 4.6 seconds for the M3 but, to be frank, this is a bold claim rarely matched by the buff magazines thanks to the M3's finicky twin-clutch gearbox that doesn't like launches. Even the 4.8-second time quoted for the manual M3 is a bit dubious. The manual-only 1 M Coupe, on the other hand, gets close to the money every time.
The combined average fuel rating claim is 9.6L/100km (224g/km of C02), until you floor it. It sounds an impressive number in cruise mode (and it is) but perversely it's almost as thirsty as BMW's upcoming twin-turbo V8-powered M5 sedan (9.9L/100km).
The six-speed manual transmission (at 43kg it is 25kg lighter than the twin-clutch automated manual from the 135i) has been lifted from the BMW M3 because it's already been built to handle the power and the punishment. The same goes for the front and rear suspension (made of aluminium), driveline, axles and locking differential. And brakes, which are 360mm diameter on the front and 350mm on the rear (compared to 338mm and 324mm for the 135i).
They are a single piston floating caliper with the same clamping force and swept area as a six-piston brake package. We're curious to know why BMW goes this way, but they work.
The net result is a wider front track (+71mm), a wider rear track (+44mm) and a wider body (+55mm) than the 135i on which it is based.
The downside to the extra girth – and extra luxury equipment – is that the 1 Series M Coupe has put on 40kg: up from 1455 to 1495.
In summary, the best way to describe the 1 Series M is that it has the spine (and I suppose legs) of a BMW M3, a heart with two massively efficient lungs, all packaged in an ill-fitting bodysuit. Bloody genius.
PACKAGING
>> Roomy cabin, big boot, but who needs the back seat?
The 1 Series M Coupe may have grown wider but nothing has changed on the inside. It still retains all the regular 1 Coupe's attributes: a decent-sized boot with ski port, and seating for four.
The electric front seats tilt forward for access to the rear, but does anyone care in a car like this that will compete against the two-seater Porsche Cayman R and Audi TT RS? Indeed, BMW doesn't even publish a photo of the back seats in the 1 Series M Coupe brochure. I think they're trying to tell us something.
One dumb thing: the display screen mounted in the middle of the dash faces away from the driver. Why have I never noticed this before?
SAFETY
>> You should be okay as long as you don't get too carried away
Independent crash test authority ANCAP doesn't have the budget to test one of these. But providing you don't get too carried away, you should be fine. The BMW hatch with which this car shares its core structure earns a five-star safety rating. And the 1 Series M gets the full compliment of six airbags.
Then there are the preventative safety measures such as two stages of stability control, awesome grip from the 19-inch Michelin tyres, superb brakes, accurate steering and brilliant illumination from the bi-Xenon headlights. Rear parking sensors help out with driveway safety.
The only minor blot is the thick windscreen pillars. They are part of the car's strong crash-protection structure, but they can obscure visibility in corners – or briefly hide pedestrians at crossings. But of course the BMW is not alone in this regard.
COMPETITORS
>> Audi TT RS, Porsche Cayman R and, dare we say it, BMW M3
For the money, nothing comes close to the BMW 1 Series M Coupe. To get this kind of performance, you've got to go straight to the hardcore versions of the Audi TT and Porsche Cayman sportscars and they aint cheap. The TT-RS asks $139,900 plus on-roads while the best Cayman money can buy, the R model, will set you back $165,000.
Both are epic vehicles, and worthy of comparison. Given their lower centre of gravity and lighter weight, I expect they may even have the edge over the 1 Series M Coupe if belted around track. But the 1 Series M Coupe will come damn close to beating them, still offer a bundle of thrills – and save you between $40,000 and $65,000 in the process.
The other competitor (although BMW won't admit it) is the BMW M3, which is $55,000 dearer now that the cut-price Pure editions have sold out.
The M3 may have V8 grunt, but the 1 Series M Coupe – with more torque at lower revs – packs a bigger punch.
ON THE ROAD
>> Awesome on the track. On the road? Not so much
BMW chose the back roads to Broadford north of Melbourne to launch the 1 Series M Coupe. It's the third time we've been there in as many weeks, having driven the Ford Focus and Volkswagen Jetta over the same pavement. Plus I've also driven more than 100 cars over the same roads over the years in a former life working for another publication during Car of the Year testing. In other words they're familar territory...
The roads are a mix of honest, clumpy tar and perfectly laid, brand-new bitumen. We also sampled plenty of freeway. Suffice to say that in one short day we got a snapshot of how the car is likely to behave on a mix of typical Australian roads.
Although we're yet to live with it for a week in the bump and grind of daily traffic, the early signs are pretty much what we expected... When the road surface is good, the 1 Series M is sublime. When the going gets tough, your body gets going. And going. And going.
It's not bone-jarring, but the suspension is busy and firm, especially at lower speeds. The 19-inch wheels and tyres have always seemed like overkill to me – but BMW borrowed them from the 'Competition' edition M3 because they liked the look. To be frank, 18s would work just fine – but the trouble is BMW engineers have optimised the gearing for this arrangement.
The rear end is so stiff – and the car has so much torque – that on the cool morning run on sections of winding road not yet warmed up by the sun, the stability control light kept flashing even though we were driving sedately. Honest.
Once we got to the track, however, all is forgiven if not forgotten. The 1 Series M cops lap after lap of punishment and poor driving.
The brakes get a bit smoky but don't fade. The Michelin tyres get sticky and feathered, but haven't rolled their edges. The full tanks of petrol did, however, run dry very quickly. You get that when you're on wide open throttle for most of the session.
The balance and grip are superb. The car feels light, precise and responsive. And on the track is makes you feel like a better driver than you are.With the stability control mode set to its 'half-way' setting -- so that it gets a little bit of attitude before cutting power -- it's brilliant. I just wish it sounded a little angrier. It might have four exhaust pipes but it may as well have had one.
For a reality check, BMW had a 135i along for comparison purposes. I'm still not sure if it was a good idea or not. The 135i is a car also revered by motoring journalists around the world but it felt like absolute rubbish compared to the 1 M.
'How did we get the 135i so wrong for so long?' More than one of us asked ourselves.
Part of the reason the 135i didn't feel as good was its 18-inch Dunlop tyres. They weren't as well suited to track work as the 19-inch Michelins. Plus the 135i didn't have the stiffer suspension, or as much grunt. But it was more comfortable on the open road, as it was better at absorbing the bumps on the ground, thereby reducing the moans in the car.
So, as with all M Cars before, the 1 Series M Coupe is a narrow-focused, sharply-tuned instrument that performance-minded individuals can bring themselves to live with everyday. It's possibly the best M car since the division was established in 1978.
But if you want to relax a little, the 135i will suit you just fine.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at the carsales mobile site