As cars tend to get loaded up with technology and safety requirements continue to tighten, we know one thing is certain: vehicle weight will rise. Essentially, weight is the Achilles heel of automakers building performance cars.
Through the years, every manufacturer's products have added some ell-bees and enthusiasts weren't happy about it. I remember when the E92 M3 weighed in and M nuts were not pleased that it missed their target weight by several hundred pounds.
Then came this little orange guy, the 1M. Weighing in just under 3,300 pounds, it seems to be everything that M lovers were looking for.
2011 BMW 1M NA Launch Part One
2011 BMW 1M NA Launch Part Two
With the 1-Series on our shores and the existence of the stunning Tii Concept, which was first seen at the 2007 Tokyo Motor Show, we always knew the possibility of a 1-Series carrying on the M badge existed. The one thing we didn't understand would be how BMW would price it and how powerful it would be.
Well, when BMW announced it would be producing the 2011 BMW 1M, that was sorted out very quickly. But now there was an other hurdle.
The 2011 1M was outfitted with the infamous N54 bi-turbo powerplant, which for hardcore M lovers -- myself included -- was unacceptable. After all, what would make this a proper M car?
Full disclosure: I don't think the 1M deserves to be called an M.
Little did I know what the Bavarians had in store for me.
Now taking a look at it from the outside, the 1M definitely doesn't look like your ordinary 1-Series. Not even a little bit. That's because it is impossible to ignore the fact its front track has been widened by 2.8 inches in the front and 1.8 inches in the rear. Its fender flares are aggressive and don't make any apologies for flexing their muscles.
Then there is the stance, which is just about as good as it gets. When a co-pilot and I pulled over, we examined the 1 from its side profile and it looks like a feline ready to pounce. From the back end, it is readily apparent that the wheels are positioned at the most extreme four corners and you can see its differential hanging.
A lot of enthusiasts have chastised the 1 for looking a bit...goofy. Well, it definitely boasts that characteristic; however, it's goofy in the same way Mike Tyson is goofy -- he's still more than capable of giving you a beatdown if need be.
Moving inside, the car's interior is Spartan in typical BMW fashion. It's a great space to be in if you're accustomed to a dungeon or like to sleep hanging upside down. Simply put, there's a lot of black -- excluding the orange stitching throughout the cabin. Tasteful Alcantara trim bits adorn the dash, e-brake boot, shifter boot and door panels. Weirdly enough, there isn't any where you need it most: on the seats and steering wheel.
Considering how the E46 ZHP's Alcantara wore though, I don't blame BMW. It didn't look good after several years of hard use.
And since we're on the seats, let me bring up another beef. The seats, while comfortable on the road, just aren't that great on the track. Even with the inflatable bolsters they don't offer enough support, they just pinch. If you plan on tracking your 1M, keep this in mind because there is so much grip, you'll want a set of Recaros or BMW Performance accessory seats. Granted, they will cost you.
Speaking of the track, let's talk about what really matters: how the car drives. With an N54 twin-turbo inline six under the hood, the 1M produces 335 horsepower and 332 lb-ft of torque, which increases to around 370 when the overboost function is activated.
Power is significant from the get go. The turbos are eerily quiet and you never feel any lag. What may throw you off is the overboost because when it kicks in, it feels akin to turbo lag. What is amazing is how the car pulls in every gear. Going up hill following a tractor trailer, which was moving as slow as molasses, I put the car into fourth around 20 - 25 mph to see if it would pull. No problem or strain whatsoever.
On the highways you can leave 'er in sixth and it'll do just fine, however, you'll probably get sucked into the 1M's tractor beam and row through the gate since its I-6 is intoxicating. In the vehicle with a Porschephile I exclaimed "Man, it sort of sounds like a Carrera 2 S when it gets around 3,000 rpm," hoping to get a puzzled reaction. Surprisingly, the stiff agreed.
You can only option this 1-Series with a six-speed manual, no dual-clutch or automatic is available. If the 1M wore a giant sign on its front valence, it would probably read "No posers allowed."
The third pedal is springy, but not too heavy, and its take up can be modulated perfectly. This is the kind of car that you can get in and launch it no problem every.single.time. Shifts come at the flick of a wrist, which is different from the M3's six-speed that requires a bit more gusto to get it into gear.
What's most surprising about this M though is its ride quality. It's fantastic! Our test route took us through some upstate New York country roads, which aren't maintained all that well and the car held its own. Hitting bumps is not a jarring experience, like the old E46 330Ci I use to pilot. I remember having to avoid certain roads towards the end of my time with the Orient Blue beauty. Not so with the 1M.
This translates into an enjoyable and easy-to-drive car, whether you're on the track or commuting to another miserable day at the office.
Through the corners, the 1Ms steering is weighted on the heavier side but it remains sharp. Unlike some cars out there that have heavy steering but are a bit dull, this car goes where you point it.
All of this sounds good but the ultimate showdown came when I had the chance to sample the M3 and 1M back-to-back. Could an "M" without the proper M heritage live up to the legend?
It didn't. That's because it exceeded it.
Full disclosure: I know the 1M deserves to be called an M.
While the M3 has more power it also carries more weight. The M3 feels very tight on the track; this gives the driver plenty of confidence and there is just gobs of raw power. The 1M, on the other hand, has a lighter and more nimble feel to it.
To me the 1M and M3 feel very similar on the track, its just the weight that separates the two. When you're pushing the 1-Series it has a lighter front end, which is fine if you like a little excitement.
Then there is the price difference. When you consider that the 1M starts at $46,135** and the M3 starts at $60,200**, that's more than a $14,000 difference. So you lose a little bit of room and the 1 looks goofy to some people. Who cares?
**These prices all have the Destination Charge removed, but the M3's includes the Gas Guzzler Tax. In addition, we used the M3 Coupe's price. The M3 sedan starts at $57,200, including the Gas Guzzler Tax and sans the Destination Charge.
In addition, the 1M has the legendary BMW, inline six soundtrack. I know, I know, it's turbocharged but let me ask you this:
If the turbos spool up and they don't make a sound or are felt, are they really there?
Even if you don't find the power enough, something tells me it will only be a matter of time before an aftermarket turner starts playing with the turbos. Given how modable the N54 was, and likely still is in this tune, I would wager you could get more out of this car without too much hassle.
Although BMW insists this is not trying to be a replacement for the M3, I think they may have unintentionally built just that. For me, the current generation M3 has lost me.
Even before driving the 1M, I wasn't overly excited by it. I have always been more excited by the E30, E36 and E46, over the E9x.
That's what makes the 1M so great. It brings all of the lessons learned from those legacies together, when the M3 just kept truckin' and didn't look back.
BMW tells us there are approximately 800 units making their way to the States. So, if you haven't already, RUN -- don't walk -- to your nearest BMW dealer.
2011 BMW 1M NA Launch Part One
2011 BMW 1M NA Launch Part Two
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