Chunky seems a good word to describe the 2011 BMW 1 Series M Coupe. Being a conceptual throwback to early BMW sporty coupes (think the legendary 1972-74 2002tii) and the original M3, the $53,600 1 M sits all butch and squat, its upright body busting out with flared arches that barely cover the 19-inch wheels. The front fascia is a riot of scoops and inlets, but it’s not all for show. This is the first application of BMW’s “air curtain” front air vents, which direct a thin layer of air over the front wheels, reducing turbulence and lowering the drag coefficient.
A rear deck lip spoiler, rear diffuser and four bold chrome exhaust outlets complete the picture. In $800 Valencia Orange (your other choices are white and black) Bimmer’s little bulldog looks positively menacing.
2011 BMW 1 Series M Coupe
“Quick” would also be an appropriate word here. Under hood is the twin-turbo N54 3.0-litre straight-six from the Z4 35is and 335is (not the newer single-turbo N55 version in the 135i), here tuned for 335 hp and 332 lb.-ft. from 1,500 to 4,500 rpm, with a five-second overboost to 369 lb.-ft. when Reebok meets firewall. One hundred km/h comes up in 4.9 seconds and top speed is electronically limited to 250 km/h.
The only available transmission is a six-speed manual, which operates with expected BMW precision. Clutch take-up is smooth and linear and the pedals are well placed for heel-and toe manoeuvres.
Of course, being a product of the M division, the mods don’t stop here. They’ve also attached the brakes and suspension bits from bigger-brother M3, although unlike the M3’s adaptive units, these are fixed rate dampers.
Compared to the regular BMW 135i, this M Coupe’s front track is 71 mm wider, rear track is 46 mm wider and it weighs approximately 35 kilograms less thanks to an aluminum front subframe and extensive use of aluminum in the suspension components.
So here we have a car to set the hearts a-flutter of any BMW enthusiast (or any enthusiast for that matter) – rear drive, near ideal 50/50 weight distribution, one of the best straight-six engines ever fashioned by mankind and a reasonable, if not completely svelte curb weight of 1,525 kg. And an appearance that is not at all shy about broadcasting its mandate.
Nor is the exhaust system: fire it up with the start button and you’ll be forgiven for thinking the M lads may have forgotten to install a muffler. We’re used to turbos damping exhaust notes, but not here. Another non-turbo characteristic of this engine is its eagerness to soar to the 7,000 r.p.m. redline, although peak power does arrive at 5,900 r.p.m.
Out on the road, the 1 Series M Coupe is a hoot. It’s very fast, and with all the low-down torque there is no waiting for that addictive linear rush, no matter what gear you’re in.
The hydraulic steering is as meaty as the fat M steering wheel, and with its short wheelbase, this coupe loves to change direction. That said, seating position is quite high, and it doesn’t feel as light on its feet as you might think, largely because it’s not that much lighter than a 3 Series.
The “M” button on the steering wheel calls up a more aggressive throttle map furthering this little scrapper’s antisocial tendencies.
Unlike the M3, whose chassis displays an otherworldly poetic balance, the 1 M’s rear end feels a bit more nervous and unpredictable when reaching its limits. The electronic stability control has three settings: normal, a more lenient M Dynamic Mode and fully off. I didn’t get near a racetrack, nor did I turn off the stability control so I have no tales of lurid arse-end activity, but I bet it’s there for the asking if you’re feeling brave (or foolish). Needless to say, this is a car that always has your attention.
The 1 M’s business-like interior is trimmed in grippy “Boston” leather, and orange stitching matched to the exterior paint. Lashings of Alcantara (lightweight synthetic suede) are found on the dash, shift boot, and handbrake. The seats are exceptional for the long haul, but also provide great lateral support for those all too frequent times when the lateral gs load up. A proper mechanical limited slip rear differential is standard equipment.
The brakes feel like they could stop the Orient Express.
Despite the 1 M’s formidable cornering grip and responsive chassis, the ride is refined and generally compliant – the only giveaway being a tendency to get pitchy on some uneven surfaces. The other compromise is the constantly droning exhaust that can get tiresome on long motorway drives.
The aforementioned $53,600 price tag makes this the least expensive M car, but buyers will have to shell out for the luxury kit. This car had navigation with voice recognition for $2,000, and the $4,900 Executive Package added alarm, universal remote, proximity key, auto dimming interior/exterior mirrors, powered seats with driver memory, lumbar support, park distance control, Sirius and upgraded Harmon/Kardon audio. Another $300 gives Smartphone integration with BMW Apps.
The BMW 1 Series M Coupe is a truly intoxicating ride. It’s an intriguing cocktail of the brash and the refined, the hairy and the coddling, the practical and the indulgent – and a fitting send-off for this first generation 1 Series that is soon to be replaced. My week at the wheel went by way too fast, as did the scenery.
