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2011 BMW 1-Series M Coupe

2011 BMW 1-Series M Coupe

2011 BMW 1-Series M Coupe

2011 BMW 1-Series M Coupe

2011 BMW 1-Series M Coupe

2011 BMW 1-Series M Coupe

2011 BMW 1-Series M Coupe (aka 1M), but if you have, you've likely suffered through strained historical analogies, detailed comparisons to previous M cars, and sheets of performance data. You'll find a minimum of that here. Instead, I offer you a fellow enthusiast's take on the car, filtered through the desire for a nimble, focused, affordable car that'll get you to work and get you seat time at the track with equal ease and ability.

The forum for my analysis: the official BMW North American press launch, held en route to and at Monticello Motor Club, where BMW brought me briefly to test the car. It was a limited day-long engagement, restricted to a few hours of open road driving and a dozen or so stop-and-go laps. Not enough time for a full evaluation, but enough to get the overall feel of the car.

This is a parts-bin car, from the ground up. Read the spec sheet, and there are only a handful of parts actually unique to the car--and those are mostly body panels. The 335-horsepower, 369-pound-feet of torque (in overboost) N54 twin-turbo inline six under the hood is found in the new sDrive35is models, and is itself a hotter version of the engine that drove most of BMW's lineup before the revised, refined, twin-scroll/single-turbo N55 came along last year.

That's not to say the 1-Series M Coupe is merely the sum of its parts. Borrowing brakes, differential, and wheels from the M3, adding its own unique take on M Dynamic Mode (MDM) and its full-performance track mode, as well as an aggressively relaxed stability/dynamics control system, the 1-Series M Coupe is, in fact, the M car I'd buy if I were going to buy one.

2011 BMW 1-Series Coupe

2011 BMW 1-Series Coupe

2011 BMW 1-Series Coupe

2011 BMW 1-Series Coupe

2011 BMW 1-Series Coupe

The 1-Series is powered by the same 3.0-liter inline six-cylinder engines of the 3-Series, with the naturally-aspirated 128i engine producing 230 horsepower and 200 lb-ft of torque and the twin-turbocharged 135i engine producing 300 horsepower and 300 lb-ft of torque all the way up from 1,450 rpm. Both engines have on-demand engine coolant pumps to improve fuel economy and increase power.

Most drivers are likely to elect the six-speed manual transmission, the same satisfying performer as in the 3-Series, but a six-speed automatic will also be available. The 135i accelerates to 60 mph in less than 5.3 seconds with top speed electronically limited to 155 mph. Focusing on a younger driver than other BMWs, the car makes a louder noise when producing this performance, a combination of less sound-deadening interior materials and a more audible exhaust.

One of the least expensive automobiles on the market with serious track potential, the 1-Series complements its traditional rear-wheel-drive handling with an aluminum double-pivot front suspension and five-link fully independent rear suspension of lightweight steel derived directly from the 3-Series.

The car is equipped with BMW's Dynamic Stability Control (DSC) with Dynamic Traction Control that electronically intervenes to prevent loss of vehicle control. Reflecting the enthusiast uses to which this car is likely to be put, the DTC activates only at a high threshold of performance. BMW's Active Steering variable ratio steering system is available as an option.

2011 G-Power BMW M3 GTS

2011 G-Power BMW M3 GTS

2011 G-Power BMW M3 GTS

2011 G-Power BMW M3 GTS

2011 G-Power BMW M3 GTS

2011 G-Power BMW M3 GTS

BMW M3 GTS differed from the base M3 in virtually all parameters relevant to motorsport � adjustable aerodynamic body components front and rear, 100 kg less weight, a modified suspension and brake setup � the power increase of 30 hp to 450 hp turned out to be somewhat reserved. This is particularly so, when you consider that the Porsche 911 GT3 RS with the same output has to move only 1,370 kg (DIN). Against this, the 1,530 kg (DIN) of the BMW M3 GTS seems almost flabby.

In combination with the G-POWER SK II �Sporty Drive� supercharger system, this kind of high-revving V8 is nothing short of stunning. The �Sporty Drive� technology, developed by G-POWER for the G-POWER supercharger systems retains the unique performance characteristics of the M power unit. Compared with the series-production version, the addition of a G-POWER supercharger system delivers further improved response to even the tiniest movement of the gas pedal, plus absolutely no restrictions in its aggressive high revving under full load and progressive power delivery right up to the rev limiter. In addition to these features, the increased output of the V8 engine delivered by the G-POWER supercharger system also comes with a significant plus in mid-range torque. Especially when accelerating out of a slow corner, this feature of �Sporty Drive� technology will leave competitors to G-POWER M3 GTS drivers looking on in despair.

The performance figures, too, are designed to drive fear into the hearts of the competition. The G-POWER M3 GTS with 635 hp completes the standard sprints from 0-100 km/h and 0-200 km/h in 4.2s and 11.9s. Top speed is 323 km/h. These figures have been clocked by the German car journal �sport auto� during their latest test of the G-POWER M3 GTS that will be published on Friday May 20th.

Further modifications to the series-production suspension and wheels of the BMW M3 GTS were not undertaken, as the standard M-GmbH setup already guarantees perfect balance and race-ready handling. It was only the shortage of power that was preventing faster lap times. With 635 hp, the hunt for lap time records is now on, like the �sport auto� has proven with a new fastest lap for BMW M3s on the Hockenheim circuit. It took the G-POWER M3 GTS, equipped with MICHELIN standard street tires, just 1.11,8 min to complete the lap.