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The 1-series M coupe is proof that BMW really cares about the little guy. This hottest 1er is BMW’s attempt to counter criticism that its M cars, particularly the M3, have become too big and too expensive. According to M GmbH head Kay Segler: “The car should be affordable for younger customers, but still has to be a serious M product.” Of course, affordability is all relative. It’s likely that the 1-series M (don’t call it an M1, please, out of respect for the '70s supercar) will start at about $43,000 when it goes on sale in the U.S. in early summer. That’s practically entry-level in BMW-land, where even a stripped 135i costs $37,225.
The most obvious evidence of M intervention is the car’s wider body shell. Even though the car pictured here is camouflaged, it’s clear that the wheel arches are flared significantly; they accommodate a front track widened by 2.4 inches and a rear blown out by 3.1 inches. Other bodywork changes from the 135i include monster vents in the front fascia: The center scoop is for engine cooling while those below the headlights draw air in for the brakes. The exterior also features an M3-inspired trunklid lip spoiler and quad exhaust tips.
The production version’s interior will feature familiar M materials, such as carbon-fiber-like applications, exposed stitching, and a light-gray instrument cluster. The sport seats have extendable cushions, and are as comfortable as they are supportive. Our prototype’s steering wheel had an M button that wasn’t functional when we drove the car; as in the M3, it should be programmable with the driver's preferred settings for throttle response and the stability and traction control programs.
Although the 135i now has BMW’s N55 single-turbo inline six-cylinder engine, the 1-series M uses the N54 twin-turbo unit that’s also fitted in the Z4 sDrive35is and the 335is. In this application, as in the Z4is, the engine makes 335 hp (35 more than the 135i’s N55), even if it’s fairly quiet about it. The N54 runs smoothly but is too mute—BMW’s engineers need to tune the exhaust to their patented M setting, if only to reinforce the notion that turbocharged engines don’t need to go about their business in a whoosh.
Underneath, the 1-series M uses the M3’s aluminum rear suspension, including its limited-slip differential. Stability is excellent, thanks to the increased front and rear track, stiffer springs and dampers, and wider Michelin Pilot Sport tires (245/55-19 in front, 265/35-19 out back). The car feels planted in high-speed corners and at autobahn speeds. Despite the firmer suspension, the ride is never uncomfortable, just like the M3. We liked the sharp steering, which may get a second, lower-effort setting accessible through the M button.
In an inspired bit of cost-containment, the 1-series M coupe comes only with the regular six-speed manual gearbox—there will be no dual-clutch transmission option. The six-speed’s silky operation is rewarding in the extreme, but the lack of a dual-clutch transmission may hurt sales with those who need to shave precious tenths off their ‘Ring times. As it is, the car feels plenty fast. BMW claims that this 3308-pound machine will sprint from 0 to 62 mph in 4.3 seconds. Top speed will be governed to 155 mph, but there will be an option to raise Vmax to 168 mph, as with other M cars.
If $43K sounds like a lot for a compact car, remember that's just a six-grand hike over a base 135i, and that the same sum buys but an M option pack on a 7-series. The lack of aural excitement here is a real oversight, but the 1-series M is fast and entertaining and gets the M group back in touch with its early M3 roots.
