06:09AM - 02.04.'14
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News Source: autoblog.com
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I nearly shed tears a few years ago upon learning that BMW was only planning to produce a very limited quantity of its then-new 2011 1 Series M Coupe. In simplest terms, the two-door was a 1 Series fitted with a modified version of the automaker's twin-turbocharged 3.0-liter inline-six, and the running gear (gearbox, driveshaft, axles) from contemporary M3 models. It was also a return to form for the brand. Aggressively short and stubby in stature but packing telltale flared wheel arches that hinted at its potential, the four-seater was a spiritual successor to the original (and much loved) E30 M3 from decades earlier. After spending a day with the original high-performance 1 at New York's Monticello Motor Club, I declared, "The little coupe with the big flares is old-school retro cool and deliciously fun to drive ... the new BMW 1 Series M Coupe doesn't target boy-racers, it targets enthusiasts." Yet sadly – and despite strong demand – BMW limited the model's production to just one year. All told, only 740 units made it to the States, and each was gobbled up at a starting price of $46,135, a price tag history will show to be a bargain. Since I had little hope of even driving one again, I deliberately pushed all memories of BMW's 1 Series M Coupe from my mind – until my phone rang recently. On the other end was a representative from Dinan Engineering who wanted to know if I would be interested in driving the company's new S3-R BMW 1M. A quick Google search revealed it to be a heavily modified version of the discontinued 1 Series M Coupe. As if they needed an answer... Dinan Engineering is well known and well regarded as a BMW tuner, yet it doesn't want to be associated with the dozens of other shops who tinker, tweak and piggyback upgrades on Bavaria's finest. Instead, the company prides itself on its meticulous engineering. The California-based outfit deciphers factory ECU codes and then spends months improving the programming to create tunes that deliver reliably better performance. But it isn't just a software company – Dinan has been engineering parts, building engines and supporting factory racing programs for decades. A discontinued, limited-production 2011 model is admittedly an odd choice for an expensive new development program, so I asked Steve Dinan why he had selected the 1 Series M Coupe. "We developed the car because we wanted to develop the larger turbochargers for the N54 engine and needed a platform. These large turbochargers will fit on any [model equipped with the] N54 engine ... we really like the 1M at Dinan and it sounded like a really fun project." With two small turbochargers and direct injection, the all-aluminum N54 was used extensively by BMW from 2006-2008, in 3 Series sedans, wagons, coupes and convertibles. It was also dropped under the hood of the X6, Z4 and the 1 Series – it's a popular engine with enthusiasts. It may be a few years old already, but this triple-black coupe has a timeless, if upright, BMW appearance. Those unfamiliar with the factory offering may accuse Dinan of bolting on more than a few gaudy aero bits, but the aggressive front splitter, fender flares and rear fascia are all 100-percent stock pieces from the 1 Series M Coupe. Aside from the wheel/tire package, Dinan's only exterior add-ons include the carbon fiber mirror caps, carbon fiber rear spoiler and a chrome "DINAN" logo on the rear decklid. Inside, the cabin has barely been touched, with Dinan showing restraint by only installing its own floor mats, aluminum pedal pads and a discreet serialized plaque. Pressing the start/stop button immediately spins the 1M's engine to life. In stock form, the 1M arrived with a twin-turbocharged 3.0-liter inline-six (internal code N54B30T0) tuned to deliver 335 horsepower and 332 pound-feet of torque (an "overboost" function increased turbo pressure to allow 369 pound-feet for brief periods of time). Dinan chose to retain the fit larger turbochargers, a high-capacity oil cooler, bigger air-to-air intercooler, free-flow exhaust and increased boost to generate 444 horsepower and 450 pound-feet of torque. Even at idle, the sound emanating from the S3-R's slightly larger quad pipes hung below the real valance is aggressive, but it never crosses into the realm of annoyance. Dinan is justifiably proud that its stainless-steel exhaust systems are all but free of the irritating drone and resonations common in the aftermarket world. The system's mellow demeanor under light throttle means you can sneak out of the driveway for an early-morning canyon run without waking the neighbors, or your significant other – ask me how I know. Someday, the automotive world will look back at BMW's slick-shifting, short-throw, six-speed manual gearbox (the only transmission offered on the factory M Coupe) and recall it as being one of the best of its type. In fact, why wait to appreciate? I grasped its leather shift knob with my hand, smiled, and flicked through the gears gingerly as the crankcase oil warmed. As I directed the black BMW slowly across town, I came upon a Toyota Prius, whose pace demonstrated that the driver was not in any hurry (as if they ever are), so I settled in a safe hundred feet behind its Kamm tail. In this mild-mannered state, the smooth six-cylinder engine proved completely docile – it's all but impossible to tell it's a tuned engine – and it purrs without a hiccup or stutter. In is, for lack of a better description, as pleasant as a typical BMW 1 Series. |
