It was just two months ago that we first drove BMW’s all-new 3 Series on the sun-soaked roads of Spain. Of course, we only got to sample the new four-cylinder 328i back then (along with the not-for-us 320d), and every last one of them was equipped with a sport package and an automatic transmission. Last week, just before the newest 3-series range started rolling into American showrooms, BMW finally turned us loose with the six-cylinder 335i; they also let us do the shifting ourselves as we got reacquainted with the 328i on home turf.

Our trip to Spain last fall found us driving the 328i at Circuit de Catalunya, the famed road course that plays host to Formula One’s Spanish Grand Prix, as well as the scenic mountain roads that surround it. To complement the first spectacular drive, BMW chose none other than Laguna Seca Raceway (sorry, Mazda) near California’s central coast. Aside from the parallels between the two legendary road courses, the coastal and valley roads between Monterey, Salindas and Big Sur offer the same kind of undulating, winding asphalt that made the Spanish countryside perfect for first exploring the dynamics of the F30’s chassis and powertrains.

In keeping with a long tradition, the new 328i and 335i have more in common than not, engines being the major differentiator. We’ve already chronicled most of the F30’s new features – including the new Modern, Luxury, and Sport equipment ensembles – so we won’t cover old ground recapping them. Instead, let’s get you into the driver’s seat of the new 335i and head out down the road.

On the Road

While the new 328i gets its motivation from the all-new N20 four-cylinder, power for the 2012 335i comes from the same engine that powered the outgoing 335i. Namely, the single-turbo N55 engine, sweeping 3.0-liters of volume and making 300 horsepower at 5400 rpm and 300 lb-ft of torque from 1500 to 4000 rpm. And just like before, the standard-issue gearbox is a six-speed manual. This combination is one we’ve become quite familiar with in the last couple years as BMW has gradually worked into the 135i, 535i and 640i. Clutch take-up is light but predictable and the shifter feels accurate, if not outright precise or completely sporty. Not surprisingly, the experience feels immediately familiar, even in the minty-fresh F30 chassis.

The optional automatic gains two additional ratios, however, for a total of eight. BMW refuses to break down the numbers on how many manual 3 Series it still sells, allowing only that it falls in the “double-digit percentages,” but suffice it say that automatics make up with vast majority (and growing) of sales. The new eight-speed is exceptionally quick shifting and seamlessly smooth in its delivery, while delivering significantly better fuel economy that the six-speed it replaces, and in sport mode is pretty flawless for an assertive road blast. Manual shifting is quick and precise, and the optional steering wheel-mounted paddle shifters actually speed up the shift times even more. For drivers forced to compromise on the third pedal, the auto ‘box is a really good choice (and a no-charge option), though manually shifting through all eight gears becomes tedious after a while. Equipped either way, the new 335i gets to 60 mph in 5.4 seconds, one tick slower than the old manual and a tick quicker than the old auto.

The F30 chassis, as we already discovered, marks a decided improvement over the outgoing E90 platform. Its stiffer monocoque allows for more compliant suspension tuning without adding to body roll, an ideal combination for the definitive sport sedan. The added weight of the six-cylinder out front (133 pounds for manual, 165 pounds for auto) can be felt when compared back-to-back with the 328i, but otherwise the 335i feels like a sharper version of the model it replaces.

BMW figures it will sell one new 335i for every three new 328i’s here, but the bigger engine – particularly when paired with the automatic – makes the 3 Series feel more like the near-luxury car that its $43,295 base price portends. Paired with the new Luxury Line equipment ensemble, the 335i looks and feels like a compact 5 Series, which it very much is. With the Sport Line equipment – or better still, the M Performance package – it transforms into the kind of asphalt-kicking sport sedan that makes us pine for our own private stretch of Autobahn.

On the Track

As we discovered at Catalunya, the chassis of the F30 is exceptionally neutral for a five-passenger sedan, so long as you select the appropriate setting in the drive control menu. While “Sport +” may look like the right option – throttle response is sharper, the dampers stiffer and the steering firmer – you’ll actually want to go one step further and defeat the stability control to unlock the chassis’ true brilliance. While Sport + certainly makes the 335i a more engaging machine, allowing less experienced drivers to flirt with the idea of steering the car with the throttle, it ultimately errs on the side of understeer when cornering forces approach the limits of adhesion. A few degrees of slip angle are allowed, but not enough to even begin to impress a Formula D judge.

Once the cheat codes are entered and its potential is fully unlocked, the 335i becomes a track animal, eager to exit corners and attack long straights. Enter a corner quickly, and the additional weight of the six makes itself known compared to the 328i. Thankfully, bigger brakes (13.4-inch versus the 328i’s 12.8-inch rotors in front, 11.8-inch versus 13.0-inch in back) are better able to deal with additional speed it picks up between corners, and there’s always an ample supply of torque on hand to help address any missteps coming out of a turn.

At the track, the six-speed manual really shines. Not only is the direct engagement more satisfying, but also the absence of those two extra gears means less shifting. On most of Laguna Seca’s straights, the automatic-equipped car needed one final upshift (to fourth in most cases) just before reversing course with a downshift following hard braking into a corner. The six-speed, by contrast, was just able to hold onto third (as in corners 6 and 7, for instance) negating the wasteful upshift-downshift scenario.

Naturally, the Sport Line makes a big difference at the track as well, benefitting from staggered front and rear tire sizes, not to mention stickier summer-compound performance tires. Luxury Line models were on hand for track excursions, and without the aid of the upgraded rolling stock, well, it just wasn’t the same car.

The Bottom Line

The 2012 BMW 335i remains the very definition of a German sport sedan: powerful, agile and balanced with an air of sophistication and just enough luxury to remind you of its provenance. It will remain the model of choice for those who demand the power and prestige that come with the top model, as well as those looking for a blank slate on which to build an all-out hot rod of a BMW. On the open road, it edges out the 328i for refinement, though not by a lot. But drivers who value chassis dynamics as much as outright power may find the lighter, better-balanced 328i is a more entertaining car to drive, particularly at the track.

Note: This review comes courtesy of our good friend Bryan Joslin who’s day to day job is running the show over at Kilometer Magazine

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BMW’s ActiveHybrid 5 Series is the first two mode hybrid from the brand. Unlike the X6 and 7 Series Hybrids (one was a learning tool codeveloped with Mercedes Benz and GM , the other is barely a hybrid) the 5 Series Hybrid follows the typical formula of two drivetrains that can work together or separate using a battery pack to supplement engine drive. There are some key additions to this formula that makes this a uniquely BMW solution.

First, let’s look at the facts. The ActiveHyrid 5 Series marries the familiar N55 TwinPower in-line six with an in-house developed electric drive system and the excellent and equally familiar ZF sourced 8-speed auto. The system gives the car an extra 35 hp over the standard 535i 300hp and allows the car to be driven on electric power up to 37 mph for 2.5 miles.

Full gallery and video after the break.

Interestingly BMW hasn’t dialled up efficiency as much as it could have. Johann Kistler, 5 Series Product Manager, told us that BMW couldn’t forsake performance on a car like this and wanted to find the right balance between the two. Zero to sixty happens fairly quickly at 5.7 seconds. That’s nearly equivalent to a standard 535i but the 5AH has quite a bit more weight to lug around.

The N55 is slightly detuned from its typical 300 hp output as the electric drive system develops 54 hp and makes 155 lb-ft of torque (all available from start). A quick check of the math would indicate that the N55 is making 281 hp. Clearly as much as BMW likes performance out of their hybrids they have made some concessions for greater efficiency.

The electric motor is integrated into the housing of the 8-speed automatic transmission, saving space. The connection point between the two is controlled by a separate clutch. The 54 hp and 155 lb-ft of torque is powered by a high-performance lithium-ion battery, specifically developed for the car. 96 cells and with a energy capacity of 675 Wh, the entire system is enclosed in special high-strength housing positioned directly behind the rear seats and between the rear wheels giving it optimal protection and helping balance weight.

How long will the batteries last? I pressed Mr Kistler on this and was given a surprising answer; the life of the car. He reaffirmed my question by explaining, BMW intends to offer a full life-time warranty on the batteries. Long-term testing inside BMW has proven that the batteries will be fully functional long after the car has likely been sidelined by other issues.

Having this much electronics in the new AH5 presented some unique problems. While the car has a typical 14-volt power supply, it also has a high voltage supply with 317 volts. Both are linked by a transformer that connects the system and transfers power appropriately – be it used for driving or comfort. Additionally the air condition is also fed from the lithium-ion battery pack via the high voltage supply. This allows the aircon to be entirely operational in full electric mode or even when the car it off.

The result is about 12-13% more effeciency over the 21/31 mpg figures from the 535i. That would give the AH5 approximately 24/35 figures or 2/3 mpg higher than even the highly efficient four cylinder 528i. Those are tangible results and real reasons to consider the AH5 if you’re aim is the best combination of efficiency and performance out of a medium sized luxury sedan. For comparison sake the Lexus GS hybrid is rated at 29/34 mpg and has all the performance characteristics of a canister vacuum cleaner.

But that doesn’t mean that the AH5 doesn’t have some exclusive technology when it comes to efficiency. In town that means allowing 100% electric use for up to 2.5 miles and up to speeds of 37 mph. A new development in the AH5, on the highway, the electronics can switch off the engine and fully decouple the drivetrain while coasting at speeds of up to 100 mph (160 km/h). This coasting mode combines comfortable driving with optimum utilisation of the kinetic energy already generated.

This is accomplished in ECO PRO mode which dials back throttle response and dials the efficiency up as high as possible.

While ECO PRO sounds great, it’s not the driving experience some of us would associate with BMW. From my experience in driving the car it only really made sense in town where speeds are slow and acceleration is limited.

Switching from ECO PRO to Sport and then Sport+ turns the AH5 into the car we’ve all come to know. Along with suspension and steering settings the electric motor also changes pace a bit. The extra 54 hp and 155 lb-ft helps deliver properly quick pace – almost as if the engine had an extra turbo bolted on somehow.

What about push to pass functionality? BMW doesn’t see this as fitting in with the regular 5 Series. Additionally the function would use up the stored energy and not allow the car to operate purely on electric power.

Also in the AH5‘s bag of ECO tricks is the levering of the navigation system to help with efficiency. The navigation system analyzes the driving conditions based on the route ahead and alters the make-up of power from the car. For one this allows the car to virtually see into the future and select the most efficient gears possible. But it also allows all drivetrain systems and the in-car electronics to be managed appropriately so that energy can be used as needed or stored in preparation for what lies ahead.

It sounds great but in practice it’s actually even cooler. Take for example, a hilly section of road. The computer will see what’s coming up and invest all the battery’s energy going up knowing that it’ll be able to recoup it all on the decent. It’s exactly this kind of combining of technologies that makes the AH5 so interesting. Among many other eco features the AH5 also features BMW new start and stop system for the 8 speed automatic. The function provides surprisingly seamless operation when the vehicle is stopped in traffic. Perhaps the most seamless thing about the ActiveHybrid 5 is how it moves from electric to petrol power. So subtle is the transition that you simply won’t notice it unless you’ve got the radio off and are paying attention.

Thankfully BMW will make sure you’re aware of the changes via a special function within the car’s 9.2-inch display that shows energy flow and recuperation. Additionally there’s a gauge next to the tachometer which shows the boost being provided by the electric motor during acceleration. Finally a display in the computer screen shows the battery’s current charge level and the power-sharing between the internal combustion engine and the electric motor.

Despite the cool tech, the AH5 isn’t likely to sell in large numbers in Europe with BMW’s impressive range of diesels there. In fact BMW admitted to us that they see sales breaking down in thirds – a third in the US, Japan and the rest of the world. What about China? BMW will likely be launching a plugin model of the AH5 there later this year. But that plugin architecture won’t be sold in other markets. For one the long wheel base 5 Series, which the plugin will be based on, is a crucial ingredient due to the extra space in the trunk. BMW also doesn’t feel that the performance of the car will be what traditional BMW buyers (ie ones in other markets) will expect.

So why a hybrid over a diesel at all? While part of it surely is marketing, there are also some real reasons that one might choose the AH5. For one the petrol powerplant is the same N55 that is continually acclaimed on this site and others. And that means buyers of the AH5 will have a car that can rev and perform like a 535i with less emissions and lower MPG. Even if a diesel equivalent was more efficient it wouldn’t have the high revving characteristic many of us prize in our cars.

Additionally, the AH5 works exceptionally well in tight urban environments where the electric motor can take on more of the duties. This is especially important in such markets as Japan.

BMW isn’t entirely subtle about the the fact at the AH5 is a hybrid. The phrase “ActiveHybrid 5” is emblazoned in no less than five places throughout the car. Additionally the AH5 features the optional “Streamline” 18” wheels and the exclusive Bluewater metallic paint as an option. There’s also a mention in the trunk where the battery pack takes up some room.

The current F10 5 Series gets around corners very effectively but perhaps with a little less satisfaction than the previous generation 5. It would seem the steering is to blame as the car has enormous grip but a lack of connection to what’s really happening underfoot. And it’s a shame because the car is so exceptional for a large sedan when it comes to driving experience.

We pressed BMW on this and because we frankly want them to figure it out. Based on their response they may yet. But don’t expect electric steering systems to magically get all the feel back anytime soon. Nor should you expect them to go away. Not only are they better for efficiency (sensing a trend?) but they also better integrate with technologies such as lane departure warning systems.

Nevertheless the AH5 performs almost faultlessly around the corners and sweepers. We just wish it had a bit more soul behind it all.

And that leads directly to the question – should you consider the AH5 if you’re looking at a 5 Series? At $61,845 (including $895 destination and handling) it’s not priced badly by any means. In fact it’s almost a bargain considering the technology involved.

That said the real answer is rather complex. For someone who wants to combine efficiency with power there’s really no better combination in BMW’s line-up. It’s a brilliant system that has no downsides other than extra weight, cost and a bit of trunk missing. Performance is inline with what you’d expect and the characteristics of the car are all 5 Series.

So why would you not buy it? If you’re looking for a 5 Series that combines light weight, performance, simplicity and value for money, I’m not entirely sure the AH5 makes sense. At $62,845 it’s almost 8k more than the standard 535i and doesn’t bring a shocking difference in efficiency.

However for those looking to find that fine line between performance and effeciency the ActiveHybrid 5 Series is a pretty compelling choice. And the key reason is that it’s still a BMW. From the sound, feel and overall performance, the AH5 brings BMW’s core brand values to the world of hybrids. Not a bad thing as it’s a world that can use some new blood.

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2011 saw us in everything from a 1973 3.0 CSL to the 2013 F10 M5. Thousands of horsepower, countless black tire marks and a mountain of miles ticked off of odometers meant 2011 was a great year. Our favorite reviews and drives? For me it had to be a combination of the 1973 CSL, 2011 1 Series M Coupe and the surprising 2012 650i. Surely Michael would likely have to hold up the M5 launch in Spain (among others). Which ever was the best drive, we at BF agree on one thing. Even with all the great BMWs released this year, there was a clear winner.

And due to it’s voluptuous hips, brash attitude and it’s embrace of the future while looking to the past, it was an easy choice. (drum roll please)

The 1 Series M Coupe

From our first drive at Monticello Countryclub to putting 3,000 clicks on the odometer of one, we’ve had a spectacular year with M’s smallest offering in 30 years.

But we’ll let our first review speak for itself:

While the 1M can dance on the track it’s nothing less than sublime on a good road. Driving through the switch-backs of New York State it simply felt like the 1M was breathing in the road at every corner. The suspension is surprisingly compliant with none of the wallow that the 135i. There’s no sense of the 3300 + lbs that the 1M carries around thanks to the suspension work done by M. It feels as light as agile as you’d hope around hairpin corners and sweepers alike allowing for easy modulation of the steering and throttle.

More than any M car since the Z3 M Coupe the 1M exudes emotion and attitude on the street. And its this brashness than charms you corner after corner. The sum of the steering feel, turn-in and the mountain of torque gives the 1M an old-school point and shoot feel. I’d say it’s closer to the E30 M3 but (again) the 1M is dramatically faster in every way.

The more I think about the 1M the more I realize there is simply nothing to compare it to in the history of the M range. It’s between the E30 and E36 in size and near the E46 M3 in horsepower. But thanks to the torque it’s clearly faster than the first three generations of M3 and arguably faster than the E92 on the right track. Now add in the short wheelbase (the Z3 and Z4 are the only M cars that have a shorter one), the quick steering ratio and you have a car that stands on it’s own in M history.

And where does that leave us? There isn’t a car that I’ve driven that I want more than the 1M. Simply put, I loved this car today. I loved it on the track as well as the road. It’s an M car that I could live with day to day but is special and rare enough to be revered for years to come.

Dr. Kay Segler’s promise has clearly been fulfilled with the 1M. It feels young and full of the kind of enthusiasm that is infectious. It’s exactly the kind of thing I want in my life and in my garage.

More importantly the 1M signals that M GmbH still knows how to make a great back to basics enthusiast car. In fact after my initial drive, I think they may have just made one the best ever.

Great year and a great car. Next year should prove equally interesting with the M5 and the new F30 in the running (along with a few surprises). But until then you can check our 2011 reviews in their entirety below.

2011 Reviews

• 1st Drive: ’12 M5
  
• ’11 BMW 1M
  
• ’12 650i Coupe
  
• 2K miles in a 1M
  
• 
  
• 1M, M3 & X6M at Laguna
  
• ’73 BMW 3.0 CSL
  
• BMW E28 (1988) M5
  
• ’12 BMW 650i Convertible
  
• ’11 BMW 330i Touring
  
• ’11 Rolls Royce Ghost
  
• ’11 Porsche Cayman R & Boxster Spyder
  
• 1st Drive” ’11 520d Touring
  
• ’11 BMW X3 28i
  

When BMW typically designs a new 3 series it is with one goal in mind- to raise the competitive bar higher. The all new F30 3 series follows the lead of 12.5 million 3 series models produced before it in offering a sporty car in a sedan package. Unlike it’s predecessors it is suffering somewhat from an identity crisis.

The three series buyer has shown they cover the full spectrum from automotive enthusiast to shopaholics that don’t even know what a dipstick is to let alone how to use one. BMW took the consumer’s wants and needs into consideration while developing this car- as such, it is three cars in one.

BMW engineers and designers have created three worlds within one product by offering aesthetic packages to fit the tastes of most; Luxury, Modern and Sport (thankfully in the US the fender mounted badges will cease to exist- otherwise there might have been some buyers believing they have a 7 Series competitor because their car has a “Luxury” badge). They also developed a magic rocker switch on the center console to adjust the demeanor of the car to match that of whomever takes the wheel. This will without a doubt increase the appeal of the car to even more buyers. Two people in the same household with differing car preferences can even be in love with the same car- no more complaints of the sport suspension being too harsh for delicate behinds.

Launching a new model is a big deal to any manufacturer, but this launch in particular is the make it or break it type. The 3 Series alone accounts for over 32% of BMW’s total sales globally; with the US still remaining the largest market. There is no way a manufacturer can afford to create a bad product with so much at stake, but they can as the new Honda Civic proves- it is already being rushed to redesign. Thankfully for us and BMW, the new 3er picks up where the previous E90 left off and raises that competitive bar significantly.

Over the course of a few days we tested the all new 328i on highways and byways outside Barcelona, Spain as well as on the famed F1 Circuit de Catalunya.

Under normal circumstances a car increasing in size is a bad thing (see the F10 5 Series) but this time it is an improvement. How? Simply put, the limited increases in size were in the right spots for driving and creating a mere .26 coefficient of drag. The longer wheel base and wider track provide more stability, decreasing body roll while smoothing out the tarmac. Interior space for rear passengers is now acceptable for long distances. The other caveat to size is normally weight; however this go around the engineers shaved off weight thanks to the use of advanced high strength steels and increased amounts of aluminum. No weight penalty to go along with the additional footprint is pure magic.

Drivetrain

Gone are naturally aspirated inline six cylinders, replaced by a new turbo four (N20) and the venerable inline six turbo (N55). Some may be shedding tears reading that but we can honestly say the naturally aspirated motor in the 328i will not be missed. Why? The vast majority of consumers won’t even realize that the new car lost two cylinders because the turbo four packs more torque, more horsepower and better fuel economy in a lighter package. Harmonics and vibration are kept in check thanks to two balance shafts and advances in friction prevention. It is fun to drive and gets the car moving quite well. All wins in our book.

Everything isn’t rosy though, there are a few drawbacks. The main complaints will be the exhaust sound and lack of turbine like smoothness to redline. With the N20 the power and revving is on par with the best sixes until about 500 RPMS right before redline. There is a cliff (as is the norm with most turbos) and power plummets. We found some limited turbo lag when intentionally trying to get it to lag a bit. It doesn’t impact the overall drivability of the car in the slightest or degrade from the character of the engine as you really need to work at getting it to show its ugly head.

BMW claims output of 240 hp with 260 ft-lbs of torque at 1250 rpms but rumors circulating the event have a major US publication getting 230+ hp at the wheels indicating BMW continues to underrate their engines. Speaking of numbers, the usually conservative BMW 0-60 times are 5.7 (manual) and 5.9 (auto). The manual is able to get to 60 in second gear while the auto shifts to third costing it the win, in every other scenario the 8 speed is quicker.

An interesting fact we picked up from Dr. Christoph Luttermann, head of drivetrain development, is that all uses of the ZF 8HP at BMW are geared identically in the transmission and the changes are made in the rear end depending on the model. This keeps cost down while also making the transmission more reliable. As always the ZF 8HP 8 speed automatic (Now a FREE Option) leaves us scratching our heads in utter awe as it acts more like a dual clutch than a slush box. With the auto we wouldn’t be surprised to see this drivetrain out duel the 335d as the greatest 3 Series fuel miser of all time.

Drive

Our tester had the sports springs as part of the packaging as it was a “sport” model (NOT to be confused with the OPTIONAL M Adaptive suspension). The standard driving dynamics control has settings ranging from “Eco Pro”, the default “comfort” to “sport” and “sport plus”. In the latter, throttle mapping is made more direct, steering (more on that later) is firmed along with the dampers, shift points on the auto allow higher revs and DTC is engaged allowing some wheel spin and increased yaw. Each mode is different and the differences are easily discerned.

Eco Pro adds fuel economy saving tricks to the comfort setting, basically doing the opposite of what sport does. The accelerator becomes less direct, shift points are decreased to lower RPMS and additionally ancillaries like heated seats, defrosters, blowers and other creature comfort devices are stepped back a bit to decrease energy use. This is not all that noticeable but the engineers tell us that is what happens (we’ll have to take their word for it.) When used, ECO Pro will reinforce your new found hyper miling skills by telling you how much your range has increased.

The chassis is more rigid, the suspension more compliant and there is less body roll. The car rotates well and is surprisingly neutral for a series car when the nannies are OFF. Read that last part again- the nannies introduce understeer rather than the chassis. That is a huge deal as any 135 driver would kill for that rather than having to put the wider tires up front after spending a grand on suspension parts to get the car to rotate. All good things and make the new 328 a blast to drive.

Damn, here come the storm clouds rolling in on a fantastic party. The electric power steering is a nightmare to enthusiasts. Typical buyers won’t even notice the lack of communication or the lack of a defined center while in the comfort setting because this electronic system is still better than those offered in competitors cars. We even had the optional sports rack in our tester which is better than the base unit (or is it?).

Road noise is never felt, which can be a good thing stateside as the roads tend to be in disrepair, but for one reason or another the steering communicates just enough to let you help yourself out of a jam. Just before the tires are to break free you get some feedback from the leather wrapped wheel. It is enough to do the job in the hands of a driver with some skill but it would be nice to have a bit more info sooner so you can make smaller adjustments. In other BMW products offering EPS the engineers dialed in a bit more “feel” while still taking out the road noise- the Z4 35is comes to mind- we’d like more of that feel here (Please).

Brakes are the typical floating caliper BMW discs that do an admirable job with little fade under track use and mountain twists. When the MSport model hits the US next June, four piston fixed calipers will become available as an option- Are they needed? Not unless you plan on tracking regularly.

Interior

The interior by far is the best offered in a 3 Series model. The dash is driver oriented and ergonomically designed. The standard floating iDrive screen is at the right height and looks well integrated. The sport seats offer ample support thanks to adjustable side bolsters (manual thigh support included as well) and a deep lower cushions. Materials are of higher quality, soft touch,contrast stitching and the overall fit and finish are at 5 Series levels now. BMW has also added additional standard equipment with F30, Bluetooth/USB/Ipod, Keyless Go, Floor Mats (thanks Toyota), Auto Start/Stop and Brake Energy Regeneration and Driving Dynamics Control.

To go along with 5 Series build quality are options that were only offered on higher priced models- the list is long: Lane Change Warning, Full Color Head’s Up Display, Lane Departure Warning, Parking Assistant, Rear View Camera with Surround View, BMW Apps, Hands Free Trunk Opening (It works!), and as a first in the US the new 3 will be available with optional Speed Limit Info. Speed Limit Info utilizes a windshield mounted camera in addition to data in the navigation system to display the current speed limit in the Head’s up Display (In the EU it has been around for sometime and works very nicely).

Conclusions

Can one car be ideal for so many different types of drivers? With the new optional packaging “lines” and ability to tailor the drive to personal preferences with Dynamic Driving Control it seems so. It may appear that the new 3er is confused as to whether it is a luxury boulevard cruiser or a sporty twisty taker but at the end of the day it is more capable and better suited to do whatever the driver desires thanks to increased technology. Steering aside, there is little if anything to fault the new 3er for. Coming in with more standard options, greater fuel economy, improved design and build characteristics this car sets a high mark for the competition. Outside of the most die hard enthusiast this car is ideal- it is a winner and BMW will sell them at record numbers.

We can’t help imagining what this means for the F80 M3. A proper hydraulic rack, a futuristic turbo six with more power in this chassis will be unbelievable and we are dreaming about it right now.

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Over the years I’ve driven countless BMWs. I’ve put mile after mile on new, used and just plainly old BMWs in every condition imaginable. And yet I’ve never been more excited about one as I am with the little white car parked in my garage.

There is nothing quite like the 1M in BMW’s product mix. Small, relatively light (by modern standards) and stuffed full of M3 components, it’s a 1 Series that looks like it’s been in the gym for the last three years. And in some ways it has with the M division having endowed it with heavy doses huge wheels, fat tires, wide fender flares and air intakes seemingly everywhere.

Then there’s the engine. However as much as the twin-turbo N54-B30TO makes for a great motivator under the hood, the experience is dominated by the M3 influenced chassis, suspension and brakes. Yet it’s so much more and less than an M3. take away 600 lbs and shorten the wheelbase and you’ll understand why, in our first review of the car, we called it likely the best small M car ever. And because of it all it’s easily one of the most endearing BMW’s in recent memory. But how would it hold up to 2,000 miles? Are there cracks in the armor or is the 1M as good as we initially believed?

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Purchasing a 1M

Let’s start with how we optioned the 1M. Or better yet what we didn’t get. That would be nothing. What happened to the back to basics car we had intended to build and buy? Unfortunately the previous North American M Brand manager who shaped the 1M’s offerings in late 2010 didn’t allow for many a la carte selections. That meant, if you wanted the Nav (which I required), you had to get pretty much everything. So we did. With one exception; satellite radio. With BMW apps, Pandora, an internal hard drive and Bluetooth streaming, the last thing I thought the car needed was yet another audio choice.

After years waiting my 1M arrived at Knauz BMW in early August with the $53,735 sticker in the glove-box. Which unfortunately coincided with me leaving town for Monterey Speed Week. Fast forward another week I’m finally in front of the car I’ve been lusting after for a year (and in theory for much longer than that).

So with papers signed and a check written, I was out the door and off the dealer lot in a blaze of Alpine White glory.

The Break-in

It was horrible. But I followed it to the letter. What does that mean? Read our in-depth how-to on the best practices for breaking-in an M car.

Everyday Performance

The 1M is a throwback in many ways but quite modern in others. The amount of torque from the moment you press the accelerator certainly is a modern trait. It allows you to wiggle those voluptuous hips at low speeds with just a stab of throttle. In the city that means help getting in and out of traffic (aka the moving chicanes that are city cabs). In lower populated areas it means an instant drift via a flick of the wrist and a dab of right foot. And it is supremely addicting.

As we’ve mentioned in our previous review, engineers at M wanted the car to feel eager and more playful than any modern M product. And as expected the MDM (M Dynamic mode – available via a button the dash) feels the loosest of any M car to date with the technology. And with less wheelbase and weight, 1M also rotates more eagerly in corners than any M3 I’ve ever driven – including the E30. In speaking with the folks at M it seems structural rigidity plays a significant role in this.

While the chassis requires more finesse and skill than an M3, the engine allows an enormous amount of latitude. Where the M3 requires careful gear selection in each corner to maximize torque, the 1M is extremely forgiving due to the amount of torque on tap at all times. It allows you to concentrate more on steering inputs and keeping the car in check.

That forgiving attitude is especially appreciated in every day driving. Commuting in this car is quite easy and comfortable. If I wasn’t so concerned about the low volume nature of the 1M, I’d commute in it more often. Yet day in and day out, the ride is too harsh on Chicago streets to call comfortable. M did an admirable job creating a good ride given the short wheel-base, tight suspension and 19″ wheels. But this is a tightly spring car on a short wheel-base – there’s no getting around that.

Utility

One of the best aspects of the 1M is that it can actually transport people or things with relative ease. It’s a tight four seater but works in a pinch without much complaint. But for me the big win is having a car that does it all and allows me to put a front-facing child seat in the back. Seeing the all black Recaro Alcantara toddler seat poking out from the back makes the dad in me smile.

As with most correctly appointed BMWs, the rear seats also fold down for home improvement duty. However I haven’t quite crossed that ownership bridge yet and I’m not sure if I want to.

Modifications

As I’ve written about previously, I subscribe to the OEM+ philosophy when modifying any of my cars. The idea is simple – add only BMW designed, engineered or inspired accessories that enhance the look and feel of the car.

First up was the BMW Performance Carbon Fiber spoiler. A tricky install that requires a methodical approach, the spoiler slots onto the back of the 1M to perfectly complete the lines of the deck-lid. It also harkens back to the classic E28 M5 and 535is spoilers from the 80′s (some of my personal favorites). But you can’t add one piece of CF without another.

Next was the carbon fiber mirror caps which are installed by simply (and gracefully) pulling off the existing ones before popping on the replacements. One of the easier maneuvers but again patience is required (as are the foam inserts that come with the CF mirrors).

Upfront I added the absolutely essential BMW Performance gloss black grille – exactly what the 1M should have had from the factory.

The one addition I’ve made so far to the interior is the Alcantara typically found on the BMW Performance steering wheel. It adds a touch more of the soft stuff in a perfect place for it – somewhere you don’t actually touch very often. A good thing considering Alcantara is known to disintegrate rather rapidly with repeated human contact (search for 330i ZHP steering wheel warranty claims and you’ll see what I mean). The first insert I got I ended up having to take back as the fit left a lot to be desired (you can see this in the pics above). However the second slotted in perfectly once again affirming that many of these parts are indeed made by hand.

The results of all of this is a sportier look with more contrast (outside) that better defines the car in both style and purpose. Oh and to someone who cares about the details, it looks (and in the case of the Alcantara) feels fantastic.

What’s Next? Unfortunately winter. But before it takes hold of Chicago and the 1M goes into hibernation, I plan on a few more days out and maybe even a road-trip up to Wisconsin. By next spring the aftermarket should have had time to catch up to the release of the car and have more than a few different tempting products. I’ll be specifically interested in new engine mapping and perhaps even an exhaust.

Efficiency

As with the case of any car, efficiency is directly tied to how you drive. As you might expect, driving a car that begs to be enjoyed, efficiency isn’t easily reached. With this in mind, I’ve been averaging around 18-19 mpg in the city and around 24-25 mph on the highway. It’s not incredible but a long way away from the abysmal numbers we saw in our last M3 long-term test.

Issues, Faults & Regrets

1M ownership hasn’t been without one trip to the dealer to handle a warranty issue. Within a couple days of delivery the clips inside the door near the windows began to rattle at highway speeds or with bass heavy music. The fix was to remove the doors and replace the clips at the dealer. I had this done in conjunction with the 1,200 mile service to minimize any downtime. All told it took about a day.

Is there anything we would have done differently in regards to options? The only thing that has been truly a disappointment is the electric seats which don’t go as low as the manual seats (and of course weigh about 10 lbs more each). The 3/4″ difference is all too noticeable for someone over 6 ft tall.

Then there are moments when I take a good look at the interior and notice the hard plastic and more than a few odd angles of the overall design. And outside, as much as BMW designers tried to un-do the bug-eye look with the exceptional new headlights, it can re-appear in some circumstances (even on a white car). But the truth is that there is nothing that causes me to regret (even in the smallest way) in buying a 1M. It is without question the car I hoped it would be.

Conclusions

I wanted the E30 M3 of my generation. I think it’s safe to say I got as close as possible to it with the 1M. There is no question in my mind that it’s been worth the wait and cost. Put aside the performance and the scarcity of the car. I just love driving it. Like the MINI, simply running a quick errand in town is a joy. It’s such an immediately pleasurable experience that I find it hard to say no to it as I walk into my garage.

Even seeing the monthly payment drawn out of my bank account garners warm thoughts. I’ve wanted this car for so long that I’m almost surprised at how much I still love it. I don’t think I’ve ever been enamored with a car that has given me the same feeling of complete happiness in both ownership and driving.

In fact the only thing that can stop it is an impending snowy Chicago winter. But until then I’m going to work on shaving off a few more millimeters from the Michelins.

You don’t clip an apex in a 650i. You hustle it around a corner. This is what I told myself as I slipped into the off-white leather of the our 650i convertible test car for the first time. It was mile one of a 700 mile week of living with a $107,000 BMW. The kind of car that most of us don’t think of owning new or even second hand. And the 6 Series isn’t the kind of car BMW enthusiasts generally flock to or even pine for.

The E24 6 Series in the 80′s was a stylish icon of excess wrapped around a capable chassis and classic BMW drivetrains. Yet there were many (and still are) that felt the E28 5 Series was the better car. The same could be said for the E31 8 Series versus the E34 5er and even the previous generation E63 6 Series versus the E60 5er. It’s clear BMW meant to end that tradition with the new F12 6 Series Convertible. This would be a big coupe that would be carved out of the traditions of the early 70′s E9 CS.

Gallery after the break.

Full Gallery

The previous 6 Series was a dog. It’s not that it wasn’t fast. It was just unattractive – basically the death sentence for a luxury convertible. Sure Chris Bangle and Andrian Hooydonk could wax poetically why the design was avante grade and clearly the way forward. And in some angles you could see their point. But when it came down to the man on the street, it simply didn’t inspire. The F12 6 Series convertible changes all of that. It’s taught and purposeful while still being attractive and easy to like. In short it succeeds in doing exactly what the previous 6 Series tried and could not achieve.

We first tested the Coupe earlier this year and found it to be a revelation in comparison to the previous 6 Series Coupe. Could the drop-top version pull-off the same result? Clearly they have the look right. But can it stand-up to the traditions of the great GT cars of the past?

The moment you step into the cabin and put your hands on the buttery leather of the steering wheel you realize BMW has nailed it. Even the thickness of the leather on the armrest is exudes luxury. In fact everywhere you look you see leather, wood or metal. Every touch-point reminds you and reinforces the difference between near luxury and luxury. There’s nothing ‘near luxury’ about the 6 Series convertible. This is modern luxury like BMW has never achieved before.

The enormous infotainment screen dominates the interior as much as the massive center armrest and transmission tunnel. They combine to give the car a very personal feel the moment you slip into the seats. BMW designers have crafted an interior that doesn’t throw away the previous 6 Series shape but instead adds to and adjusts it to create something uniquely inviting.

Ah the seats, well appointed and adjustable in almost every way. Yet there was something that prevented me from ever getting quite comfortable in them. As in the coupe, the lower cushion was flatter than any other BMW I’ve ever driven and didn’t allow for my preferred driving angle. It wasn’t uncomfortable (I did 500 miles in a single day without any issues) but it was a slight disconnect from the typical BMW seat set-up.

So how do you properly test a convertible GT like the 650i? This car is made to go across countries in total luxury and style at high rates of speed. All with the top down of course. They’re designed to allow for the driver to put in a day’s drive and be perfectly fresh the moment he or she step out.

So a proper test it was. And the plan was simple; go across the midwest from Chicago to eastern Michigan, back to Chicago and then up to northern Wisconsin. All in 24 hours.

The day started out sunny but a cold 55 degrees. No matter, the top simply had to be down. So that meant heat turned up to 80F along with the heated seats and steering wheel as hot as possible. With the windows up and jacket zipped up to my chin, I was off.

Our test car was equipped with the widely used 4.4L twin turbo V8 paired with BMW’s 8 speed automatic. We’ve praised both in the past but it’s worth noting again how good a combination this is. The V8’s abundance of torque and surprising efficiency (I saw over 25 mpg on the highway) coupled with the auto’s quick shifts and effective manual control makes it the swiss army knife of drivetrains. In short it can do it all while maintaining that restrained and stylish character.

With the top down, accelerating through on-ramps was as much about soaking up the sound as appreciating the cornering. The thunder of the V8 is made all the better by the unique boom of base coming from the exhausts at each shift point. The sound (something we reported on with the X5M) is one of our favorites characteristics of BMW’s combination of the twin-turbo 4.4L V8 and the 8 speed auto.

The 650i convertible isn’t has a rewarding a driver’s car as the Coupe. It’s impossible to be. First the chassis has more flex and less of the quick reflexes that so surprised us with the Coupe. An obviously difference since it’s missing the structurally important roof the coupe has. But it’s also clear that BMW engineers made the convertible a bit more comfortable when it came to the suspension set-up. The coupe had a bit more eagerness to the turn-in and composure at the limit that the convertible (even in sport + mode) couldn’t quite match. This is no slight against the convertible though, its calibration feels perfect for what and who it’s intended for.

But none of that should come as a surprise to anyone. If you want an enthusiast oriented two door, don’t buy the one with the roof missing. What the convertible excels in is an effortless driving experience with traditional BMW traits. And it’s in that regards it’s as close to perfection as BMW has ever gotten.

Like with the 650i Coupe, BMW has learned from past missteps and produced a beautiful car that delivers in ways it’s predecessor did not. The 650i Convertible has a stance and a look that works as well as any big coupe from Munich since the 3.0 CS of the early 70′s (sorry E24 fans). It looks effortless while being utterly stylish and purposeful.

Driving across three states with the top down and the sun up, the 650i the perfect chariot. With 400 hp and 450 ft lbs of torque on tap the car seemed capable of about anything. But unlike an M3 or even a 1M, the 650’s demeanor meant that you never had to be reminded of that. The performance was there when you needed and faded to the background the moment you didn’t care.

Likewise with the suspension set to comfort, the ride and handling were as relaxed as you’d want one moment and ready to attach corners the next. It’s not quite the dual personality of an M5. Instead think of the 650i Convertible as an extremely well rounded convertible GT. Capable of anything a gentleman of means would need while getting him there in the style required. Graded on that scale, it’s almost perfection.

Almost. Steering feel (yes those two dreaded words) still isn’t where I’d like it – even in a car this big. It’s overly isolated and doesn’t allow the driver that last dose of enjoyment rounding a corner. Sure this kind of isolation is good for many cars in this market and price-range but BMW should hang their hat on those performance attributes that made them successful.

Even in a 100k convertible the brand can’t forget that last piece of the puzzle that often makes good cars better. Or in this case a great car exceptional. It’s one of the key differences between the wonderful 650i Coupe and the convertible tested here.

Does it mar the overall results? Barely. The 650i Convertible represents BMW firing on almost all cylinders. A gorgeous car with a monumental engine and insanely smart and effective 8 speed automatic, the 650i is the best large convertible from BMW ever. It exudes a confident personal style inside and out that is perfectly in-tune with the character of the car and the market for which it’s intended.

As the miles flew by with the top down and the sun setting, I couldn’t help but reflect on what was likely one of the most enjoyable highway drives I’ve been on in years. Style, comfort and speed when I needed it. Power and just enough engagement when required. And of course the open sky above. Seems like the definition of a great open top GT car doesn’t it?

Any car that prominently features the “Spirit of Ecstasy” atop of a large chrome grill has met the requirements to be called a Rolls Royce. The Ghost is a vehicle worthy of donning such an iconic emblem, although it goes about things a tad different than it’s larger sibling, the Phantom, and that is what makes it all the more special.

On a normal day here at BimmerFile we tend to bemoan large heavy vehicles that are not worthy of a track, weight is the enemy so is over the top luxury and the pomp and circumstance that follows. Consider today a departure from our regualry scheduled programming, the cognac is flowing as well as the billows from a fine cigar. Sometimes revelling in a slower pace and the finer luxuries is ok; even for us. The one caveat of all this is- the Ghost has been designed for the driver rather than the passenger in the back.

Build

The Ghost is built around a steel monocoque body (loosly based on the BMW 7 Series), which means there is no separation of chassis and body like previous Rolls Royce offerings. This reduces the exterior size while preserving interior space. Ghost is over 400mm shorter overall than the monsterous Phantom but interior space is comparable.

A double front bulkhead has been added to help insulate the interior from engine noise, this car screams luxury and opulence so it is meant to be quiet. The front hood and windshield surround are aluminium, for weight savings and to lock in the overall look the design team was looking for. All of the high end materials and fine craftsmanship add up in price and in weight, the Ghost tips the scales in at 5500 lbs.

Interior

Ghost is more driver-focused than any Rolls-Royce car before it. The driver sits in a slightly elevated position behind the wheel “the authority position.” The driver is provided a clear view of the road rather than just the top of the dash from this higher than normal sedan seat height. The dashboard is mostly wood and the few switches are laid out in an ergonomic manner- thought was put inot function rather than just the typical form associated with large ultra luxury executive haulers. The surprisingly sporty steering wheel features a series of buttons as well as a roller-ball control to make selction less involved.

The high definition center display is hidden behind a wood panel until it is needed. All features such as navigation, telephone, and entertainment are displayed on the screen and are managed via a rotary controller and quick-access buttons (Rolls Royce version of iDrive).

Every detail and every choice of material has been painstakingly selected to be the best it can be. In typical Rolls Royce fashion the interior is of the highest quality and nothing has been left to chance- each piece of wood selected for its grain, each stitch completed by a well trained hand with decades of experience. Like a fine watch each piece of the interior fits together with perfect precision- it is magical if not overly precise.

Drive

The biggest surprise of getting behind the wheel of a Ghost (drooling over the fit and finish aside) is how smooth everything is. The monsterous V12 gets the vehicle quickly up to speed but it is smoothly, a whoosh of power and you are there. No sudden jerks or hard shifts just a smooth steady launch. Ghost features a complex suspension system. Double-wishbone front suspension and multi-link rear suspension working hand in hand with a four-cornered air-suspension system and electronic variable dampers providing a ride that is as smooth as silk.

The air suspension system in Ghost is so sensitive that it can detect even the smallest of changes. Such as, sensing the movement of a rear passenger from one side of the seat to the other and then will compensate accordingly. A complex computer system reads multiple inputs from sensors around the car; the dampers make adjustments every 2.5 milliseconds. The air suspension system also incorporates a lift and kneel function, raising or lowering Ghost by 25mm, leaning into corners as needed.

All of this provides a ride that is suprisingly sporty for such a large vehicle. Somehow the engineers figured out a way to make the Ghost easy to maneuver in parking lots and in turning radius- it actually makes turns that seem impossible and all without all wheel-steering (variable steering geometry?) If you are wondering about steering feel- there is none, isolation from noise and the road are hallmarks of vehicles in this class and the Ghost is no different.

Engine

Ghost is powered by a, 6.6 litre twin-turbo V12 engine, unique to the model and loosly based on the BMW 760i v12. It features the typical onslaught of BMW technologies from direct injection to twin power turbos. It produces 563 horsepower with 780 Newton meters of torque– enough to propel Ghost from 0-60 mph in just 4.7 seconds. That is as quick as an ///M3 on paper, it also happens to be hand built in Munich next to those ///M engines. There is little in terms of lag but the pedal is less than predictable with the progressive nature being a little too much for a driver not used to such a thing.

Power is sent to the rear wheels through an eight-speed, automatic ZF 8HP gearbox. One of the best, if not the best automatics on the planet. One thing that is peculiar is the “power reserve” gauge in the cluster. It replaces the common rev counter and is something that makes little sense and is counter intuitive, it lets you know you have power left rather than telling you where you are in the engine revs.

Conclusion

In the end the Ghost is a car for a specific audience, one with copious amounts of expendable income and that requires the finest in craftsmanship and materials. It sets a new benchmark in terms of driver orientation in its class and it is obvious that the designers thought about driving character and ergonomics more than they have before. From the front or rear seats luxury is everywhere. What is missing is the connection to the outside world, noises and feel are left out of the equation completely replaced by visuals that are unparalleled. It’s not our cup of tea by any means but for its intended audience it is superb.

Images and Use of the Ghost compliments of Rolls Royce NA.

Dr. Jeckyll meets Mr. Hyde at the push of a button. Or more precisely, an “M” button.

From board room to race track, or vice versa was M’s goal when developing the fifth generation M5. In many ways they hit the nail on the head, but there are some attributes that are not ideal for that tag line. We’ve put the new M5 through the paces all over Andalusia and the track at Ascari developing a great sense of what the vehicle is all about and what it is not.

What exactly is this M5 all about?

First off, it is the best five series car ever built (end of discussion). It is as tame as a highly analytical doctor in a lab doing some experiment mixing salt and water – not a whole lot going on. This is thanks in part to the sophisticated systems M has employed for engine and chassis management. The car remains docile and dare we say boring when you are in all the base settings; engine set efficient, suspension and steering in comfort.

Yawn – the chassis is so over engineered that at the 120 km/h speed limit on the roads in Spain invoked a sense of crawling at a snail’s pace. This is not from a lack of feel or engagement. It is that the car is designed to handle speeds much faster so there is no drama and it is effortless to casually power from one destination to another.

Likewise, driving to the office never felt more cozy in a 5. The appointments are top notch as is lengthy list of driver aids and technological choices on the options list.

Unlike the SMG that came before it, the DCT is unflappable. There is no hunting or pecking for the right gear on the street, slowing down to make turns and mashing the pedal doesn’t send it into a tiff; it just works.

So it’s boring and doesn’t get the juices flowing?

On the contrary, the problem is that it is not the car but the laws and roads. The M5 thankfully at the press of one of two programmable “M” buttons the M5 turns into a ferocious fire breathing animal that is at your mercy. The change happens fast and sends tingles down your spine. You’ve just unleashed something with more ability and power than you’ve ever driven from BMW yet you’re fully in control. The torque is epic and is seemingly always there when you want it. The car pulls like mad even in the second overdrive gear (7th) as 1-5 are close ratio.

We purposely induced wheel spin in gears one through four in series on the roads outside Jerez where it was otherwise peaceful. By now the world should know that M has adjustable shift rates in non-manual cars (they’ve offered this for over a decade) and this M5 is no different. Drivelogic features 3 levels, smooth as silk to seat sinking (thankfully neck breaking mode is no longer included) and number two felt just right for spirited road driving. Throttle response is quick and boost is able to be held when in sport or sport plus (even off throttle thanks to an advanced Valvetronic system). Keeping the car reigned in are a series of electronic nannies that can still be turned off. Specifically, the M dynamic mode came in handy on these roads as the tarmac had little cohesion and keeping the wheels from letting loose (with everything off) became a chore after a while. But it never stopped being invigorating.

It weighs as much as my house, can it really handle well and come to a stop?

Unsurprisingly, it handles like it weighs far less. We were expecting it to since M somehow made both the X5 and X6 M models defy the laws of physics (namely cohesion and gravity). To achieve M worthy handling the suspension gurus developed for the first time in an M5 an almost completely new rear suspension which is bolted it directly to the chassis like in the M3 GTS. Unlike the GTS, M completely sorted the noise and harshness issues out with bushings lower in the suspension. The engineers also added in an additional rear thrust plate and cross members for good measure. What this translates to is a rear end that follows the front very well. It is predictable and, unlike past models, it does’t wander.

The hydraulically adjustable dampers have three settings: comfort, sport, and sport plus. Each is fully adaptable and each is noticeably different at the depressing of the button, comfort allows more travel and in some cases might even be good on the track but the sport setting seemed darn near perfect for 95% of the time. The Active M differential seamlessly moves power between the rear wheels and helps get it to where it needs to be, the wheel with the grip.

Steering is communicative, thanks to being hydraulic rather than electronic like the series production car. There are three settings, one is too soft, one has too little boost and the wheel doesn’t always return to center but the one in the middle (Sport) is just right- maybe they only needed to make one setting and get it perfect?

For the first time, outside the limited run M3 GTS, BMW M has equipped a car with multi-piston calipers. The front discs are the size of a small pizza and (yes) they are also oozing with greatness. We never experienced fade and the stock pads were more than adequate at the track for stints less than 10 laps. While the pedal did feel squishy after 6 or so laps but the braking points never changed. If tracking any BMW M all that needs to been done for longer stints and better heat dissipation is to swap out the pads and maybe the fluid for the ultimate track set-up (The M guys only change pads for the ‘Ring). This new M5 feels no different.

This is an M car, where is the Carbon Fiber and why did it get even heavier?

We posed this question to the project manager and every other engineer we ran into during the event. Specifically why there is no CF roof. The answer was always the same, the M5 is a sedan and is not a high volume seller so the limited weight savings did not warrant the engineering investment. The majority of M5s are sold with a sunroof so the take rate on a solid roof would be limited. The M6 will of course feature a CF roof as part of its differentiation from the M5.

The retired E60 M5 gained about 240 lbs. when it received the M treatment yet the F10M only gained about 160. It is faster, better handling and has far more equipment than the outgoing model all with gaining less weight. In fact, one could say that the F10M lost weight in all the right places and simply added some back with the addition of new equipment and better safety measures.

The last M5 had limited range and needed a gas can in the trunk just in case – does it now need a chase car?

The M engineers did all that they could, outside making it a 4 cylinder diesel to increase fuel economy. Auto stop/start, brake energy regeneration, direct injection, twin turbos, valvetronic, and more were utilized to get 30% more efficiency than the outgoing V10 gas chugger.

These guys are geniuses, really, they knew that range was an issue in the last car so they didn’t stop with just making the engine more efficient. They wanted the car to be able to hold more fuel. Unfortunately, they could not change the footprint of the standard plastic tank from the series production car because of other systems. But, they came up with a better although more expensive solution. Keep the outside diameter of the base tank but make it out of metal and decrease the wall thickness- this frees up nearly 10 liters for more fuel!

This thing sounds like a complicated mess of settings, are they buried in iDrive again?

We are happy to say that the only people that should have difficulty adjusting settings will be those that are for one reason or another unable to successfully operate a microwave or use a remote control for a television. There are buttons that do not carry acronyms but rather pictures- steering adjustment = steering wheel, suspension = shock absorber, engine = tachometer. The buttons are located to the left of the shifter and once depressed the settings are clearly displayed in the lower portion of the gauge cluster (Black LCD technology).

Hating on iDrive is old, so get over it. The new system is intuitive and easy to use, you can program the M1 and M2 buttons in a few seconds. There is the MDrive menu for everything M and it is nice and neat.

What are the drawbacks of this M5?

Besides the M5′s inability to carry livestock, a glaring drawback is that the US will have to wait until late next summer (August). This is for good reason, the manual (6 speed) that the US market so desperately needs will not be ready until then and the carbon ceramic brakes we broke the news of should be available at around the same time.

With the car itself, it is nothing M could have changed, they worked wonders with the car and it by far is the best M5 ever created. The biggest problem is the size of the 5 Series, it has grown to what a 7er was not all that long ago. The outside dimensions are the biggest fault with the car, it just feels less intimate (even with an alcantara anthracite headliner). It drives smaller than its size in terms of dynamics and the ability to set for turns but there is no ignoring that driving down some narrow streets the mirrors needed to come in.

Why not just buy a 550i and a used M track car?

For the M tweaked Head’s Up Display of course. All kidding aside- the M5 is not some glorified 550i, it is not an “IS”. With nearly 80% of its components made bespoke there is nothing that can equal it in terms of dual duty. It can truly be driven daily to the office and at the track in anger. When the official ‘Ring time comes out many will be surprised that the only BMW faster is rumored to be the M3 GTS, that’s how good the M5 is.

That is what M is about, being the best all around car for whatever the day brings and that is what makes the M5 so special. Sure, a 550i and a track car may cost about the same with each serving a purpose but at the end of the day, that’s two cars- more insurance more registration fees, an additional parking spot and all the other additions more than one car brings. The M5 is two cars in one, and it fills both roles- Dr. Jeckyll and Mr. Hyde better than any car before.

For years we’ve been secret admirers of P-cars. We’re not afraid to admit the 911 and Boxster can be pretty compelling products when specced appropriately. Now with the Cayman added to the mix, Porsche has an even more compelling product for enthusiast that’s led to more than a few BMW owners going over to the ‘other side’. It wasn’t until recently that the Boxster and Cayman became particularly interesting to us. For 2011, Porsche released two hardcore models based on its entry-level cars; the Cayman R and the Boxster Spyder. We drove both recently (and briefly), outside of Chicago, at the Autobahn Country Club to see how these Porsche’s would stack-up to the two smallest M cars – the 1M and M3.

First, let’s just get this out of the way. If you’re an able-bodied person who doesn’t mind contorting, Porsche sells the best seats in any mass-produced car on the US market (period). In fact, the entire interior of a Porsche tends to be focused and functional. While they often lack the infotainment technology of a modern BMW, it’s perfectly set-up for the enthusiast.

That doesn’t mean it’s all without fault. The shifter is short but requires more force than you’d expect (or like). Then there’s the clutch; it doesn’t have the feel you’d expect in a car dedicated to delighting the driver. In comparing the left pedal in these P-Car offerings to my (ex) 1988 535is it was shocking how overboosted it was and how much mechanical delicacy was missing. Even most modern M cars have more feel than either Porsche.

Now let’s get to the good. Steering feel is as magnificent as you’ve read over the years. It’s direct, well weighted and full of organic feedback, something that is often missing in many modern day BMWs. The sounds emanating from behind me were great – especially in the Sport Exhaust equipped Spyder. I’d love to get some back to back seat time in an M Performance exhaust equipped M3 and the Spyder. So very different but both are spine tingling. However, one thing I do think BMW has the edge in is engine sound. I couldn’t help but think the sonorous purr of the BMW inline six (in 1M or E46 form) edges the flat six out in aural quality.

Both Porsches have a specialness that even a car like the 1M doesn’t replicate. They pull you in with their single-mindedness and make every drive feel momentous. Yet as a performance tool you have to ask yourself what you prefer. Both Porsches were perfectly honed in a way that even the 1M or the M3 can’t quite match due to their engine layout. But from a functionality stand-point unquestionably the 1M would be easier to live with day to day. I was particularly surprised at how much more civilized the ride was on the 1M ascompared to the Cayman R.

After a quick drive in and around Autobahn I was surprised at how much I preferred the Spyder over the Cayman R. What it may lack in structural rigidity (which it really doesn’t) it more than makes up for in presence and sound. There are few cars more gorgeous from the rear than the Spyder, which looks like a smaller version of the famed Porsche GT supercar.

Do they win out over the 1M or M3? It’s easy to cast them aside as not comparable given the lack of seats and luggage space. But let’s forget that for a moment and focus on what each would be like to own. Immediately I’d take the Cayman R out of the running because the Spyder just feels so much more compelling and special (which is the point of these cars). Likewise, I’d have to remove the M3 from the list as too big, heavy and common.

So the Spyder and the 1M then? After a very initial drive it’s the 1M that I feel has rock-star attitude that (ironically) matches the Spyders’ looks. As perfect as the Spyders’ dynamics are, it’s just less fun. In the end, if I had to choose one I’ll always go with the car that I prefer to drive rather than the one I prefer to be seen in.

Special thanks goes out to Autobahn Country Club for the use of its facilities and the 2nd photo above. For those who would like to know more Autobahn, check out their site. Individual and corporate memberships are available (less than you might think) and the track hosts many events and races throughout the year. If you have a chance to ever make it out for any of them, definitely do so.

There is no mistaking that we here at BimmerFile are fans of the hatch and even more so the sport wagon, which in some markets is still called “touring”. We love them for their increased functionality all while not sacrificing the driving benefits of a sedan. We recently spent time behind the wheel of a 2011 330iT (RWD), equipped with the sport automatic slush box.

As a farewell to outgoing models many markets release “Editions”, these special run cars come with a set of special features and equipment that set the last year off from the rest of the production run- enticement to buy a last year model. The model we spent several days jaunting around Bavarian hop farms in was of the German persuasion and it was equipped almost how we’d build our own.

Styling

It’s hard to say that any car can get better looking with age, but the 3er wagon (E91) may have done just that. After the refresh the car gained some well needed hood creases and exterior lighting elements that are up to date, if not futuristic. The roof rails have now become more aerodynamic and are offered in aluminum rather than just plain black; making things look a bit more cohesive and upscale (less SAV like). These are significant improvements from the vehicle that launched back in 2005.

With the “Edition” package, there are larger exclusive 17″ rims as well as fog lights and a host of other items we take for granted stateside. The biggest standout of the package though is the contrast stitching found throughout the interior leatherwork and the anthracite headliner sans sunroof (priceless). Less impressive are the door sills, stating “Edition”, not sure if those would be considered a plus or not?

Where the E91 shows its age and its biggest shortcoming in styling is in the dash layout. It still has modern appointments throughout just that there are little things that show how long ago the design was completed. For instance, there is a slot for the key fob even though our car was equipped with Comfort Access and the fob will never see that slot (the comfort access fob has on non-rechargable battery). The dual hump on the dash is no longer needed because of the advances in TFT screen technology, but since we had the latest generation iDrive in our corner we needed the camel dash as well. BMW’s newest offerings forgo the dual humps and leave the screens out on their own. The dash as a whole is less driver centered than we’d like and has been one of our main gripes since the debut of the E9X models and that still remains here.

Drive

The current 3 Series touring model is all about the drive. It hunkers down in the corners (especially with the equipped sport suspension), is compliant and provides excellent feedback. The suspension is forgiving enough to make long distances fly by, or maybe it is the cars ability to go fast smoothly. Either way, long distance drives are a breeze. While there is more weight in the rear of the touring than its sibling sedan it doesn’t show from behind the wheel. The engineers massaged the suspension to make the drive and handling in both variants behave almost identically. This is unlike the 5 Series where the touring model has air suspension and changes the dynamics considerably.

In the US and EU alike the sport wagon/touring can be built with you choice of rear wheel drive or xDrive all wheel drive. Not here to argue the merits of both but to commend BMW for still offering consumers a choice in this segment rather than forcing one or the other upon a buyer. BMW also still offers both a proper 6 speed manual transmission and either a 6 speed automatic or a sport automatic (certain markets) both being steptronic and shiftable. Our car featured the latter and although a manual would be our first choice. These new automatics shift just as quick, allow the converter to fully lock and come equipped, if the option box is checked, with true “pull”/”pull” paddles shifters on the wheel. Engagement aside, these new slush boxes offer fun and sportiness while making dealing with a stau (traffic jam) a breeze.

Engine

Besides this from being our last dance with a 3 Series wagon for a while (if ever stateside), this review was a way to drive the most powerful naturally aspirated non ///M inline six engine BMW has ever offered. The US saw a single model year run of the N52 based 330i, and it was never offered in a wagon and lacked the direct injection (lean burn) our tester was packing. The N53 engine never made it to the US as with BMWNA’s lineup of the 28i and turbo 35i models there was no place for it or, according to some sources, the direct injection system disliked the poor quality of US fuels and it would have been more of a hassle than the improvement in power was worth. Whatever the reason, the US market was excluded from BMW’s plans for a naturally aspirated direct injection six.

In typical BMW high revving fashion the N53 produces 275hp at 6700 RPMS just south of the 7000 RPM redline, the torque output of 236 ft·lb is within a peak range of only between 2750 and 3000 RPM. These numbers are the best BMW came to market with in a naturally aspirated six cylinder motor. It revs effortlessly, is as smooth as silk while at the same time being a huge disappointment.

Yes, a disappointment. This engine had been previously placed on a mantle at BF. However, now that we’ve spent some time with it, the N53 leaves a lot to be desired whereas the newer turbos do not. The lack of grunt down low, and the need to ring it out to even get 275 hp is difficult to do in day to day commuting. Some will argue that the past ///M motors were not that different in concept. The turbo engines of the N54 and N55 variety provide more fun, and seemingly are more efficient as the N53 does not use Valvetronic and is not being forced fed air. It’s only real benefit to efficiency is direct injection, and that just isn’t enough to compete.

In the end, the US did not lose out by getting the N52 in 328 spec for most of the E9Xs run. It provides the same revving and nearly identical response with a bit less power and greater efficiency.

Technology

As equipped our tester had the large fully functioning Navigation Professional (in some markets a smaller neutered “Business” version is available) with BMW Connected and apps. It had the full arsenal of BMW’s latest and greatest in the world of navigation and accouterments related to that centrally located screen. All these new advances blend the world that used to be relegated to outside the car into it, for better or worse. Email, text messages and the internet in the car was something that was bound to happen as people increasingly fiddle with their phones/devices while driving and in the interest of safety it makes more sense to have the car read such things back than a driver reading a tiny screen.

Google search is much the same as in the states; instead of using the database built into the navigation map you can use Google for more up to date information. BMW Online, part of BMW Connected is a portal to the internet. A home page with news and information is the first stop. However after clicking through some nannies you have the ability to read local news, weather and stay up on your favorite teams scores. In Germany, the Nav screen will also play DVDs and can receive TV if the car is equipped with a receiver.

What the car was lacking was the latest in safety gadgetry. Sure it had a ton of airbags, the alphabet soup of brake technology and adaptive xenons but no lane departure warning, no night vision, no blind spot assistant or the remainder of technology to give bad drivers aids to be safer. Of course these technologies were not available and they have never been added to the E9X platform, but you can expect them on the next generation 3 Series touring (F31). In fact they’ve even made their way to the new F20 1 Series as options.

Conclusion

The 3 Series Touring is an ideal all around vehicle. It provides utility while still being fun and engaging to drive aggressively on backroads. It soaks up the miles on the highway and easily keeps family members happy with its space and creature comforts. Even though it is an end of life vehicle there are things that resonated throughout our time driving through Bavaria- the chassis, brakes and feel are all BMW and are superb.

We can only hope that the influx of electronics (and electronic steering) doesn’t take away from the next generation as those qualities make the car truly exceptional. This model may be the last of the wagons, at least wagons with feel and a functional rear luggage area so enjoy them if you have one. Otherwise kiss them goodbye – the E91 wagon may have been the best all around 3 series BMW has ever built. It may not seem that way at the moment but a few years down the road it will be missed.

Great drives in great vintage cars don’t happen that often. Yes, the automotive press is full of impossibly cool scenarios with vintage cars and some famous mountain road. The truth is we’re usually dropped in a handpicked location and given the keys to BMW’s newest and best thing. Whatever that thing is, it’s usually incredibly capable and enjoyable. Sometimes we just want to get into a car that doesn’t indicate future thinking or the latest Efficient Dynamics. Sometimes we want the raw emotional appeal of something classic in our hands and under our foot.   So when we heard that BMW was going to be bringing some vintage metal along with 8 new Z4s up Highway 1 from LA to Monterey, we immediately started to do some digging. What cars would they bring? Would they actually let us drive them like they were meant to be (i.e. in anger)? Lastly, how in the world could we fight off our colleagues from other publications (Dan Neil is a surprisingly big guy) for a chance at whatever showed up?

Then we got the list and immediately one stood out. It was BMWNA’s pristine E28 M5 plucked from the museum floor in Spartanburg. With just over 13,000 miles, this could be the best example of the breed in the world. So a plan was hatched; awkwardly speed-walk to the M5 when our morning presentation on the Z4 ended. If all goes right we’d be rounding the corner to our pick of some glistening Bavarian metal.   Moments later, I slipped into the Recaro buckets and took a deep breath; mission accomplished. Yes, that is the satisfying smell of vintage 1980′s German leather warming up in the California sun.

Getting reacquainted with the E28 (I just sold my own 535is a few months prior) was a delight. Conceived in a time when half of Germany was communist and cup-holders were relegated to speed-boats, the E28 5 Series is a statement of German authority on the subject of designing and building cars. Eccentric power seat buttons and front heated seats controllable only by those sitting in the back, the E28′s cabin is an engineer’s masterpiece and a usability nightmare. By God is it perfect.   The spindly steering wheel, while thicker than the standard 5 Series, feels less like a pillow (as found on modern M cars) and more like a tool. It suits the car’s communicative steering well as it almost feels like it will disappear in your hand as you guide the car from corner to corner. These days it’s clichéd but it feels as if there’s little in the way between you and the surface of the road.   With the car warmed up, mirrors adjusted and the Van Halen tape turned off, I was ready to find out if the hype was warranted. The idea was simple. Drive north from southern California to Monterey via the Pacific Coast highway and along the way decode the myth of the very first M5.

With only 13,000 miles on the odometer the first thing that strikes you is how new the suspension feels. The M5 is well damped and frankly quite comfortable. This has to be one of the biggest differences between a modern M car without electronic dampers. And I can’t help but feel the E28 is a more pure statement from the engineers. At the time there wasn’t much in the way of competition. Sure there was a little tuning shop called AMG building fast Mercs. but as far as super car baiting factory four doors, the M5 was in a class of its own. Yet I’m struck by how docile and livable it is. 30 years before the horsepower wars and the intense competition in the sports sedan segment, the E28 M5 was able to be a simpler car designed for the engineers who created it.   As you might expect, it’s also incredibly neutral and balanced. The E28 is probably the best large sedan I’ve ever driven when it comes to balance and the M5 takes an already great platform to another level. It’s such a refreshing moment to get into an M product that isn’t as much about all-out ‘Ring performance as it is purity of feel and what the M engineers simply wanted to drive.   The connection your hands have with the road through the steering wheel almost feels magical. The road feel is there of course but it’s the weighting that is so noticeable coming from a modern BMW. It feels perfectly mechanical.

It all works flawlessly with the famed inline six S38 B35 under the hood. However the 256 hp engine (286 PS in EU spec) felt down on power in our test example – dirty injectors likely being the issue. Certainly that was part of what kept the M5 from being as quick as I had expected. Truthfully, I don’t think this famed engine could have ever lived up to my expectations. Below 3,500 rpms I was surprised at how pedestrian it felt. Yes it was quicker than my own E28 535is (with all sorts of mods mind you), but not by much. To make the situation worse, I was battling a clutch that felt as if it had seen too many journalists’ left feet.   It’s also a big car. It’s easy to forget that, despite our rose tinted memories, even BMW’s from the 80′s weren’t lightweights. With only 256 hp to motivate 3,417 lbs the first M5 wasn’t a stoplight racer and certainly didn’t feel fast mingled with modern cars on today’s roads   Then it happened, I put my foot all the way down and opened it up fully. Above 3,500 rpms it suddenly made a lot more sense. The Paul Rosche designed powerplant magically came to life and seemed to get more eager as the revs rose to the redline. Once again, it’s all so mechanical. From the sound to the throttle feel, to the engine output, the E28 gives the driver the impression that it’s just a tool (albeit a sophisticated one) ready to be exploited. It has no electric brain under the hood to override any of your inputs. Just you and the car without the middle man.

Driving along the coast, the M5 flowed organically from turn to turn. Again, the inherent balance of the chassis combined with the tactile steering gave it all a very simple and pure feel. No the E28 M5 doesn’t drift out of corners (easily) and can’t out-runmost modern sports sedans from light to light. When you want a simple driving experience on a great road, there are few four doors that feel this good. As every subsequent generation of M5 gets faster and more sophisticated, the further away we get from the purity of the original.   There aren’t a lot of tangible ways that the E28 M5 immediately impresses you. When looked at one corner at a time it will win you over. On that sunny day driving north up the California coast it did just that for me.  

OEM Plus. It’s a philosophy I’ve used for a number of my recent cars and the 1M is no exception. The idea is simple – add only BMW designed, engineered or inspired accessories that enhance the look and feel of the car. And while it’s only been two weeks and 400 miles since taking delivery the big changes have already been made.

First up was the BMW Performance Carbon Fiber spoiler. A tricky install that requires a methodical approach, the spoiler slots onto the back of the 1M perfectly completing the lines of the deck-lid. It also harkens back to the classic E28 M5 and 535is spoilers from the 80′s (some of my personal favorites). But you can’t add one piece of CF without another.

Next up was the carbon fiber mirror caps which are installed by simply (and gracefully) pulling off the existing ones before popping on the replacements. One of the easier maneuvers but again patience is required (as are the foam inserts that come with the CF mirrors).

Upfront I added the absolutely essential BMW Performance gloss black grille – exactly what the 1M should have had from the factory.

The one addition I’ve made so far to the interior is the Alcantara typically found on the BMW Performance steering wheel. It adds a touch more of the soft stuff in a perfect place for it – somewhere you don’t actually touch very often. A good thing considering Alcantara is known to disintegrate rather rapidly with repeated human contact (search for 330i ZHP steering wheel warranty claims and you’ll see what I mean).

The results of all of this is a sportier look with more contrast (outside) that better defines the car in both style and purpose. Oh and to someone who cars about the details, it looks (and in the case of the Alcantara) feels fantastic.

Speaking of the details, it’s interesting to note that all the carbon fibre reinforced plastic (CFRP) components are handmade and show exceptional craftsmanship. You’d expect that given the cost though.

But about performance? We’ll have to wait for that as both BMW and the aftermarket get better acquainted with the car. Instead next up we’ll talk about the rules of the break-in period and if they really matter.

The wait has stretched for years. And now it’s over. Last Monday, with an impromptu crowd of customer and employees looking on, I drove my 1M out of the dealer showroom.

Last week we published our full review of the 1 Series M Coupe. And as you likely remember, we loved it. Now it’s time for us to walk the talk a bit and actually live with one. And that starts with paperwork and something called a break-in period.

After being on the waiting list for many years it was almost anti-climatic as I signed the paperwork and took procession of the keys fobs. That said there’s something entirely satisfying about buying a new car and the 1M is obviously no exception. (Full gallery after the break)

So now comes the dreaded break-in period. I fully intend to baby the 1M throughout the first 1,200 miles as M engineers suggest. And according to a few I’v spoken to in person that means no sudden acceleration until the magic 1,200 mark. According to them however full acceleration after 600 miles is ok with the M Differential. However it is essential I “roll-on” the pedal and don’t floor it as that will ultimately make the differential a bit noisy later in life. And as I’m keeping this one for the long-haul I’m going to do it right.

Next up I’ll be talking about the handful of accessories I’ve added to the car post purchase. As most of my previous BMWs and MINIs I’ve gone the OEM+ route with a few choice accessories that stay true to the original concept and what the designers had intended. But more on that next week. I’ve got some driving to do.

If the past 15 years have proven anything, it’s that BMW isn’t afraid of change. While design directions have gotten the most press, it’s BMW’s advances in engines that have excited us most. And no current BMW engine has more on its shoulders over the next few years than the N20 four cylinder under the hood of the Z4 28i.

We had an opportunity to sample the new Z4 28i on a day-long jaunt up the California coast to Speed Week at Monterey. We tested the car through the mountain roads of the Sierra Nevadas and California’s famed Highway 1. To call it the perfect test on the perfect day would almost be an understatement.

Before we get into all of that, first some background. The first car in the US to receive the new four cylinder is the base model Z4 now called the 28i rather than the 30i. With a true displacement of 2.0L under the hood, clearly the 2.8 is meant to convey more of a market position than anything related to actual engine size. Truth be told, the N20 punches so far above its bore and stroke that the 28i nomenclature is quite apt.

The constant in this formula ironically is the Z4 itself. It’s the same gorgeous roadster we reviewed and fell in love with over a two years ago. While our earlier criticisms are still relevant to the 28i (the steering’s lack of communication and the chassis overall feel of being too isolated), the fact remains that the Z4 is a very compelling roadster.

The design in and out continues BMW’s design language of bold and purposeful shapes and details. Unlike the Z4 35i we reviewed in 2009, our test car came with the M Sport package that adds the M aero-kit, optional 19″ wheels and some M details in the cabin. It’s a $3,900 option that brings yet more testosterone to the Z4. As with most M Sport kits, if you can swing it, it’s a must in our opinion.

That said, it was the N20 four cylinder under the hood that we were most interested in. The little 2.0L didn’t disappoint. As the numbers suggest, the 240 hp N20 feels faster than the previous 255 hp inline six thanks in large part to its sizable torque increase. Another plus in the N20′s corner is that there’s a slight decrease in weight with the manual managing (svelte by hardtop roadster standards) 3263 lbs.

The N20′s compact dimensions have also helped with packaging and weight distribution. BMW engineers were able to move the Z4′s engine placement ever further back resulting in an increased front/rear weight distribution of 47.3/52.7.

With the N20′s torque (up to 258 from 220 ft lbs) and the results of this new packaging, the Z4 has more of a point and shoot mentality than with the previous 3.0L inline six. The car felt slightly more responsive and eager to change direction while carving the canyon roads of southern California.

The rasp of the engine note and the burble on throttle lift-off further enhances this newfound character. BMW engineers obviously know what a roadster should sound like. It’s nice to know, despite thousands of arcane regulations worldwide, they can still give the Z4 an appropriate voice.

With the N20, BMW focused on making sure that power delivery was abundant early on and that the torque curve was flat. It’s what allows the 28i to be flexible in daily traffic despite the drop of a liter in size to the previous engine.

While the N20′s power ratings are good (240 hp and 258 ft lbs of torque) they aren’t quite as high as other 2.0L turbos recently introduced. Notably Hyundai’s new 2.0 turbo produces as much as 270 hp in some instances. When I asked BMW’s engineers about this they said that power wasn’t their only concern. The N20 had to match BMW’s inline six engine on refinement as well. That meant an enormous amount of attention paid to making the N20 put out the least noise and vibration of any competing power plant; with similar harmonics to the outgoing inline six thanks to balance shafts.

They also focused on efficiency and expect the N20 to have 20% better MPG when the final figures are released closer to the September 1 launch.

If some of this sounds familiar it’s because many of these principles have come from the inline six turbo N55. Like the N55 the three keys to the N20 are Valvetronic, direct injection and the twin-scroll turbo. The latter is being marketed by BMW as twinpower. It’s a novel design that has seen duty in both the 1.6L Prince engine found in the MINI, the N55 inline six and most recently the engine powering the all new ///M5. Twin scroll technology separates the exhaust into two channels that are then fed individually into the turbo giving more linear power. This is what gives the N20 effectively no turbo lag and consistent power throughout the rev range.

The results are a faster car than its predecessors. Despite two less cylinders and one less liter in capacity, the Z4 28i out-sprints the Z4 30i by .1 of a second with the manual. The real increase comes with the new and highly effective 8 speed auto which is .4 of a second faster.

Speaking of the 8 speed auto, I was shocked by its responsiveness and ability to hold gears. It’s a bit of a miracle as the transmission is no larger or heavier than the six speed it replaces. On downshifts it also has the magic ability to match revs similar to a DCT. In fact I’d go so far as to say that most drivers wouldn’t be able to tell the difference between this new automatic and the 7 speed DCT in the Z4 35i. It even has real “pull-pull” paddles rather that “push pull” the Z4 had previously. It’s a long over-do (yet appreciated) change that BMW is making across all models.

Downsides are frankly non-existent when speaking about the engine. Yes a little more power would be nice. It really is hard to argue with a faster car that gets 20% better fuel efficiency. However, when the wheel starts to turn, downsides are a little easier to spot. As we mentioned previously, the Z4′s steering and chassis still feel too isolated for our tastes. The best roadsters feel intimate and almost telepathic. The Z4 has a vague quality to it that keeps it from reaching the greatness it should. The frustrating thing is that BMW seems to have mostly solved this issue with software in the Z4 35is. It would be incredibly beneficial for all Z4 models to see those changes spread across the line-up.

The other potential downside is price. Just because BMW dropped a couple of cylinders don’t expect the price to follow. The Z4 28i’s base price is actually $1,200 higher than the Z4 30i at $49,525 including destination. A little eye watering for a four cylinder roadster? We thought so too at first glance. What the N20 proves is that we can’t think of four cylinders in the same way we did 14 years ago when the last new four cylinder Z3 rolled off the dealer lot. This is a new era that proves displacement isn’t always the answer and how many cylinders you have under the hood can be almost irrelevant.

The new Z4 28i is an extremely compelling package. Beautifully designed and built, this is the kind of roadster that is at home as both a weekend car or a daily driver. And in either capacity, the N20 really shines.

If faster and more efficient is truly the future of BMW engines, count us interested and impressed.

The 650i is a big car. And big sporty cars aren’t meant to be able to hustle around the tight roads in Carmel Valley. They are meant to go long distances at triple digit speed while barely breaking a sweat. Yet I sit here almost breathless from a testosterone laced blast east in the 650i through Carmel Valley Rd. Not unlike the physics bending of the X6 M, the 650i defies your expectations of what a large car can do in almost every sense.    Let’s not mince words here. We at BimmerFile didn’t care much for the previous 6 Series coupe. It felt large, numb and ill conceived in many ways. And it wasn’t immediately attractive – the death-knell for a $100k coupe. The F13 650i coupe on the other hand is almost shockingly attractive in person –especially the first time you see it. The car has an aggression and purpose in its form and design language that hasn’t been seen on a large BMW coupe since the E24 6 Series. The creases that run throughout the car add a strict sense of purpose and aggression that might as well be the future recipe for all large German coupes.

Our Alpine White 650i test car came with the highly recommended M Sport package. At $3800 it isn’t cheap. But it gives the 6 Series coupe a bit more bite in the overall look. Likewise the optional 20″ wheels help fill out the arches and manages to give the car an even lower-slung look. The only critic with the M Sport is that it’s purely an appearance package. Performance options such as BMW’s Active Roll Stabilization system (more on that later) are still standalone options.

Inside the look is continued on with hand-stitched leather dash (optional) and an appropriately large wide screen display for infotainment. The overall layout is similar to the previous 6er but executed with more thought given to usability of the design and quality of materials. This is especially true with the leatherwork, which is among the best I’ve ever seen on a car at any price. It’s especially impressive if you spend time in a E28 M5 equipped with a leather dash as we had just a few days before. The E28′s stitching looks to be the work of a blind man where the F13′s dash appears as if it was hand crafted by a fine suit maker.   The M Sport package also adds an alcantara headliner that gives the cockpit yet another interesting texture while reducing glare for the driver.    Speaking of glare issues, one area that the interior did disappoint is windshield glare. The culprit was the large silver trim around the infotainment screen on the dash. Don’t be surprised to see BMW update this or offer optional black trim in its place.

Motivating the 650i is the well-known 400 hp 4.4L twin turbo V8 found in the 5 and 7 series. The power is nearly immediate and continues strongly through the rev range thanks to twin-scroll turbos, Direct Injection, and four overhead camshafts controlling 32 valves with Double-VANOS variable valve timing.    There are two transmission options; the highly acclaimed 8-speed auto and the surprisingly good 6-speed manual. The no-cost manual is of no benefit in performance or weight (both are identical). The only difference on the spec sheet is efficiency with the auto getting one MPG more on the highway (15/23). So what’s the point of the manual? The argument is really down to feel and control. And it makes a compelling case for itself – much more here than in the 550i. The F13 has a revised version of the manual found in the F10 5 Series that has better feel in both the shift mechanism and the clutch. Also of interest: this is BMW’s first manual transmission that automatically matches revs as you downshift. We found no mention of it in the official press information but the 6-speed in the press car we drove clearly matched revs (if the driver doesn’t) upon downshift. We were so shocked by this that we compared notes with other’s who drove the car to verify, they all experienced the same thing.    Yet, it was the 8-speed automatic that impressed us the most. BMW has had two years to hone this transmission and it shows with rev matching and shift times similar to a DCT. In manual mode the 650i test car held onto whatever gear I chose (as if its life depended on it) through some of the tightest corners we could throw at it. And yet, when cruising is in order, this is the most docile and comfortable automatic we’ve driven yet. What’s not to love other than a lack of a clutch? It pains me to say it, but if I was speccing my own 650i, it would likely only have two pedals.

The result of all this adds up to a brutally fast car when the driver demands it. With just enough feel left in the steering, you have the notion of total control and almost total invincibility. The 650i goes, stops and turns faster than it has a right to. In fact it’s faster than almost any car I’ve ever driven that doesn’t have the letter M in the name. So impressive is the F13 with the twin-turbo V8, that it just might be faster than the M3 on some tracks and roads.

Further helping the cause is the optional Active Roll Stabilization (ARS) that allows the car to be exceptionally composed no matter what you throw at it. ARS is an “active” suspension that reduces body roll in corners (improving the vehicle’s suspension geometry and in turn handling). It’s a seamless system that works behind the scenes to give the car ultimate composure and the driver complete confidence. It’s a must have option if you care about the corners.

Unlike the previous 6er, downsides are frankly minimal. An eye watering price is expected with a big luxurious coupe so when our test car (heavily optioned) came to $103,025 we weren’t shocked. The biggest offenders on the options list are the $3,700 Driver Assistance Package, $4,400 M Sport package (which is all cosmetic) and the 3,700 B&O Sound System.

Otherwise you could definitely call out the F13 for lacking steering feel and being overly isolated. But at the same time, the feedback is probably well judged given the customer and the segment.

After three days of living with and driving the 650i Coupe I am completely and utterly impressed. Perhaps more than with the convertible, the Coupe has presence and (dare we say it) a soul that so many modern cars lack. There’s luxury, style and performance that everyone expects. But there’s also a crucial element that could have been left out that thankfully remains – feel.

The 650i driver just got a lot more respect in my book with the F13. While the previous 6er had a stigma of nothing more than a cruiser, this new 650i follows the tradition of BMW’s best big coupes (namely the 3.0 CSL and the 80′s M6) and gives the discerning owner a tool that is as versatile as it is stylish. There’s not much higher praise for a $103,000 coupe.   Just two days ago I was driving down this same road but in a 1972 3.0 CSL. In many ways the spiritual predecessor to this car. It’s easy to compare them and conclude that the 650i doesn’t have the immediacy and/or soul of the CSL. But the truth is, the 650i is an exponentially better car. Stepping out of the 3.0 CSL, the 650i feels like a car from a distant and amazing future. It’s exponentially faster, smarter and more luxurious than any of the big coupes between it and that ’72 CSL. And it might just be be the best since.  

Cresting the hill while heading east on Carmel Valley Road, the landscape suddenly went from dense forest to golden hills. It was as if I had entered a yellowing 70′s photo tinged with the promise of a simpler, better life. And with the thin and lively CSL steering wheel in my hands, I had it. A glimpse inside yesterday’s golden, carefree youth. Turn after turn the CSL wound up and down the rev range and the sounds brought it all to life.

Like the adoring fan who would be well advised to avoid meeting their hero, some boyhood dream-cars should never be driven by those who lusted after them. It’s a common reaction for excitement to turn to disappointment behind the wheel of a classic car. But the BMW 3.0 CSL is a different breed.

Born from motorsport, the CSL was BMW’s attempt to win the European Touring Car Championship. To compete more effectively the CSL was born as a way to amalgamate a series of changes to the less than successful E9 3.0 CS race cars. The L stood for leight (light) and meant thinner steel, less trim using aluminum doors, bonnets, and boot lids, and even Perspex side windows.

The engine was also bumped slightly to 3,003 cc (183.3 cu in) by increasing the engine bore by one quarter of a millimeter (resulting in 200 hp). There were other changes but you get the idea; BMW was tired of losing touring car races and would not sit idly by as Mercedes continued out-pacing them.

Our test car being a 1972 means that there’s no aero package that the 1973 CSL received. Just as well since I wasn’t interested in attracting too much attention: I had a date with a road.

Carmel Valley Road is one of the most celebrated routes in central California and it’s one that has eluded me for years. Sweeping at one moment and tight and twisty at the next, Carmel Valley is an epic drive through valleys and over hills that challenges continuously. And in a 39-year old car that I had never driven, it commanded a hell of a lot of respect.

The CSL tested is a 1972 example (one of 252 that year) plucked straight from BMW’s Spartanburg museum. It has 22,200 kilometers (under 14,000 miles) on it and is worth an estimated $300,000. Luckily I didn’t know that last number until I stepped out of the car.

The CSL’s 3.0L is defined by sound, torque and it’s eagerness above 5000 rpm. Most of Carmel Valley was done in 3rd (with only four speeds this coupe has long legs) but dropping it down into 2nd in the tight stuff produced wonder music out of the engine.

The engine is also surprisingly eager as the revs climb. It’s in no way a screamer like a modern M engine or even BMW’s recent inline sixes but it’s no less impressive to feel the torque build as the tach needle climbs.

Steering feel isn’t as pure as the 2002 but it’s appropriate for the size of the CSL and the market that was intended. And it’s certainly more communicative than a modern non M BMW.

More impressive than the steer was the balance of the car as the road went from flowing sweepers to tight corners. I could get the tail to step-out in a controlled fashion with enough power and angle. But the CSL is no muscle car by today’s standards and its power is delivered too evenly and with too much build-up to being a point and shoot device.

But that doesn’t mean it’s not incredibly fulfilling on the famed Carmel Valley Rd. Even with broken and uneven pavement the CSL was composed and controlled while being hustled.

Yet its roots as an early 70′s GT car (back when playboy owners really did drive their cars across the continent) can’t be overcome with less weight. You can keep up with modern machinery in the corners (as I did with an impromptu lead follow with an E60 M5) but quickly powering out of straights is not its strong suit. But what does that matter when youhave the all the noise and feel you could ever want?

Driving the 3.0 CSL was nothing less than a boyhood dream come true. Here’s the car that I had as a toy 25 years ago – in my hands and under my foot. And truth by told I was ready to be disappointed. But the CSL was too good of a car now (as it was then) to not delight the driver. It’s primal BMW and pure driving pleasure that transcends time.

There is no better way to test the American made BMW X3 then to subject it to a family road trip culminating on the 4th of July. Outside the windows it’s all long straight highways and picturesque small towns that exude Americana. Inside it’s black coffee upfront and Cheerios in the back (and on the carpet). When BMW designed and engineered the X3 they didn’t have the ‘Ring in mind as much as the sippy cup. And as much as that grates at my enthusiast mentality, I appreciate the care that BMW put into solving the everyday sort of challenges that many drivers face. And I really appreciate it when I have my own family in tow.

Does the X3 deliver as a BMW? That of course depends on the scale with which you grade it. It goes and stops burdened by an extra 585 lbs over a 3 series wagon and that weight is in all the wrong places. The result of that weight is that the X3 has a much less fleet of foot feel and is less eager to change direction. In short, it’s less fun. It also has less efficiency and (somewhat surprisingly) less rear cargo capacity. There’s little doubt it’s not as fun to drive as the similarly priced 3 series wagon (more on that in the coming weeks).

So it seems to fail on paper when compared to BMW’s own 3 Series wagon. That shouldn’t come as a huge shock. We at BF have been asking why anyone would buy an X5 or X3 when BMW already makes exceptional utility vehicles that are better in every way in the wagons. However, that’s not how the rest of the US (and many other markets) seem to see it. So if we’re going to compare the X3 to anything it needs to be Audi’s Q5 and the like.

Judged on those terms the X3 excels. From the seating position to the cabin finishes, BMW took everything they learned from the previous X3 and built a machine that the consumer clearly was clamoring for.

They’ve also given you more for less with a base of $37,625. At $2100 less than the previous X3 of similar trim the new X3 represents something that isn’t commonly associated with BMWs; value. Add to that more rear seat room and cargo room (19 cubic feet and 56.6 with the seats folded) and you have a few of the more important boxes ticked.

Upfront the more for less theme continues with an 8.8″ screen and iDrive being standard. While navigation is still a $2150 option, the screen has gotten dramatically larger, higher resolution with modern software and processing powering it.

Combine the better materials and a more cohesive interior look and feel created by BMW designer Ulrich Strolhe and you have a much more upmarket cabin to spend the commuting hours. Replacing those nasty bits of plastic from the old X3 are soft touch leather, real wood and high-end plastic that all flow seamlessly together. The design has a modern BMW approach that neatly defines one space for the driver and one for the passenger. It allows the center stack and instruments to be oriented towards the driver while delivering an attractive view to the passenger. It is as good as any current BMW offered and is better than competing products from the Germans and Swedes.

Outside, BMW Designer Erik Goplen has created a look that gets better every time we see it. There’s real depth to the car and the design where the previous X3 felt very slab-sides and boxy. Yet, somehow the overall effect is one of smart evolution. From the friendly yet aggressive face to the distinctive Hofmeister Kink, Goplen (who penned the E46 3 Series) has created perhaps the best proportioned BMW crossover yet.

The sum of these parts represent one of the best examples yet of BMW taking it’s DNA and twisting it into a product that has mass appeal. When judged on that level the new F25 X3 is successful. Does it appeal to the enthusiast? When the real world gets in the way of that mythical automotive life-style of backroads and manual transmissions, yes. In fact on a hot day in July with a baby sleeping in the back and the trunk packed with luggage, I can’t think of a more appropriate vehicle to be piloting.

Well, maybe with one exception.

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When in Germany do as the German’s do; drive a diesel wagon! For the foreseeable future we’ll be driving and reviewing BMW’s from both sides of the Atlantic, that includes those that have been banished from the states or those that have never even made it to BMW’s largest market.

Touching down in Deutschland with enough clothes for three and baby gear to last a summer (before the container of the rest of the belongings makes it over) is a sight to be seen in European airports let alone packing it all into one vehicle for the road trip. Realistically, there are few cars that roam the German straßes that would even fit the bill of carry an American dosage of “stuff”. The BMW 5 Series sportwagon is one of those that does.

As you probably are well aware of, BMWNA has passed on bringing the F11 to the US in any form (let alone a diesel). The much maligned 5 Series Gran Tourismo has replaced it- with its controversial rear and increased size/ loss of practicality compared to the wagon. Truth be told we have a soft spot for wagons, the fact they offer the driving dynamics of a car and most of the functionality of an SAV is something that is hard to beat; although the average US consumer doesn’t tend to agree with our view on this.

Having logged a LOT of miles in an E60 530xi Touring (it was parked in the garage prior to the E90 M3), the F11 experience was not all that different in terms of functionality. For starters it has more room in the luggage area than the X5. It gobbles up nearly everything you could want and does it with grace. It is an attractive, albeit conservative, package and may just be one of BMW’s best looking offerings to date (even though it is a wagon).

The 520d tested was equipped with almost every box ticked (night vision, all the cameras, dynamic driving control, integral active steering, four zone climate, active cruise and so on and so on), it stickered north of €74k (including VAT).

The 520d features a new 4 cylinder turbo charged diesel engine that produces 380 Nm (280 lb-ft) and 135 kW (184 hp). While it is not quick by any stretch of the imagination, around 8 seconds to 60 mph, it does the job of moving the significant mass of this people hauler admirably. Torque and gearing are what matter with this little engine that could and it is quite efficient thanks to some serious engineering on BMW’s part. Our mixed driving jaunt over several days (including right foot smashes) and 400 miles was just north of 41 mpg (only using about 1/2 a tank of fuel). Not bad at all considering how much heft it moved for the first half of the journey.

Hating to repeat numerous reviews’ stance that the 8 speed auto is sublime, it is worth noting once more. In many ways the 8 speed is the best match for this engine, simply because shifting would be frequent and jerky even on the best of days thanks to the feisty diesel under the hood. Fuel economy reportedly is aided by passing on the third pedal. As a three pedal pusher, it is tough to argue for one in this situation.

The interior is carried over from the sedan, and it remains luxurious and attractive in this application. It is more spacious and ergonomic than the outgoing model and comfort has been improved in all areas. The rear luggage area is much like the prior generation, the engineers have made sure the rear suspension does not impede into the carrying capacity; yielding smooth squared sides. Rear seats fold flat with a three way split and can be equipped with a pass through if so desired.

The load space can be covered (to hide your stash) by a motorized fabric cover that plays double duty when removed from its normal position, it can be attached to the folded down seat backs and used as a net to prevent stowed items from launching into the backs of the front seat passengers’ heads during braking. The hatch or rear window can be opened for loading purposes- the rear window being separate is great when the trunk is packed to the max (thanks to Max’s stuff) and you have to get at something but don’t want everything to fall out!

The panoramic sunroof is huge and the hard cover can be retracted fully to allow full sky viewing for all passengers. With the glass in the fully open position (front panel moves while the rear remains stationary) there are significant amounts of buffeting requiring windows to be opened (to be expected). With all the windows and glass roof, the car feels very open and bright making the overall experience even more pleasant to passengers. As if the supple leather comfort seats (not available in the US on the 5 sedan) were not enough.

The steering is electric and it is a blessing when equipped with the park assist feature. Trying to navigate German parking garages with a car stuffed to the gills and mirrors folded in due to the narrow width of the structure you’d be hard pressed to do it alone.This system continues to impress! Some find the steering feedback to be numb, but when pushed the car communicates nicely- like when taking an autobahn exit a little too hot and the understeer makes itself known loud and clear.

In the end, if it made it to the US, the F11 5 Series wagon with any engine would make it to our short list of family cars for everyday driving. The base model would be more than adequate, with some light options- if the latest technology is your thing pick and choose wisely as the options get costly and add up quick! The new 5 Series continues the great tradition of BMW sport wagons; it is just a shame that those that would have purchased one stateside are missing out on such a great vehicle. That being said, it is hard to argue for such a car when sales for the previous two generations were so poor. When will American’s buy into the fact that wagons are the best option out there? We hope soon so that the 3 series wagon does not face the guillotine as well.

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Images: BMW AG

About half-way through our day at the track with the 1M I got behind the wheel of a Competition pack M3. Within two laps it had scrabbled my brain of the conclusion I had already written in my head about the 1M. The M3 was simply a better car. It may not have been faster around the south loop of the Monticello Motor Club race track but it was clearly the more refined and confident car on the track. And then it hit me as I leaving pulling into the pits with the M3. It’s ok that the 1M isn’t technically the better car. It simply doesn’t matter because the 1M is more fun, more toss-able and more of what many of us want in a small M car.

But let’s take a step back for a bit. First off we can all agree that the BMW M division builds dream cars. Whether they are 20 years old and $5,000 or $100,000 and new, they’re meant to invoke emotion and desire. And while that formula is complex, it’s been nothing less than obvious over the years.

As BMW finishes development of a 3 or 5 series, the engineers and the M division start crafting their strategy. And that strategy has relied on thoroughly re-engineering the car and adding a naturally aspirated engine that is raucous in all the right ways. The result is uniquely M and one that has served the faithful well over the years.

And yet we have the 1M. In many ways this little Alpine White rocket that sits in front of me as I write defies all logic. It’s a little glimmer of hope that somehow was green-lit at the end of a product cycle during the worst economic climate in the past 30 years.

(Video & full galleries after the break)

The 1 Series M Coupe started a scant two years ago as an idea. M executives asked the engineers and designers to simply build a car that they’d want to own and drive. And it’s these engineers, the ones that crafted the last four generations of the M3 and M5, which created the 1M. They started by leveraging the existing technology of the M3 and then combined it with an engine that had already been massaged by M engineers courtesy of the Z4 35is. Then they went to work redefining how the 1 Series drives at the limit.

It all serves to make the 1M a very different kind of M car. It’s not dominated by an engine like most M3s or M5s. Instead it’s defined by exceptional handling and an extremely competent chassis that is more than adequately powered by arguably the best inline six BMW has ever made (outside of the CSL).

It’s a credit to those engineers who grabbed the best of the M division that this car works so seamlessly. Because after only 18 months of development they’ve created nothing less than the most compelling driver’s car to come from BMW in years. Through the best use of technology M had to offer along with all the right ratios, components and a dose of attitude missing in most modern cars, M has crafted something undeniably compelling the moment you turn the wheel.

The N54B30TO under the hood is a revised version that originally debuted in the Z4 35is. With several internal updates (piston rings and a lighter flywheel to name two) we expect that BMW is being very conservative with the actual power output of this engine. And you’ll be happy to know it revs faster than any turbocharged BMW engine I’ve ever had the pleasure of driving. Power starts low and goes seemingly unabated until the 7000 redline. With the M button on and the throttle response sharpened even further, the car has a much more point and shoot mentality than any of the high-revving M3s.

Similarly the 1M’s manual transmission has also been revised from its donor car; the 135i. It’s been optimized for low friction and quicker, smoother shifting. It also adds a shallow pan for the dry sump system and weighs in at a surprisingly light 43 kg (95 lbs). The clutch has also been suitably beefed up to handle the extra power and torque.

But the parts-bin approach doesn’t detract from the drive. The feel and performance of this car silences any critic on that front. After driving the 1M first on the switchbacks and hills of New York State and then at the Monticello Motor Club race track, I’m convinced that BMW M has at once created the most exciting M car since the Z4 M Coupe and the best daily driver small M car ever. And it’s easily the most fun since the E30 M3. With one important exception… it’s much much better at almost everything.

The 1M vs the M3

The 1M’s turn-in is eager in a way that the 3,900 M3 can’t match. The feel from the re-calibrated (and very well weighted) speed sensitive hydraulically operated steering is hands-down better than that of the normal 135i. Part of that has to do with the much more direct E92 M3 derived ratio; 12.5:1 vs 16.0:1 on the 135i and 15.4:1 on the E46 M3. It all serves to make the 1M feel immediate and more tossable than any M car since the E30. But that direct ratio is also quite livable. Unlike the Z4M it’s not the kind of car that constantly demands your attention while driving down the highway in a straight line.

But before we go any further lets get right to the question many of you want to know. Is the 1M a better than the M3? After driving the two back to back on the south loop of the Monticello Motor Club I can unequivocally say it isn’t. The M3 is more composed, more refined and easier to drive fast around the short and twisty course. Which is faster? It’s very close on this course. But anything with more straights would see the M3 win.

What’s better about the M3? One of the most obvious things on the track are the refined electronics that allow the M3 smoother transitions and better composure that make any driver look better than they have a right to. You can also thank the extra wheelbase and significantly better aero for most of that. Then there’s the engine note and redline that give the car a track presence that is intensely different from the N54 equipped 1M.

Then you take the first corner in the 1M you’re reminded that all the math and aero that went into the faster M3 doesn’t necessarily equate to fun. The 1M involves you in the process of going fast in a way the M3 hasn’t in over 20 years. With the M3 you can’t help but feel that it’s 75% the car and 25% you. In the 1M it’s closer to 50/50 with you being the deciding factor between looking good behind the wheel and embarrassing yourself. While it’s a car that requires a real driver to unlock its potential on the track, it’s immediately fun and engaging the second you throw it into a low speed corner.

Driving the two back to back it became obvious that the engineers wanted this car to be more of a throw-back. The MDM feels the loosest of any M car to date with the technology. And with less wheelbase and weight, 1M also rotates more eagerly in corners than any M3 I’ve ever driven – including the E30. In speaking with the folks at M it seems structural rigidity plays a significant role in this.

While the chassis requires more finesse and skill than an M3, the engine allows an enormous amount of latitude. Where the M3 requires careful gear selection in each corner to maximize torque, the 1M is extremely forgiving due to the amount of torque on tap at all times.

In fact I could sum it up this way. The 1M is not technically the better car between the two. But more importantly it’s the one that’s more fun. And it goes on to trump the M3 in almost every way under 100 mph.

On the Track

Lap after lap I threw the 1M into corners gaining more confidence in the endless grip. Between the brakes and the lateral grip I couldn’t figure out which was going to give first. But after two hours of pushing the car hard neither was even close. The brakes in particular were shockingly good throughout. With almost 400 lbs less to stop (as compared to the E92) they performed better than any factory M set-up I’ve ever driven. Yes they are that good.

So the brakes are exceptional and the grip is epic. But how does it feel? That’s the question that I was most curious about as I enter the first corner. As we reported in our various reviews of 135i over the years the standard 1 series coupe will understeer like a fat pig through any corner you could throw at it. The problem has almost entirely solved in the 1M. When pushed beyond the limit the car will gently drift into understeer. There are two things that I found to counter this. First feathering the throttle at the limit will induce lift-off oversteer that can rotate the car appropriately. The second; simply give it some gas. Even with MDM engaged the 1M will neutralize, hunker down and grip like hell.

The 1M may be more nervous and harder to drive fast on the track than the M3, but it’s also more tactile and tossable. In short it feels more involved. Sounds like M has been listening to the enthusiasts.

On the Road

While the 1M can dance on the track it’s nothing less than sublime on a good road. Driving through the switch-backs of New York State it simply felt like the 1M was breathing in the road at every corner. The suspension is surprisingly compliant with none of the wallow that the 135i. There’s no sense of the 3300 + lbs that the 1M carries around thanks to the suspension work done by M. It feels as light as agile as you’d hope around hairpin corners and sweepers alike allowing for easy modulation of the steering and throttle.

More than any M car since the Z3 M Coupe the 1M exudes emotion and attitude on the street. And its this brashness than charms you corner after corner. The sum of the steering feel, turn-in and the mountain of torque gives the 1M an old-school point and shoot feel. I’d say it’s closer to the E30 M3 but (again) the 1M is dramatically faster in every way.

The more I think about the 1M the more I realize there is simply nothing to compare it to in the history of the M range. It’s between the E30 and E36 in size and near the E46 M3 in horsepower. But thanks to the torque it’s clearly faster than the first three generations of M3 and arguably faster than the E92 on the right track. Now add in the short wheelbase (the Z3 and Z4 are the only M cars that have a shorter one), the quick steering ratio and you have a car that stands on it’s own in M history.

And where does that leave us? There isn’t a car that I’ve driven that I want more than the 1M. Simply put, I loved this car today. I loved it on the track as well as the road. It’s an M car that I could live with day to day but is special and rare enough to be revered for years to come.

Dr. Kay Segler’s promise has clearly been fulfilled with the 1M. It feels young and full of the kind of enthusiasm that is infectious. It’s exactly the kind of thing I want in my life and in my garage.

More importantly the 1M signals that M GmbH still knows how to make a great back to basics enthusiast car. In fact after my initial drive, I think they may have just made one the best ever.

You can read more of our 1M coverage in the BimmerFile 1M section (and don’t miss our 1M design analysis).

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Official Photography

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With the introduction of the third generation 6 Series BMW set out to create a product that is as much about elegance and luxury as it is about choices and the jet-set life style. On style alone alone it delivers. But what about substance? What about the driving experience? Full review after the jump.

BMW launched both the coupe and convertible in the southern tip of the Baja peninsula, better known as Cabo San Lucas Mexico. Cabo is an interesting place to visit; there are outrageously luxurious resorts with shopping and docked yachts to match. These are the spots that a 6 Series owner likely is familiar with.

Yet outside these protected areas is an entirely different world. A world of meandering dirt roads, cattle and an endless sea of used tires along the roadside (which are only outnumbered by the spiny cacti). Luckily, BMW set a route for us which wandered through Desert Mountains covered in relatively impressive pavement. The twisting road was a real hoot in the biggest convertible of the BMW fleet, the 650i.

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