2011 BMW 1-Series

128i RWD 2-Dr Coupe I6 man trans

2011 bmw 1-series Reviews and News

2011 Bmw 1 Series M Coupe Front View
Here's something that will make your brain hurt: BMW isn't in business to produce cars. Shocking, right? Like every company, its primary goal is to make a profit, and making cars is just a means to making money. This is what we call capitalism.
2011 Bmw 1 Series M Coupe Front View
For that reason, car companies will produce a model only if they can sell it in sufficient numbers to turn a profit. Often, any enthusiast bent is watered down in favor of features that appeal to the broader public. This is a slippery slope with a shiny new Toyota Camry parked at the bottom. Great car, big appeal, huge profits, but nothing that enthusiasts dream of.
Over at BMW's M division, the dream has always been preserved -- at least to some extent. The first full-fledged M car, the M1, was a racing homologation special; it was almost all dream and no mainstream. The M1 didn't make it to America (officially), but a few years later, the E30-chassis M3 did, and you can imagine the dealers' angst: it was 95 percent race car for the street and 5 percent uh-oh, how are we gonna sell this thing? After all, its buzzy four-banger had two fewer cylinders than the sonorous 325i, it was barely quicker in a straight line, and it was vastly more expensive.
BMW was worried that it wouldn't be able to sell the 5000 M3s worldwide that it needed for racing homologation, but as it turned out, 18,000 of them rocketed out of dealership parking lots -- at full opposite lock, one would hope. Through the thick clouds of pungent tire smoke, however, the only thing the corporate guys smelled was money.
The follow-up M3 was a brilliant car, but it was a totally different animal. Whereas the E30 M3 made no sense to run-of-the-mill 3-series shoppers, the E36 M3 was designed to be the 3-series that even entry-level 318i buyers aspired to. To that end, it was 50 percent real M car (the chassis and suspension) and 50 percent make-it-sell-big! That meant other 3-series attributes remained intact: six-cylinder smoothness, automatic transmissions, four doors. Oh, and to keep it inexpensive enough to sell to cheapo Americans, we didn't get the real M engines, just made-over, bigger-displacement versions of the existing 3-series powerplants.
It worked, and the E36 was a hit in the marketplace when it arrived here for the 1995 model year -- but at what cost? Today, the E36 is worth the least of any used M3, and its resale value continues to plummet while the E30's climbs ever higher. The third-generation E46 -- despite receiving an engine built by the M division -- is following in the E36's depreciating footsteps. With each successive generation, the M3 has appealed to more buyers but become less and less special. The used-car market agrees.
2011 Bmw 1 Series M Coupe Rear Left Side View
Just when we hoped BMW might get M back on track, the unthinkable happened: M -- the division that wouldn't make a version of the 7-series because it just seemed wrong -- sold its soul to the accountants and slapped its badge on a pair of immensely profitable 5300-pound SUVs with turbochargers, torque converters, and four-wheel drive. The X5 M and the X6 M made it clear that M had no interest in building a car for the performance junkies who helped its first cars achieve their legendary status. Judgment was final and harsh: there would never be a spiritual successor to the E30 M3. Instead, from here on out, M would spit out cars for the nouveaux riches Joneses who wanted to out-Jones their Porsche Cayenne-driving neighbors.
After two and a half decades of bitching, moaning, kvetching, and begging, scorned M fans finally gave up the good fight. BMW's corporate guys, sick to death of hearing about that damn old E30, probably heaved a sigh of relief. They heaved too soon, because the magnificent, V-8-powered current M3 hasn't sold well, despite its you-don't-have-to-really-care-about-driving automatic transmission option and the fact that it's available as a coupe, a sedan, and a convertible. Sure, the world economy did kindasorta melt down, but that hasn't stopped new 5- and 7-series models from flying out of dealerships. Perhaps something else is at play? Could it be that when the M brand abandoned the very enthusiasts who had preached its virtues to the mainstream world, the mainstream world stopped caring about its cars?
BMW executives would probably answer, "Oh, hell nein!" -- but the reality is that they required every engineer who worked on the little orange car in these pictures to drive the E30 M3. At the official press introduction of the newest M car, we were told that the goal for this car was to "recreate the feel and focused driving environment of the E30 M3."
Well, holy Scheisse, just when we thought M was dead forever, we won! The 1-series M coupe is the most badass, coolest, sickest BMW to debut since the 1988 M3. The bar has been raised, the benchmark has been beaten, and we can finally stop begging for another E30 M3. It might lack the racing pedigree, but the 1-series M coupe is clearly the E30 M3 reinterpreted for modern times.
2011 Bmw 1 Series M Coupe Driver
Want proof? Take a 328i owner on a highway ride in the 1M coupe, and his sensitive ears will bleed from the exhaust's drone. Even M3 drivers, spoiled rotten by adaptive dampers, will hand over doctors' notes alleging renal edema from the brutal ride. Best of all, people who don't deserve to drive any M car will ask where the automatic transmission option is. Nothing makes us happier than to report: there is no effing automatic.
These are not flaws. The 1-series M coupe doesn't have any flaws. It's one of those rare cars that's so good that it shrugs off flaws: if there's something about it that you don't like, it's because you don't get it. (That's not entirely true -- the power-mirror controls take a long second to think about whether to grant your request to adjust their position. Highly annoying, yes, but we suspect the pause was programmed in so that the littlest M can remind you who's boss.)
Don't want your car to be in charge? This is not the car for you. No likey feeling the bumpies? Sorry, bud, this is a driver's car -- it's just firm, it never crashes over bumps like a 135i. It's perfect. The noise is too much? It sounds like music to us, especially at full throttle, where you should be most of the time. No automatic? Oh, go buy a 7-series, ya big lazy sap -- this car requires the use of its six closely spaced gears, selected by a delightful short-throw shifter and a long-travel clutch pedal.
This little coupe doesn't tolerate laziness very well. If you turn off the stability control, you had better be playing your A game, because the 1M coupe will bite you. It doesn't do understeer. Nope, not one bit. Stop paying attention to the position of your right foot and it'll do a power slide in the middle of a fifth-gear corner. At 100 mph. In the dry. Closed race course, professional driver. Scratch that -- borderline incontinent driver.
Incontinent, perhaps, but also absolutely exhilarated. An M3 equipped with the Competition Package is just as well balanced but is far easier to control at the limit thanks to its longer wheelbase, adaptive dampers, and normally aspirated engine. That last point is key: the M3 V-8's torque is metered out by the gas pedal in 295 perfectly sliced increments, each measuring 1 lb-ft. The 1M coupe's straight six can twist out an additional 75 lb-ft practically anywhere in the rev range, all of which hits the rear axle like a turbocharged slap on the ass. The 1M coupe is slightly quicker in a straight line, and its silken six is remarkably lag free -- for a turbocharged engine. It can't, however, be compared with a normally aspirated engine that has eight throttles for instantaneous response.
2011 Bmw 1 Series M Coupe Right Side View
While we're discussing what's under the hood: the 1-series M coupe's engine was lifted almost unchanged from the 335is and Z4 sDrive35is. Yes, it's true that it's not really an M engine. No, we don't care. Nor should you. It's too good to fault.
Engine and transmission aside, the 1M coupe's running gear is taken straight from the M3: it uses the same front and rear suspension, steering rack, and brakes. The wheels and tires are from the Competition Package M3. The M3's far wider track necessitated fender flares, which contribute to a truckish 0.37 drag coefficient. Despite that, the 1M will, of course, easily achieve its 155-mph electronically limited top speed. But unlike the M3, whose speed limiter can be increased to 280 kph (174 mph) in Europe, the 1M coupe will not offer a higher speed limiter.
Why? Dirty secret: it wouldn't reach 174 mph. Score one point for the M3. But if we were choosing which M car to buy, we'd be standing in line for a 1-series M coupe. Yeah, it's $14,065 cheaper than an M3 coupe, but that's not why. We love the newest, smallest M because it's exactly what an M car should be: it wasn't designed to appeal to everyone, but instead to make a small and select group of car nuts very, very happy and to inspire a new generation of BMW enthusiasts, just like the E30 M3 did. Production constraints will limit the number of 1Ms sold here -- BMW estimates 800 for the U.S. market.
It'd be great if BMW makes money on the 1-series M coupe, but frankly we don't care, because, more important than making money, BMW has reached into the parts bin and crafted a masterpiece. The E30 M3 finally has a successor. Please welcome the stupidly fast, wickedly tempered, awkwardly named, possibly perfect little son of a benchwork.
2011 BMW 1-series M coupe
2011 Bmw 1 Series M Coupe Interior
PRICE $47,010/$50,460 (base/as tested)
24-valve DOHC twin-turbo I-6
DISPLACEMENT 3.0 liters (182 cu in)
HORSEPOWER 335 hp @ 5800 rpm
TORQUE 369 lb-ft @ 1500 rpm
TRANSMISSION 6-speed manual
DRIVE Rear-wheel
Hydraulically assisted
SUSPENSION, FRONT Strut-type, coil springs
SUSPENSION, REAR Multilink, coil springs
BRAKES Vented discs, ABS
TIREs Michelin Pilot Sport PS2
TIRE SIZE F, R 245/35YR-19, 265/35YR-19
L x W x H
172.2 x 71.0 x 55.9 in
WHEELBASE 104.7 in
TRACK F/R 60.7/60.7 in
WEIGHT 3339 lb
Test Results //
BMW 1-series M

0-60 mph 4.5 sec
0-100 mph 10.8 sec
-mile 13.1 sec @ 110 mph
30-70 mph passing 5.3 sec
Peak acceleration 0.76 g
Cornering L/R 0.97/0.99 g
70-0 mph braking 156 ft
Peak braking 1.16 g
w/Competition Package
0-60 mph
4.7 sec
0-100 mph 10.8 sec
-mile 13.2 sec @ 110 mph
30-70 mph passing 6.4 sec
Peak acceleration 0.70 g
Cornering L/R 0.96/0.93 g
70-0 mph braking 161 ft
Peak braking 1.16 g
2012 BMW 1 Series M Coupe Front
I first saw the 1-series M coupe in late 2009 in a cordoned-off garage of the Motorsport division headquarters in Garching, Germany, near Munich. The black prototype featured silver and gold BBS wheels, a set of highly extroverted air dams, and the then-stock 1-series interior. The real car looks a lot better, inside and out. The front air dam and rear spoiler aren't too flashy, but the reworked fenders, swollen to accommodate the wider front and rear track and ultra-fat, nineteen-inch wheels, are subtly purposeful. That's the case, at least, in the white or metallic black livery; choosing the metallic orange, a hue exclusive to the 1-series M Coupe, turns up the visual wattage significantly.
2012 BMW 1 Series M Coupe Front
M division chief Dr. Kay Segler originally was concerned whether the market would take the 3000-or-so units his distribution squad had in mind. Now, one and a half years later, the car is going on sale [now, in Europe, next month in the United States], and it's clear that BMW could sell a lot more; the U.S. market, for instance, will get fewer than 1000 examples of this one-year-only model.
It's not hard to understand the excitement. The turbocharged 3.0-liter is mated exclusively with a stick-and-clutch six-speed gearbox, and has been taken from 300 hp and 300 pound-feet, to 335 hp and 332 pound-feet of torque (370 pound-feet with overboost). That exceeds its output in the 335is, but in the smaller, lighter 1-series, the result is M3 performance: 0-60 mph in 4.7 seconds, 155-mph top speed -- this at a price ($47,010) that's just $3000 more than a 335i coupe.
We first drove a test mule on the Ascari racetrack in Spain. In terms of sheer grunt, the 1-series M was actually superior to the racy (Europe-only) M3 GTS also on hand. Where the M3's 4.4-liter V-8 needed to give its very best to cough up 325 pound-feet of torque, the 3.0-liter straight six could dish up 369 pound-feet without making a fuss.
2011 BMW 1 Series M Coupe Front Three Quarter
Equipped with exactly the same suspension as the M3 with the Competition Pack, the compact M car felt notably more steering-nervous, corner-greedy, and surface-affected than its bigger brother. The shorter wheelbase, the pumped up chassis and the wide tires (245/35/R19 up front, 265/35/R19 at the rear) injected an almost hyperactive degree of agility.
Although this model cannot be ordered with the active steering available in the 135i or the M3, the standard limited-slip rear differential (BMW's variable M differential lock) creates a steering effect of its own. Whenever sharp turn-in and full throttle coincide, the rear end bites like a Bavarian cobra, sending the car on a slightly more apex-oriented trajectory. This trait can curl toenails not only through second-gear kinks but also on autobahn bends taken at an indicated 170 mph, when even mild correction maneuvers overload the g-force sensor inside your brain.
The smallest M car has vivid steering, although the feedback through the wheel is colored with recurrent tugs and kicks. More disconcerting is the somewhat blurred dialogue between the BMW's stability control and limited-slip-differential systems. While the electronic watchdog likes to act as a scrambler, blowing little bubbles into the torque stream, the limited-slip differential tries to rivet the tires to the tarmac.
The result is a twitchier-than-expected behavior at the limit. To add a second dimension of interference, the very firm spring and damper setting permits a fair bit of pitch and enough yaw to alter the flight path over uneven ground. Thus, the fastest 1-series bobs and jiggles more than such a focused driving machine should. While this restlessness is barely notable on smooth surfaces such as a racetrack, it is an issue on patchy back roads tackled at aggressive speeds.
2012 BMW 1 Series M Coupe Rear
What the 1-series M coupe does remarkably well is indulge in various octaves of power oversteer. In the wet, the DSC's M Dynamic mode easily induces a tail-happy attitude. With DSC off, you almost wish for side window wipers so you could look more clearly into the shocked eyes of oncoming motorists. With maximum torque available from 1500 to 4500 rpm, there is always enough second-gear oomph underfoot to smoke the Michelins, which don't grip particularly well when cold. All of which proves the point that when your prime goal is to stage a private drift challenge against your alter ego, rear-wheel drive and a friendly tire dealer are the two essentials.
Still, on the smiles-per-mile charts, the 1-series M coupe can't be beat. It is a challenging piece, a triple-X-rated driver's machine for semi-professionals. Its handling balance provides an open invitation to indulge in latent oversteer, and provides an opportunity to separate the men from the boys. It is an absolute hoot on the track and an addictive plaything on your favorite twisty back road.
2011 BMW 1-series M coupe
Base price: $47,010
Engine: 3.0-liter twin-turbocharged I-6
Power: 335 hp @ 5900 rpm
Torque: 332 lb-ft @ 1500-4500 rpm (370 lb ft w/overboost)
Transmission: 6-speed manual transmission
Drive: Rear-wheel
L x W x H: 172.2 x 71.0 x 55.9 in
Wheelbase: 104.7 in
Curb weight: 3296 lbs
Cargo capacity: 10.0 cu ft
Tires, F,R: 245/35/R19, 265/35/R19 tires
Wheels, F,R: 19 x 9.0, 19 x 10.0 in
2012 BMW 1 Series M Coupe Front Three Quarter 2
If you haven't noticed an abundance of current M3s on the road, you can't be accused of not paying attention. They're just not selling that well. When we first drove the V-8-powered monster from Munich, we were told that this M3 would sell twice as many units as the previous, E46-chassis car.
2012 BMW 1 Series M Coupe Front Three Quarters In Motion
BMW has sold only half as many, and we're more than halfway through the product cycle. In other words, the broad selection of E90/E92/E93 sedan/coupe/convertible M3s, with their manual and dual-clutch automatic transmissions, might not sell as well as the coupe-only, manual-only -- technically, the SMG was an automatic, given its lack of clutch pedal, but it did a lousy job of appealing to automatic-transmission buyers -- E46 did.
Why? Well, the world economy did kind of fall apart -- and the cheaper 335i is enough of a rocketship for most BMW fans. And let's not forget the new 335is, which, on your daily commute, makes a pretty powerful argument against buying an M3.
There's another issue. The M3's engine has grown from four to six to eight cylinders. Its weight and refinement level have grown, too. You could be forgiven for thinking that the current M3 might be just closer to an M5 in concept than it is to the original M3.
The M3 is one hell of a machine -- one virtually without flaws -- but it's moved substantially away from the original in price, size, and refinement that it's struggling to find an audience. What are those guys and girls buying? Well, BMW hopes they haven't bought anything yet, because if all goes well, they'll be standing in line to buy the new M-version of the 135i -- the 1-series M Coupe.
Because we get the 1-series only in coupe form, it's not the most practical car. Small coupes just never are. (The European-market hatch would have fixed that, but American buyers continue to make it clear that hatchbacks don't sell.) If it's not going to be practical, a small car needs to be either incredible looking (the 1-series is cute, but far from incredible) or incredibly fun. And though the 135i sure is an enjoyable car, it's not quite up to the fun levels of, say, a Porsche Cayman, which is better looking to boot. After spending a full year with our Four Seasons 135i, we loved it, but still couldn't decide whether it was a budget Porsche Cayman or just a way-too-expensive a small car.
2012 BMW 1 Series M Coupe Front Three Quarter 2
We now have the answer. Not for the 135i, mind you, but for the forthcoming 1-series M Coupe. Suddenly, this little car makes perfect sense.
For obvious historical reasons, BMW can't call it the M1, but before you deride the name, remember we've also had the Z3 M Coupe and the Z4 M Coupe. It's not an elegant name, but it's at least consistent.
And frankly, after seeing those fender flares, I wouldn't have cared if BMW called it the 1-series M Steaming Pile of Scheisse. And -- like you -- I still haven't seen the Real Thing yet. Even though BMW invited us to Munich to preview the 1-series M Coupe, they didn't actually show it to us. Neither the exterior nor the interior. They also didn't tell us much about it. They basically handed us the keys and smiled.
So here's what we do know: the car is about 3.2 inches wider than a standard 135i -- but it looks like it's a foot wider. The front of the prototypes we drove has some deceptive elements on it making it hard to see what the new front fascia will look like, but there's carbon-fiber in there. And lots of intercoolery and radiatory bits.
Underneath, there's a single exhaust running to the back, which then enters a single muffler that, on the later prototypes, has four outlets. The production car will have four. The suspension links are aluminum and look curiously like the ones you'd see on a current M3. So do the enormous, cross-drilled rotors and the big black calipers hiding behind the gorgeous wheels. Remembering that the 1-series shares its basic design with the 3-series, strapping M3-like goodies onto a 1-series wouldn't be much of a stretch.
2012 BMW 1 Series M Coupe Front Three Quarters Door Close
If you don't notice the big, finned rear differential when you're looking at the car, you will the second you drive the car.
But what you'll notice first? It has three pedals and a stick. Thank the Lord Baby Jesus, praise Allah, and/or send money to your local televangelist -- the Germans have finally gotten the message that those twin-clutch transmissions, awesome they may be, aren't a substitute for a row-it-yourself stick.
The shifter's throws are super-short, slightly notchy and accompanied by substantial resistance, just like they're supposed to be. The clutch takeup is perfect (just like in every other BMW), and the in-line six makes pretty noises from idle to redline. No surprise there. None of the prototypes wore a final-production exhaust system, and they were all quieter than, say, a 335is, but I spent a half-hour begging for more sound while a grinning German engineer told me to be patient. "Throw a microphone in the damn intake tract and a speaker under the dash if you can't get it to pass drive-by regulations," I whined. "Anything for more of that music -- intake, exhaust, whatever.."
Apparently in-line six noise is a drug and I'm a junkie. I own it; I'm fine with it.
The engine itself is another variant of the N54HP -- the high-output version of the old twin-turbo 3.0-liter straight-six that we've seen in, among other things, the Z4 sDrive35is, 335is, and 740i. No final numbers have been announced, but I was told to expect 340 PS (335 hp) and around 332 lb-ft. The engine apparently has no internal modifications, and retains its 7000-rpm redline -- and its desire to run hot. The oil stabilizes at 120'C, like the 135i, but those extra coolers in the front of the car will surely keep temps from rising above that point.
2012 BMW 1 Series M Coupe Rear In Motion 4
I would moan about this not being a "real" M engine if it weren't so damn good in the first place. The purist in me says that this car, wearing an M badge, should have an 8000-rpm normally aspirated derivative of this motor. The rest of me tells myself to shut up.
The ride is stiff, but like the M3's, never ever punishing. Without a single pothole on the drive, it's hard to tell for sure, but it wouldn't surprise me if the 1/MCoupe rode better than a 135i Sport Package, just like the M3 rides better than a 335i Sport Pack. Firm, mind, you, but not unnecessarily so. There is zero body roll (and if you look at the cornering pictures, you'll see that's no exaggeration) or brake dive. A sport-package equipped 335i wagon (hotness!) that we were following was heaving and scrambling around corners and pavement ripples that the 1/MCoupe barely noticed. Traction, thanks to the diff and the big tires, is practically never-ending. And when the rear brakes loose (which I managed only once before turning stability control back on, lest I get yelled at), the 1 is as easy to manage as an M3.
Tires are Y-rated Michelin Pilot Sport PS2s, 245/35-ZR19 front and 265/35-ZR19 rear. We weren't told exactly what the steering rack was, but its quick ratio and light low-speed effort outed it as an M-rack.
The interior of our prototypes was (mostly) standard-issue 135i. However, I was told to expect lots of goodies there, too. One of the cars had aggressively-bolstered M seats, so you can count on those, as well as the usual M jewelry treatment -- dead pedal, steering wheel, shift knob, gauges, etc. I was also told to expect a few surprises that we don't usually see on M cars -- nothing functional, just visual candy. Getting this particular candy out of the engineers was like taking candy from a fat kid. A strong, hungry one. Damn. We'll have to wait and see.
2012 BMW 1 Series M Coupe Front Three Quarters In Motion 2
Likewise for the final specs and for the final exterior styling. And the price -- though BMW says it'll slot between the 135i and the M3. Duh, obviously. Think $45,000.
We'll drive the final-specification 1/MCoupe in May 2011, right before it arrives in U.S. dealerships. If there's not a waiting list already, it's because y'all haven't driven one yet. (In other words, place your order now.)
M-boss Dr. Kay Segler told me a few days before the drive that "the 1-Series M Coupe's goal is to be young. fresh, and attainable." Had those been the goals of the M3, I imagine we wouldn't have the 1/MCoupe now. And we also wouldn't have the awesome, outrageous, and fabulously unattainable M3 GTS. (It isn't coming to America, and if it did, we couldn't afford it anyway.) But if 40 is the new 30 and Gaga is the new Madonna, then 1-Series M Coupe is the new M3. And that's just fine.
1005 04+2011 BMW 135i DCT+front Three Quarter View
BMW launched the 1-series just a few years ago, but the company's smallest current model isn't immune to the engine update that is spreading across the BMW lineup for the 2011 model year. Accordingly, the '11 135i is now offered with the new single-turbocharged "N55" six-cylinder engine, which features BMW's Valvetronic technology and direct fuel injection. Even more notable is the 135i's new seven-speed dual-clutch transmission (a.k.a. DCT), the first application of a DCT with the N55 in-line six.
1005 04+2011 BMW 135i DCT+front Three Quarter View
We drove a 135i convertible with the new powertrain on the track at New Jersey Motorsports Park and came away highly impressed. The seven-speed DCT gearbox rips off very quick, thrusty upshifts in manual mode while the engine begs for more. Or you can put the gear lever in Sport mode and let the transmission do its thing -- which it does almost telepathically -- while you concentrate on the other controls and transferring the nimble car's weight from side to side, turning in fast laps the whole time. (And yes, we do realize that many hard-core -- and perhaps insecure -- BMW fans would be ashamed to own a 1-series convertible, let alone drive it on a racetrack.)
On public roads in southern Jersey, the 135i's new dual-clutch gearbox continues to nail superquick upshifts. Even more impressive is how quickly the transmission jumps down to lower gears. For instance, if you're cruising at about 50 mph in seventh (top) gear and drop the hammer without using the gas pedal's kickdown switch, the gearbox will shift almost instantly to third. If you tap the kickdown button, you'll get second gear, whether you're in full-automatic or Sport mode. If you care to shift for yourself (as we usually do), you can use the steering-wheel-mounted paddles. Happily, these are proper left-for-downshift, right-for-upshift paddles, unlike those found in the new Z4 sDrive35is . Enthusiasts might be very unhappy, however, that the DCT won't hold gears at the engine's redline when you're in manual mode, a particular weakness on the racetrack.
No matter where you're driving, the 300-hp N55 engine reaches its 300 lb-ft torque peak 200 rpm sooner than the N54 (which had identical horsepower and torque ratings), so the lead-footed 2011 135i driver is greeted with smoother acceleration than in previous twin-turbo models, yet the urge remains plenty powerful. BMW reports that six-speed manual 1s with the new engine are capable of the same 0-to-60-mph times as last year's model, but dual-clutch automatic cars pick up two-tenths on N54-powered slushbox models (5.0 seconds for the 2011 135i coupe with the DCT versus 5.2 seconds for the 2010 six-speed automatic coupe). Another big improvement on paper is in the mpg category, where the new engine -- with the help of some revised gearing -- helps stick-shift coupes improve by a whopping 3 mpg in the EPA's combined rating (from 20 mpg overall to 23 mpg); customers averse to clutch pedals will see improvements of only 1 mpg here or there, depending on body style.
The lesson with the 135i DCT (and all BMWs with a dual-clutch automatic) is that there's now even less shame in paying more to get your Bimmer with one less pedal. A silver lining for stick-shift fans like us is that BMW has decided to charge $200 more for the DCT option in the 135i on top of last year's already pricey $1375 automatic option. The 2011 135i will go on sale by the end of May for a base price identical to that of the outgoing 2010 model: $37,800 for the coupe and $42,100 for the convertible.
2011 BMW 1 Series
2011 BMW 1 Series
The BMW 1 series is another new addition to the family of luxury cars from this company. The 1 series from BMW is the smallest and most compact car that BMW makes. This vehicle promises to bring consumers everything they love about the 3 series but in a smaller and more affordable package. It seems out of place for a company that has built a name on high end vehicles to make a low end compact car, but there is definitely a demand for such a vehicle.

The 1 series is a very simple vehicle that offers a lot of value, but does not offer all the extras that you would expect to find on any model from BMW. This car comes standard equipped with a 3.0 liter inline six cylinder engine, which can be fitted with a turbocharger, and you can choose from an automatic transmission or the seven-speed DCT dual clutch automated manual transmission. The back seats could have more room, but this is common with man compact vehicles. This is the only vehicle that BMW makes that starts under $30,000. If you are looking for a budget BMW, this is it.
BMW 1 Series M Coupe Russia
Driving the BMW 1 Series M Coupe is exciting. Light, agile, balanced, and powerful, it’s one of the most celebrated and lusted-after BMWs of the last decade. It's easy to understand a driver getting a little carried away while behind the wheel, but one lunatic in Russia went completely off his rocker.
2012 Lamborghini Aventador LP700 4 Profile
Plenty of new cars debut in twelve months’ time, and 2011 was no exception. While economic uncertainties and fears of high gas prices brought scads of new economy and hybrid cars to showrooms, 2011 also saw more powerful supercars and more thrilling sports coupes hit the market. Among this year’s new-car debuts were some outstanding models, some duds, and some that fall somewhere in between. Here, in alphabetical order, are our ten favorite new production cars launched in 2011.
2011 BMW 135i Front Three Quarter
BMW has just released a set of performance kits for its 135i, 335i and X6 xDrive35i vehicles that will reward drivers with an extra 20 hp without voiding their warranties. BMW now offers two different performance kits, which build on the 335i Performance Edition upgrades announced earlier this year. The Version 1 Power Kit optimizes engine software for high-performance driving, and is available for the 135i and 335i, along with the X6 xDrive35i models built before April 2010 and feature increased top-speed limiter and additional oil cooler. The upgrade, which consists primarily of an ECU reflash, will cost $599 plus installation; the upgrade can be retrofitted to existing cars or added before a new vehicle is delivered to the customer. The Version 2 Power Kit includes the reflash from the V1 kit, and adds an auxiliary water cooler and enhanced radiator fan to help keep engine temperatures steady during spirited driving. The V2 kit costs $1199 (plus installation) and is only available for 135i and 335i models. Both kits yield drivers an extra 20 hp – bringing output from 300 to 320 hp – and 17-32 additional lb-ft of torque (automatic-equipped cars see torque rise from 300 lb-ft to 332 lb-ft; manual- and DCT-equipped cars rise only to to 317 lb-ft.). The extra power decreases the 0-60 mph time for the 335i by 0.2 seconds, while runs from 50-75 mph are a half-second quicker. Both the V1 and V2 power kits are available now from BMW dealers, and, unlike any other ECU reflash we’re aware of, are completely covered by BMW’s powertrain limited warranty. Source: BMW
2011 BMW 1M And BMW M3 E46 Dragrace
Ever since the 2011 BMW 1M came on stage, many have claimed that it has the heavier, V-8-powered M3 beat on overall driving experience. But one area the 1M can’t lay claim on is drag strip bragging rights – the V8-powered M3 barely squeaks past the twin-turbo, inline-six-powered 1M.
BMW I3 And I8 Concepts 11
BMW will make its presence known at the 2011 Frankfurt Motor Show, planning a total of five world premieres. With so many new models dropping at the same time, we’re eagerly anticipating next week’s big event. Though we’ve already covered many of the models BMW plans to debut, here’s a brief rundown of what you’ll see from the Bavarian automaker next week:

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2011 BMW 1-Series
2011 BMW 1-Series
128i RWD 2-Dr Coupe I6
18 MPG City | 28 MPG Hwy
Top Ranking Vehicles - MPG
2011 Nissan Altima
S FWD 2-Dr Coupe I4
23 MPG City | 32 MPG Hwy
2011 Honda Accord
EX FWD 2-Dr Coupe I4
23 MPG City | 32 MPG Hwy
2011 BMW 1-Series
2011 BMW 1-Series
128i RWD 2-Dr Coupe I6
Top Ranking Vehicles - Price
2011 BMW 1-Series
2011 BMW 1-Series
128i RWD 2-Dr Coupe I6
Top Ranking Vehicles - Horsepower

2011 BMW 1-Series Specifications

Quick Glance:
3.0L I6Engine
Fuel economy City:
18 MPG
Fuel economy Highway:
28 MPG
230 hp @ 6500rpm
200 ft lb of torque @ 2750rpm
  • Air Conditioning
  • Power Windows
  • Power Locks
  • Power Seats (optional)
  • Steering Wheel Tilt
  • Cruise Control
  • Sunroof (optional)
  • ABS
  • Stabilizer Front
  • Stabilizer RearABS
  • Electronic Traction Control
  • Electronic Stability Control
  • Locking Differential (optional)
  • Limited Slip Differential (optional)
  • Airbag Driver
  • Airbag Passenger
  • Airbag Side Front
  • Airbag Side Rear (optional)
  • Radio
  • CD Player
  • CD Changer (optional)
  • DVD (optional)
  • Navigation (optional)
50,000 miles / 48 months
50,000 miles / 48 months
Unlimited miles / 144 months
Unlimited miles / 48 months
Recall Date
Potential Units Affected

Recall Date
This recall involves aftermarket parts sold by Valeo. Valeo is recalling certain engine cooling fans, part numbers 696121, 696273, and 696275, used as service replacement parts for model year 2008-2011 BMW 1-Series, 2006-2011 BMW 3-Series, 2000-2009 BMW 5-Series, 2004-2005 BMW 6-Series, and 2006-2007 BMW 7-Series vehicles. A metal-oxide semiconductor may overheat due to insufficient screwing of the semiconductor on the aluminum heat sink. This primary failure could cause adjacent components on the fan assembly motor circuit board to overheat and short.
This condition could cause the fan motor to become inoperative, or cause the motor circuit board in the assembly to overheat, potentially leading to a fire in the engine compartment.
Valeo will notify owners and replace the fans free of charge. The safety recall began on August 22, 2012. This recall is being conducted by Valeo, not by BMW. For further information, owners may contact Valeo at 1-888-718-2536.
Potential Units Affected

NHTSA Rating Front Driver
Not Rated
NHTSA Rating Front Passenger
Not Rated
NHTSA Rating Front Side
Not Rated
NHTSA Rating Rear Side
Not Rated
NHTSA Rating Rollover
Not Rated
IIHS Front Moderate Overlap
IIHS Overall Side Crash
IIHS Best Pick
IIHS Rear Crash
IIHS Roof Strength
NHTSA Rating Overall
Not Rated

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