![]() ![]() ![]() The totally locked-down front end and reined-in body has also taken away much of the standard 1M’s snappy behaviour. However, it doesn’t necessarily feel like you’re accelerating much harder or going significantly faster than in a regular 1M. The Akrapovic’s rasp and the engine’s eagerness mask the 1M motor’s more humble origins and make it feel far more like a ‘proper’ M engine. The exhaust, carbon intake and new engine map feel as though they’ve removed some mass from the turbo straight-six’s internals and it revs with abandon as you blip the throttle for downshifts. Then, as you rev the engine, there’s a howl that’s equal parts traditional straight-six and superbike. You can instantly tell this is a more serious 1M from the sharp bark as you start it. BMW 1M Coupe review - price, specs and 0-60 time.BMW M135i (2012-2016) review – price, video, specifications and 0-60 time.Birds BMW M140i review - British tuner tweaks BMW's rear-drive hot hatch.BMW 128ti 2021 review – does BMW's first front-drive hot hatch have the GTI beat?.AC Schnitzer ACS1 2022 review – tuned BMW M135i takes on Mercedes-AMG A35.And, most importantly, MMR has worked with Alcon to provide a six-pot front and four-pot rear brake arrangement with two-piece discs all-round (£5400), operated through braided brake lines (£109). The chassis, meanwhile, has been treated to Bilstein B8 dampers and Eibach Pro-Kit springs (£846) – rather than a more extreme adjustable coilover set-up – as well as Eibach anti-roll bars (£550). Together they take the 1M from its standard 335bhp and 369lb ft of torque to 426bhp and 479lb ft. There’s a Stage 2 software upgrade (£499), MMR’s own intercooler (£549) and charge pipes (price TBC), an Arna carbonfibre intake system with a Pipercross filter (£859), and a titanium Akrapovic exhaust (£6156). The upgrades carried out by MMR Performance for the 1M come from just such a position of respect. Ideally they should also be reversible, too, should a return to the car’s original state be desired. Room for improvement, maybe, but any modifications need to be carried out sympathetically if they are not to ruin the 1M’s naughty nature and iconic appeal. And its non-M division engine – one of the first turbocharged motors to go into an M-car – didn’t have the soundtrack, the red line or the intensity to live up to the glorious naturally aspirated motors that preceded it. Like many M models of the time, its single-piston sliding-caliper brakes were lacklustre on the road and woeful on track. Not bad for a parts-bin special, but also not perfect. > Read our review of the standard BMW 1M Coupe And besides, performance from the 1M’s 3-litre straight-six always seemed sufficient, while its chassis and drivetrain – even though they borrowed parts from the contemporary M3 (the V8-powered E92) – imbued the 1M with a tougher, more rowdy character than most other M-cars. This is not the sort of situation that creates an insatiable appetite for aftermarket tuning and parts. Only 400 of them came to the UK and second-hand values rarely drop below the original asking price of £40,000. BMW’s 1-series M Coupe of 2011-2012 isn’t the most obvious car to embark upon a tuning project with. ![]()
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