As I type this, my first experience with the BMW 1 Series M Coupé, or 1 M Coupé for short, has left an effervescent buzz in my torso and a tingling sensation in my stomach. A little strange, as no car in my recent memory has created such a physiological effect, especially one that’s lasted for almost 18 hours now. How is it that a car which is expected to live up to the hype surrounding it, has managed to excite beyond these levels and literally get under my skin? The answer is not as complicated as one might think.

In May 1972, with just eight employees, BMW M GmbH was established as a specialist motorsport division. The first racing project was the hugely successful 3.0 CSL, followed eventually by, what is widely regarded as the most successful touring car of all time, the BMW E30 M3. Success on the world’s racetracks prompted the race engineers to transfer their expertise to BMW’s production cars. There’s no prize for guessing the BMW M3 has been the most successful of the M cars to-date and locally, South Africans have the 10th largest appetite for M cars in the world.

M cars have always been a completely different breed, in the sense that, although they are based on the standard model range – the 3 Series inspired M3 for example – they are substantially re-engineered under the sheetmetal, which is also given a sporty attitude adjustment within the boundaries of aerodynamic efficiency. In this sense, however, the 1 Series M Coupé is a bit of a M division experiment and one that produces copious amount of white smoke, as any successful venture in science should.

The 1 M Coupé shares far more DNA with the larger M3 than its compact dimensions and 1 Series familiarity may suggest. A quick glance at the macho exterior gives away little, save for the twin-arm wing mirrors and the precision engineered, lightweight, 19-inch wheels, borrowed from the M3. Apart from this, the 1 M Coupé carries its own identity, with a unique front bumper, flared wheel arches and rear bumper with deep apron headlining a set of chrome quad-tailpipes. The lower section of the front bumper has been designed for optimal airflow around the vehicle, specifically the outermost ducts, which serve to direct air to the wheel arches, where it is discharged through a very narrow opening at high speed. The escaping air-stream covers the side of the front wheels like a curtain, thereby reducing wind turbulence, improving high-speed stability and reducing the car’s aerodynamic drag.

The shortest and flattest M model begins to reveal the brilliance of its simplicity when you consider the car’s stance. It sits 20 mm lower to the ground than a 135i Coupé, has a 71 mm wider front track and a 44 mm wider rear track. Why such a pronounced difference? BMW M3 running gear. The front and rear suspension, the steering mechanism, the brakes, as well as the fully-lockable rear differential, are all shared with the M3. In fact, BMW SA’s technical team even confirmed that the part numbers for the brakes are identical to that of the M3. Simply put, the 1 M Coupé is a 1 Series body wrapped around a M3 chassis.

Of course, in any experiment a catalyst is always needed and in this case BMW has chosen a reworked version of the 3.0-litre straight-six, twin-turbocharged N54 engine, directed by a 6-speed manual transmission. The engine produces 250 kW and peak torque of 450 N.m between 1 500 and 4 500 r/min, with an additional 50 N.m available as an overboost function under full throttle in gears 1 through 3. BMW’s TwinPower philosophy of two smaller, faster responding turbos, has proven highly successful since its introduction, earning it an International Engine Of The Year award in 2009 in the 2.5- to 3.0-litre category. The result is an engine that revs keenly to 7 000 r/min and one that is capable of hauling the ‘baby M’ to 100 km/h from a standing start in 4.9 seconds, with an electronically limited top speed of 250 km/h.

To sample how the M3 elements react in the 1 Series melting pot, BMW took local media to a barren runway outside Cape Town. With the nose pointed down the runway towards the first right-hander, a decisive clutch action and heavy throttle input resulted in a satisfying squirm from the rear-end off the mark. The rush of the forced induction, coupled with the whine from the turbos and roar from the exhaust, are akin to an orchestra following the driver’s every instruction. The 360 mm and 350 mm diameter brake rotors (front and rear), are put to good use as I pass the first set of cones and tip the car right, before grabbing second gear for a slower and tighter left-hander. The 6-speed transmission feels accurate with a short enough shift action, but I found second gear required a little finesse when trying to engage it in a hurry.

The rear squats in harmony with my throttle input, in the short dash between exiting the corner and breaking for entry into a constant radius right-hander. The steering offers adequate feel, but I suspect the rough and pitted surface of the runway is responsible and not the M engineers. Through the constant radius right, the 19-inch rubber provides plenty of grip when loaded up with a progressive throttle input, but breaking traction is just as easy, resulting in ‘ear to ear’ levels of opposite lock, made all the more effortless by the flat torque curve, spontaneous throttle response and M specific rear differential. With M Dynamic Mode (MDM) activated, the car’s traction system will arguably, ‘rain on your parade’ or ‘keep you colouring within the lines’ or both, as it brings the wheels back in-line after giving the driver a fair sense of freedom. With plenty of torque and just 1 495 kg to cart around, acceleration out of corners is more than just punchy, it’s properly quick. I spent the rest of the afternoon repeating the process with as much passion or precision as I liked, but always with a sense of control.

The smallest M offers a lightweight, well-balanced and forgiving chassis, together with accessible power. The combination results in a car that is fast enough to scare you, but well mannered enough not to intimidate you. Of the 2 452 units produced, South Africa has been allocated 71, all of which are spoken for and at R546 392 it’s easy to understand why. Competitors such as the Porsche Cayman R and upcoming Audi RS3 may promise more precision and overall grip respectively, but in a garage that housed all three, I’d put money on the 1 M Coupé racking up more kilometers than the other two. If you forget the limited numbers for a minute, the BMW 1 M Coupé is really an exercise in bringing M power to more people and, as it turns out, ‘Joy’ and ‘Sheer Driving Pleasure’.

Pricing includes a 2-year/Unlimited km warranty and 5-year/100 000 km Motor Plan.