[James T. Kirk]

I recently received delivery of my new 1M and am posting observations on the differences in ride between the M3 with DCT plus Competition Package and the 1M, both in stock form.

I was initially lured to the 1M by virtue of its lighter weight, shorter wheelbase and purist theme. A return to an inline-6, though turboed, brought on some nostalgia and hope that the ride would be somewhat closer to my bygone E46 M3. Its rarity took me over the edge to make the leap before they were all gone.

The two rides are like night and day.

The M3 is an incredible driving machine that offers high-revving linear power and great handling. The DCT is a superior transmission for racers looking to shave time off their laps. It is sharp as a blade and really improves one's ability to shift later into a turn while keeping the power on.

The M3 E90 sedan in particular is one of the most versatile autos in the world. It has the duality to be a track monster or a luxurious daily driver for four. It can lumber and it can scream. Though a bit heavy, the M3’s ability to suit a variety of types of drivers so exceptionally well is its secret to success.

The 1M is a completely different story.

The 1M is more rigid and tightly built than the M3. I was struck not only at the firmness of the ride, but with the solidity of the build. No rattles at all anywhere. A point notable for any M3 owners who, similar to me, had to take his car in for service to have felt inserts installed in the B-pillars and points in the dash.

The exhaust note at the 1M’s startup is music with a bass-y rumble in contrast to the metallic putters natural at the start of the M3. At speed, the advantage is lost as the M3 in high revs cannot be matched. The sound and feeling in the driver’s seat at acceleration is like none other and is the stuff of legend. Once BMW drops the V8 to something more closely akin to the 1M, all the turbos in the world will never make it the same as the S65 engine. As a gas-guzzler, I see why it has to eventually go.

When driving the 1M, there is a feeling of being more connected to the road by virtue of the snugger feel and the shorter wheelbase. The 1M is more difficult to drive and requires more skill than the M3 that likes to help compensate. To me, this is a 1M advantage and brings to light how much the M3 was driving me instead of me driving it. The 1M forces you to be a better driver.

The 1M’s gearbox is amazing. Its action is so organic that the shifter feels like another bone in your body extended from your hand. Shifts are short, accurate and simple. No rubbery-ness. No notchiness. No need to muscle it. The M3’s DCT is precise, but disconnected from the driver. Though I was diligent about always using manual mode in my M3, I never had the visceral connection to the transmission as in the 1M’s 6MT. I confess this point of comparison is a bit apples-to-oranges, but with the prevalence of DCT transmissions representing the majority of M3 sales, I can attest that you do lose something in the driving experience with this tech.

As I’m still in the 1M’s break-in period, I haven’t shot my revs past 5500RPM… much. Even so, I am constantly surprised at the bursting and lag-less acceleration. I find myself consistently pulling back on the throttle from the sheer torque spike in the lower band. It is faster to drive as a daily driver with a ton of zip especially in third gear. 0 to 100 MPH seems to happen with much less effort.

The steering is stiff with nothing automatic about the 1M’s steering tension. The firmer steering compared to the M3 really forces you to engage the 1M fully or not start it up at all.

The 1M is also a great size for a performance car. The slightly narrower cabin gives the illusion that it is just as spacious as the M3 with the only sacrifice being the legroom in the back seat. Despite this, it still does have a legitimate backseat. Fortunately for my passengers, I’m not super tall so whoever sits behind me will always have plenty of space.

Fuel efficiency is comparable between the two cars, with the 1M pulling out less than 1 mile to the gallon better than the M3. I expected much better especially at the sacrifice of an award-winning V8. The upcoming F30 M3 will need to do a lot better than that if it’s going to live up to its “Efficient Dynamics” marketing.

So what’s the overall verdict?

If you’ll allow the adolescent analogy… the difference between the M3 and the 1M is the difference between Superman and Iron Man respectively. Superman has a day job as mild-mannered Clark Kent with the ability to come to the rescue in the name of justice with almost invincible power. Iron Man is a raw battle machine designed and driven by a rich, womanizing, egotistical alcoholic.

I’ll take a 1M straight up, thank you very much.
.