BMW 1M Coupe Dyno VIDEO by Insideline - 331whp/362rwtq!!

[Chipped B6]

331whp/362rwtq

Equipped with the company's N54 twin-turbo 3.0-liter direct injected inline-6, the 1 Series M Coupe is rated by the factory (that is, at the flywheel) at 335 hp at 5,800 rpm and 332 lb-ft from 1,500-4,500 rpm.

Peak torque rises to 370 lb-ft during an overboost period, the command for which is not driver-activated. That little "M" button on the steering wheel sharpens the throttle response, and nothing more.

We'll assume the overboost function was live because, well, just have a look below at the result from the Dynojet chassis dyno (see above).

Whoa! Now that's some torque. From 2,500-4,500 rpm, there's more than 350 lb-ft on tap, and then it rolls off linearly between 5,100 and 6,700 rpm. It's pretty much done at that point, and the fuel cut arrives at 7,000 rpm. Peak power of 331 hp arrives at 5,150 rpm.

Torque peaks at 362 lb-ft and hits early in the rev range. As explained in a previous post, it's nigh unto impossible to replicate on a chassis dyno the drawn-with-a-laser-level torque plateaus that manufacturers provide for their turbo cars.

While BMW says it reaches peak torque at 1,500 rpm, you'll never achieve that result in the real world unless you wood it at 1,000 rpm in 5th or 6th while climbing a hill. No matter, since only a complete toolshed would drive an M car -- or any car -- that way. Downshifting. Learn it.

So, no, the 1 Series M Coupe definitely doesn't provide the power delivery characteristic we're used to seeing in M cars. Revving it to red doesn't provide the rush it once did. This one's all about midrange. But, man, there is an awful lot of grunt here.

This was no fluke outlier of a dyno run, either. Check out all six pulls here. They're all pretty tightly clustered, and there was no discernible trend of heat soak or degradation as the runs progressed. All the variation you see was random.

Speaking of heat, it is part of the reason the torque noses over around 5,200 rpm on these engines. The mixture is richened up and boost ramped out in order to keep exhaust gas temperatures at a level that will keep the catalytic converters and turbine componentry alive for the duration of the 150k mile life required by EPA.

BMW tends to rate its turbo sixes pretty conservatively, as we've seen similarly robust results like this on previous dyno tests of the 335i and 135i. It's likely that BMW employs a very conservative (read: hot) intercooler temperature when performing the power certification test. This would tend to de-rate the output claimed by the manfacturer.

Waitasec, the 135i has a turbo N54 and so does this thing. Beyond the peak numbers, what's the difference in sauce delivery?

Glad you asked. Here's the 1 Series M Coupe dyno result overlaid with our old 2008 BMW 135i long-termer that we tested on this very dyno a while back.

The 1 Series M Coupe just smacks down the 135i everywhere in the rev range. In particular, though, look at that additional meat slab of torque that the 1 Series M Coupe provides between 2,500 and 5,200 rpm.

So what do you say, fair IL reader? Is a small M car with boost the kind of car for which you hunger? Not that you really have a choice, as they're all headed this direction. In fact, contrary to what you've heard recently, we've got it on good authority that the next M3 is getting a hotted-up version of the N55...

--Jason Kavanagh, Engineering Editor

[discoboy1]

So are those ratings at the wheels?

[Chipped B6]

Edmunds always does at the wheels.

So yes

[Mr.Metak2you]

Originally Posted by discoboy1

So are those ratings at the wheels?

No way. And the torque reading is obviously with the over-boost kicking in.

SWEET VIDEO BTW!!!

[rps1m]

If this is indeed accurate, then WOW!

[Mr.Metak2you]

Originally Posted by Chipped B6

331whp/362rwtq

So you guys are saying the 1M loses only 4hp from crank to wheels?

....and like only 7lb/tq as well?

[Chipped B6]

Originally Posted by ///Metak

So you guys are saying the 1M loses only 4hp from crank to wheels?

....and like only 7lb/tq as well?

No...

It means BMW underrated the car.

They have this video of a 535i rated at 306hp but got 277 to the wheels.

[///1M]

What were the Edmunds results for the 135i?

(edit) just watched the 535i dyno.

That pretty much answers that question!

[techthentic]

Edmunds dyno'd the 135i at

285hp @ 5740
291lb-tq @ 3100

I looked, but unfortunetely, doesn't seem like they've dyno'd the 335is or Z4 3.5is

[LeifW]

Originally Posted by ///Metak

So you guys are saying the 1M loses only 4hp from crank to wheels?

....and like only 7lb/tq as well?

I imagine that it's more like BMW is under reporting the hp and tq figures.

Leif W.

[discoboy1]

So what is the typical drivetrain loss in a BMW? 15%?

If so, the car is making around 370HP!!!!

[Mr.Metak2you]

Originally Posted by LeifW

I imagine that it's more like BMW is under reporting the hp and tq figures.

Leif W.

Well, I stand corrected I guess. The 135i result showed that BMW underated that engine with 285hp @ 5740 to the RW. But this shows us that the RWP is almost equal to BMW's crank ratings. I guess I just can't process or even believe this....in a good way!

[M3 Adjuster]

331whp/362rwtq


nice...

[Papethova]

Originally Posted by discoboy1

So what is the typical drivetrain loss in a BMW? 15%?

If so, the car is making around 370HP!!!!

actually correct math with 15% puts it at 389HP

389.4 X (85%) = 331

Sounds too high to me (sounds like crank numbers), but Im not complaining

[SUBIMMER]

jesus! can someone certify what these readings are so we can all go to sleep comfortably tonight...

[rad doc]

Go to sleep? If this is confirmed I might not be able to sleep until mine actually shows up!

[Brandon26pdx]

Must be underrated quite a bit. Peak power at 5150 rpms is funny though. No point in revving this car to 7000 rpms stock.

[Bobby Digital]

Originally Posted by Brandon26pdx

Must be underrated quite a bit. Peak power at 5150 rpms is funny though. No point in revving this car to 7000 rpms stock.

I would speculate that the shift of peak power in the rpm band as well as the peak power figure itself are a result of the overboost function. Would be helpful to see a plot of the dyno run.

[///1M]

Can we get a dyno reading at the crank?

[Tuned1M]

This thread is in major need of additional data from this event.



Equipped with the company's N54 twin-turbo 3.0-liter direct injected inline-6, the 1 Series M Coupe is rated by the factory (that is, at the flywheel) at 335 hp at 5,800 rpm and 332 lb-ft from 1,500-4,500 rpm.

Peak torque rises to 370 lb-ft during an overboost period, the command for which is not driver-activated. That little "M" button on the steering wheel sharpens the throttle response, and nothing more.

We'll assume the overboost function was live because, well, just have a look below at the result from the Dynojet chassis dyno (see above).

Whoa! Now that's some torque. From 2,500-4,500 rpm, there's more than 350 lb-ft on tap, and then it rolls off linearly between 5,100 and 6,700 rpm. It's pretty much done at that point, and the fuel cut arrives at 7,000 rpm. Peak power of 331 hp arrives at 5,150 rpm.

Torque peaks at 362 lb-ft and hits early in the rev range. As explained in a previous post, it's nigh unto impossible to replicate on a chassis dyno the drawn-with-a-laser-level torque plateaus that manufacturers provide for their turbo cars.

While BMW says it reaches peak torque at 1,500 rpm, you'll never achieve that result in the real world unless you wood it at 1,000 rpm in 5th or 6th while climbing a hill. No matter, since only a complete toolshed would drive an M car -- or any car -- that way. Downshifting. Learn it.

So, no, the 1 Series M Coupe definitely doesn't provide the power delivery characteristic we're used to seeing in M cars. Revving it to red doesn't provide the rush it once did. This one's all about midrange. But, man, there is an awful lot of grunt here.

This was no fluke outlier of a dyno run, either. Check out all six pulls here. They're all pretty tightly clustered, and there was no discernible trend of heat soak or degradation as the runs progressed. All the variation you see was random.

Speaking of heat, it is part of the reason the torque noses over around 5,200 rpm on these engines. The mixture is richened up and boost ramped out in order to keep exhaust gas temperatures at a level that will keep the catalytic converters and turbine componentry alive for the duration of the 150k mile life required by EPA.

BMW tends to rate its turbo sixes pretty conservatively, as we've seen similarly robust results like this on previous dyno tests of the 335i and 135i. It's likely that BMW employs a very conservative (read: hot) intercooler temperature when performing the power certification test. This would tend to de-rate the output claimed by the manfacturer.

Waitasec, the 135i has a turbo N54 and so does this thing. Beyond the peak numbers, what's the difference in sauce delivery?

Glad you asked. Here's the 1 Series M Coupe dyno result overlaid with our old 2008 BMW 135i long-termer that we tested on this very dyno a while back.

The 1 Series M Coupe just smacks down the 135i everywhere in the rev range. In particular, though, look at that additional meat slab of torque that the 1 Series M Coupe provides between 2,500 and 5,200 rpm.

So what do you say, fair IL reader? Is a small M car with boost the kind of car for which you hunger? Not that you really have a choice, as they're all headed this direction. In fact, contrary to what you've heard recently, we've got it on good authority that the next M3 is getting a hotted-up version of the N55...

--Jason Kavanagh, Engineering Editor


http://blogs.insideline.com/straight...s-m-coupe.html

[Redadair]

That is an Awesome set of numbers for the 1M. We all know that BMW was Under-Rating the power numbers for the 1M which turns out that the Published numbers from BMW equal real live Wheel HP and TQ.

these numbers are very close to Aftermarket ECU updates like the JB3 and Dinan software, only these are direct from BMW.

Me Like A Lot!

[superchargedman]

POWAAA!!