BMW 1M Buying Guide

Surely one of the best-looking roadgoing BMWs of all time, the 1M bristles with attitude, providing a raw driving experience in a compact package. Built in limited numbers, it’s the perfect enthusiast’s purchase, right? Below, we delve into the 1M’s merits, and what to look out for if you’re in the market.

With only 450 UK cars, in rarity the 1M coupe is comparable to the now legendary E46 M3 CSL in numbers, where there were 422 built for these shores. However, worldwide there were more than 4 times the amount of 1Ms built, so globally the Baby M car is not as rare as the Coupe Sport Leichtbau.

Nevertheless, the 1M is a very special car, and values demonstrate that. To get into one today, you will likely need more than £40,000 (which is what they cost new back in 2011), and if you’re after a collector-grade example with next to no miles, you’re talking over £70,000.

Still, an M3 CSL could cost you double those figures despite having the alleged downside of being an SMG only car. The 1M on the other hand was one of the last manual only M cars (complete with lightened flywheel), and also boasted hydraulic steering. And you’ll be grateful for that purity of communication, as with a 340bhp turbocharged engine, the 1M certainly has the punch to keep you on your toes. 

In period, you may recall people bemoaning the 1M being turbocharged and not a “true” M car a result, but today, where every single BMW M car is now turbocharged (or electric!), the point now seems borderline irrelevant.

More than just a bodykit

The 1M took the suspension and brakes from the M3, but it’s the bodywork you will notice first – those gorgeous arches increased the track at the front by 74mm. As you can imagine, body roll is therefore virtually non-existent, with very reactive, direct steering (better than the E9X M3, in fact) making it terrific fun.

Outside, you could specify the 1M in one of just three colours – Alpine White, Sapphire Black and the eye-catching Valencia Orange. You will also find 19-inch Y-spoke alloys, clearly inspired by its bigger CSL brother and shared with the M3 Competition.

On the face of it, the engine and gearbox of the 1M don’t have especially exciting origins, being lifted from the then Z4 rather than an M car. However, over the years the ‘N54’ code engine has been busy creating its own legend, as it’s a tuner favourite – the stock internals have been proven to well over 500bhp. 

Standard is plenty quick enough though, with the 1M hitting 0-60 in 4.8 seconds with the aid of its light, direct gearshift. Like the aforementioned M3 CSL, there was an M button on the steering wheel to sharpen up throttle response. There’s also a generous 37lbs overboost to hit 369lb ft in total, which in combination with a proper M3-sourced differential (lesser 1 Series had an electronic attempt) and M Dynamic Mode, means you can enjoy oversteer until your heart’s content. 

The N54 also still sounds like a proper BMW, despite being turbocharged. If you’re brave enough to turn all the aids off, the 1M can be a little snappy given its short wheelbase, but as long as your reactions aren’t too slow, it stabilises sweetly once sideways.

Focus on the view, not the driver’s seat!

Whereas the M3 CSL felt like a race car with its alcantara bucket seats and swathes of gorgeous carbon fibre, the 1M is more – er – business like. 

All cars came with Boston Black leather and contrast Kyalami Orange stitching. The standard seats are very supportive, but a little uninspiring (as is the rest of the cabin), so you may find the odd car fitted with the popular BMW Performance seats. They were available as part of a retrofit range of parts from BMW dealers. Genuine ones are quite expensive now, but given they are simply a retrimmed Recaro CS, there are cheaper routes.

Options when new included a Harman Kardon Surround Sound System and Comfort Access. DAB and Bluetooth connection were also optional, so not all cars will have them. 

What can go wrong?

As mentioned, the engine in the BMW 1M is not unique to this car. As such, there’s lots of information out there. Also worth noting that – as with other manufacturers – there are parts shared with other BMWs but with added BMW M tax.

Fundamentally the engine is strong, but higher mileage cars may face some issues, of which some you can prevent. 

Being a direct injection engine, the 1M is known for a build-up of carbon. This is accelerated by lack of long runs. You can carry out a de-carboning treatment, or get the inlet cleaned, with a walnut blasting process. It can restore as much as 20bhp for cars that have around 50,000 miles.

Although you are unlikely to find a 1M at this kind of mileage, the N54 has cooling system related issues once you get over the 80,000-mile mark. The offending parts includes the water pump, expansion tanks, and related hoses. 

The High-Pressure Fuel pump has been documented as a “when” not “if” issue and also commonly fails in a similar mileage range. Signs are that the car cranks for a while, or you’ll get a more obvious EML light or limp home mode triggered.  However, the issue could also down to a faulty Nitrous Oxide or Knock Sensor.

The most expensive potential problem is a rattle from the engine. This is likely wastegate rattle and it essentially means you need to replace both turbos, at a cost of over £1,000. 

Other than that, the charge pipe coming loose will make a popping noise. This is simply the clip coming loose. 

We’d like to stress this list of issues is N54 rather than 1M specific. In general, 1Ms are lower mileage, and will be better looked after than the 135i, 335i and Z4 they share engines with. As with any car that’s now over 10 years, don’t get too hypnotised by the fantastic looks – check those receipts. 

Would we get one?

Allegedly, the idea of a 1-Series based M car was not something the BMW board were interested in, but engineers carried on during the weekends to build one anyway, and we’re glad we did, as the 1M coupe is real firecracker.

Incredibly fun to drive, and with serious presence despite its size, it has an old school feel, with weighty controls and steering to remind you this is a proper performance car. But as you pick up speed (which it does so at an alarming rate), you can rely on fantastic front-end grip and great balance to make real progress. 

BMW aren’t necessarily known for the best gear shifts, but the 1M has arguably the best of the lot. This era of BMW M car was criticised for having poor brakes, but our experience of the 1M is that it has a very strong pedal feel. However, if you are tempted by the occasional track day, this would be the first upgrade to make. 

We hope you enjoyed our guide. Ready to take the plunge?

Then consider letting Cult Automotive source the perfect 1M for you. As huge fans and serial owners, we can advise on the right examples, aid with inspections, transportation, and protection.