SL55/63/65/R230 AMG: All New BMW M1 Coming in 2015 as a 2016 Model, pic/info here:
07-05-2012, 12:43 PM
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'05 SL 55 Black/Black w/mods from Eurocharged/Kleemann/BuckheadImports
All New BMW M1 Coming in 2015 as a 2016 Model, pic/info here:
The following is the article from Automobile Magazine that talks about BMW's upcoming M1 supercar that will pay homage to the original while still using the latest modern technology....what do you guys/ladies think? At 2,750 lbs, it will weigh a lot less than most other sports cars, and with a 650 horspower bi-turbo Direct injection V-8 with variable vanos valve timing, 8 or 9 speed dual clutch transmission, brake energy regeneration, active aerodynamics, etc... it should be one hell of a fast and great handling car....any thoughts? Article below:
BMW’s high-performance M division hardly suffers a shortage of products these days. But what’s been missing in the proliferation of M-badged models is a raw, high-end sports car — a modern incarnation of the iconic M1 that got Motorsport GmbH into street car production way back when. The time — and the high-tech hardware—for such a supercar may have finally arrived.
“Now that we won our first DTM race, the leadership team is much more open to persuasion. They understand that the brand would benefit from a leading-edge sports car,” comments a top manager for the M division.
The M1 is not to be confused with the souped-up version of the i8 sports car that BMW had once considered building but rather is a distinct model with a different mission.
“If the i8 is the world´s sportiest green car, then our new mid-engine two-seater needs to be the greenest sports car,” says our insider.
To achieve that mission, the M1 will capitalize on but won’t limit itself to technology developed for Project i. For instance, carbon fiber and aluminum—the centerpiece materials in BMW’s green-car program — will likely feature prominently in the M1 but so will magnesium, titanium, and high-strength steel. The unofficial target weight is 2750 pounds — that’s 440 pounds less than a Porsche 911 Carrera S, 400 pounds lighter than the McLaren MP4, and 500 pounds more svelte than a Lexus LFA. Key ingredients are said to include front and rear control-arm suspensions, carbon-ceramic brakes, electrically assisted power steering, and a mid-mounted engine.
The core of the M1 will be an uncommonly stiff carbon-fiber monocoque with a slim center backbone, strong sills, compact subframes, and firewalls with integrated rollover-protection extensions. As with many modern supercars, the M1 will rely on powerful computers to oversee stability control, steering, and torque vectoring to access new levels of grip and control.
BMW expects that a sophisticated active aerodynamics package will provide the car’s most profound advantage over its competition. Adjustable flaps, morphing air deflectors toned into shape by wind force, and selectively blocked air intakes will work together to progressively dial in more downforce as the M1’s forward momentum increases. With the help of a designated onboard computer, axle lift can be reduced independently front and rear to respond to different surface qualities and variations in vehicle velocity. Other efficiency-enhancing factors are the commendably small frontal area, an excellent drag coefficient, a smooth underbody, lateral air curtains that bypass the separately vented wheelhouses, a full-width rear diffuser, and a so-called wiperless wind chute that allegedly keeps the windshield virtually rain-free. Our source estimates that these aero-reducing measures would be equal to adding 100 hp to the engine.
About that engine. BMW currently favors a 4.0-liter twin-turbo V-8 rated between 600 and 650 hp. The transmission of choice is a fast-shifting dual-clutch automatic with eight or nine forward ratios. Other high-tech elements are variable induction and exhaust manifolds, adjustable camshafts, different-size progressive-vane turbochargers, plus plenty of new lightweight materials with low-friction surfaces where required. Rather than using cylinder deactivation for efficiency, the direct-injected V-8 can “dim” the fuel intake, thereby spreading the eco effect smoothly and evenly across all cylinders. Automatic stop/start, brake-energy regeneration, and on-demand auxiliaries are also part of the CO2-reducing strategy. To warrant the lowest possible center of gravity, the M version of the V-8 boasts dry-sump lubrication with an external oil reservoir.
BMW has thought about a using a high-output in-line six-cylinder, but it would be both longer (the current plan calls for a longitudinal engine layout) and less potent. Although either option could meet the top speed target of 205 mph, the V-8 is projected to be quicker, with an estimated three-second 0-to-62-mph time. And of course, it also would be much more difficult to charge in excess of $300,000 for a sports car powered by a six-cylinder engine, no matter how advanced it may be.
BMW has also abandoned the idea of fitting the new M1 with a second electric heart. The hybrid layout theoretically offers better weight distribution, new torque-vectoring opportunities thanks to on-demand front wheel drive, and an extra 100 hp provided by two small electric motors. However, according to another senior M engineer, such an application would add cost, complexity, and weight—about 330 to 660 pounds of it—while at the same time imposing severe packaging constraints and reliability concerns.
The M1 will be an emphatically modern car in terms of safety, visibility, and ergonomics. But since it would be foolish to ignore history, we can expect certain touches that pay homage to the original car, like louvered air intakes, small BMW roundels above both taillights, and an evolution of the original’s trademark window graphics.
If the M division can sell the BMW board on this plan, we could see a thinly disguised concept car in 2014 and a production model two years later. Two years after the coupe, the M division intends to release an M1 spyder, not in the least because in North America—the M1’s biggest potential market—soft-top supercars tend to outsell their coupe twins two to one.
-Georg Kacher
Rendering by AUTO BILD/LARSON
Read more: http://rumors.automobilemag.com/deep...#ixzz1zlbQ2RE4
BMW’s high-performance M division hardly suffers a shortage of products these days. But what’s been missing in the proliferation of M-badged models is a raw, high-end sports car — a modern incarnation of the iconic M1 that got Motorsport GmbH into street car production way back when. The time — and the high-tech hardware—for such a supercar may have finally arrived.
“Now that we won our first DTM race, the leadership team is much more open to persuasion. They understand that the brand would benefit from a leading-edge sports car,” comments a top manager for the M division.
The M1 is not to be confused with the souped-up version of the i8 sports car that BMW had once considered building but rather is a distinct model with a different mission.
“If the i8 is the world´s sportiest green car, then our new mid-engine two-seater needs to be the greenest sports car,” says our insider.
To achieve that mission, the M1 will capitalize on but won’t limit itself to technology developed for Project i. For instance, carbon fiber and aluminum—the centerpiece materials in BMW’s green-car program — will likely feature prominently in the M1 but so will magnesium, titanium, and high-strength steel. The unofficial target weight is 2750 pounds — that’s 440 pounds less than a Porsche 911 Carrera S, 400 pounds lighter than the McLaren MP4, and 500 pounds more svelte than a Lexus LFA. Key ingredients are said to include front and rear control-arm suspensions, carbon-ceramic brakes, electrically assisted power steering, and a mid-mounted engine.
The core of the M1 will be an uncommonly stiff carbon-fiber monocoque with a slim center backbone, strong sills, compact subframes, and firewalls with integrated rollover-protection extensions. As with many modern supercars, the M1 will rely on powerful computers to oversee stability control, steering, and torque vectoring to access new levels of grip and control.
BMW expects that a sophisticated active aerodynamics package will provide the car’s most profound advantage over its competition. Adjustable flaps, morphing air deflectors toned into shape by wind force, and selectively blocked air intakes will work together to progressively dial in more downforce as the M1’s forward momentum increases. With the help of a designated onboard computer, axle lift can be reduced independently front and rear to respond to different surface qualities and variations in vehicle velocity. Other efficiency-enhancing factors are the commendably small frontal area, an excellent drag coefficient, a smooth underbody, lateral air curtains that bypass the separately vented wheelhouses, a full-width rear diffuser, and a so-called wiperless wind chute that allegedly keeps the windshield virtually rain-free. Our source estimates that these aero-reducing measures would be equal to adding 100 hp to the engine.
About that engine. BMW currently favors a 4.0-liter twin-turbo V-8 rated between 600 and 650 hp. The transmission of choice is a fast-shifting dual-clutch automatic with eight or nine forward ratios. Other high-tech elements are variable induction and exhaust manifolds, adjustable camshafts, different-size progressive-vane turbochargers, plus plenty of new lightweight materials with low-friction surfaces where required. Rather than using cylinder deactivation for efficiency, the direct-injected V-8 can “dim” the fuel intake, thereby spreading the eco effect smoothly and evenly across all cylinders. Automatic stop/start, brake-energy regeneration, and on-demand auxiliaries are also part of the CO2-reducing strategy. To warrant the lowest possible center of gravity, the M version of the V-8 boasts dry-sump lubrication with an external oil reservoir.
BMW has thought about a using a high-output in-line six-cylinder, but it would be both longer (the current plan calls for a longitudinal engine layout) and less potent. Although either option could meet the top speed target of 205 mph, the V-8 is projected to be quicker, with an estimated three-second 0-to-62-mph time. And of course, it also would be much more difficult to charge in excess of $300,000 for a sports car powered by a six-cylinder engine, no matter how advanced it may be.
BMW has also abandoned the idea of fitting the new M1 with a second electric heart. The hybrid layout theoretically offers better weight distribution, new torque-vectoring opportunities thanks to on-demand front wheel drive, and an extra 100 hp provided by two small electric motors. However, according to another senior M engineer, such an application would add cost, complexity, and weight—about 330 to 660 pounds of it—while at the same time imposing severe packaging constraints and reliability concerns.
The M1 will be an emphatically modern car in terms of safety, visibility, and ergonomics. But since it would be foolish to ignore history, we can expect certain touches that pay homage to the original car, like louvered air intakes, small BMW roundels above both taillights, and an evolution of the original’s trademark window graphics.
If the M division can sell the BMW board on this plan, we could see a thinly disguised concept car in 2014 and a production model two years later. Two years after the coupe, the M division intends to release an M1 spyder, not in the least because in North America—the M1’s biggest potential market—soft-top supercars tend to outsell their coupe twins two to one.
-Georg Kacher
Rendering by AUTO BILD/LARSON
Read more: http://rumors.automobilemag.com/deep...#ixzz1zlbQ2RE4
Last edited by SL65amg; 07-05-2012 at 02:14 PM.
07-05-2012, 01:42 PM
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2012 CLS63
I have to admit liking the body style of this car
07-05-2012, 06:57 PM
#4
MBWorld Fanatic!
Love the overall body shape, not entirely crazy about the front. Although nice car I would love to own the original and drive it once in a while even if there are much better cars out there now.
07-05-2012, 09:15 PM
#5
Nice. The front reminds me of the short lived 8 series. I'm happy to see BMW pay attention to weight savings. $300k places it into super car competition bracket .
Another car to watch is the renewed Acura Nsx which is coming soon.
Another car to watch is the renewed Acura Nsx which is coming soon.
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07-07-2012, 06:44 PM
#8
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I'm a BIG BMW guy so I'm stoked!
A 2,700 pound car with a 650hp bi-turbo V8? Oh yeah!
I'd love to see a blue and white roundel compete with the McLaren and 458 italia.
The low weight is the key and I'm glad they are mucking it up with some electric/hybrid BS.
A 2,700 pound car with a 650hp bi-turbo V8? Oh yeah!
I'd love to see a blue and white roundel compete with the McLaren and 458 italia.
The low weight is the key and I'm glad they are mucking it up with some electric/hybrid BS.
07-07-2012, 08:17 PM
#9
MBWorld Fanatic!
They also said the M5 was going to weight 3600 pounds and it's at 4300.
Only 700 pounds short of their goal
Only 700 pounds short of their goal
07-09-2012, 01:27 PM
#11
MBWorld Fanatic!
I still think the 8 series was seriously under estimated in the looks dept.Attachment 239429
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07-10-2012, 10:36 AM
#12
MBWorld Fanatic!
I have always liked the 8 series, and when I found out how much they are going for I decided to buy and renovate it. I paid 4 grand for this, and spent
another 18 grand for full mechanical fix, re trimmed, and professional respray
and new wheels. If I paid 8 to 10 grand you could get one needing hardly
anything to do, but my way you get to choose the colour from a dull BMW
green to Jaguar metallic racing green. Like driving a poor man's SL 500.
another 18 grand for full mechanical fix, re trimmed, and professional respray
and new wheels. If I paid 8 to 10 grand you could get one needing hardly
anything to do, but my way you get to choose the colour from a dull BMW
green to Jaguar metallic racing green. Like driving a poor man's SL 500.
07-10-2012, 01:42 PM
#15
MBWorld Fanatic!
I was talking about the M1, not your post. I actually like the 8 series.
Hey, so what happened to your black series again? You bought one and sold it 2 months later? --> https://mbworld.org/forums/clk63-bla...sound-8-a.html
Hey, so what happened to your black series again? You bought one and sold it 2 months later? --> https://mbworld.org/forums/clk63-bla...sound-8-a.html
Last edited by clkwork; 07-10-2012 at 02:22 PM.
07-11-2012, 11:02 AM
#16
MBWorld Fanatic!
I was talking about the M1, not your post. I actually like the 8 series.
Hey, so what happened to your black series again? You bought one and sold it 2 months later? --> https://mbworld.org/forums/clk63-bla...sound-8-a.html
Hey, so what happened to your black series again? You bought one and sold it 2 months later? --> https://mbworld.org/forums/clk63-bla...sound-8-a.html
