Concurrent
van de M1
Een of andere Italiaan blaast met de ACS1 over het Mugello race circuit.
ON THE TRACK
BMW Track Day
You can’t go wrong in the Casanova/Savelli, on a difficult downhill S-bend to be faced in 3/4 gear.
Crossing the threshold of the Mugello race circuit always has a certain effect, particularly if the steering of
the car you are driving is that of an AC Schnitzer car. Franco Alosa was very generous and allowed us to
try out “his cars” very close to home; first in the Tuscan hills and then on the fantastic ups and downs of
the most beautiful circuit in Italy, and not only there.
EngineOnce started, the six cylinder in-line engine emits a dull muffled rumble, perfectly calibrated for quiet roaduse. However, you only have to pull it a little towards the red area to feel the change in tone thataccompanies us in a crescendo towards the limiter. It’s at this critical point that the memories re-emerge of the legendary six-cylinder aspirated engine of the previous E36 and E46 versions that made history.
But on this small BMW the thrust is really impressive and probably would annihilate also the new M3 fitted
with the V8 engine. In fact, the progression is almost embarrassing! Forget the turbo lag, because on this
Schnitzer 135i there’s not even a shadow of it! It picks up from 1,000 rpm in sixth without difficulty, gaps
or jerks, and at a little over 1,500 rpm you already feel the boost increase. The force and pressure on the
seat increase steadily. In the first three gears it’s devastating! With the successive ratios, the music
doesn’t change much and you can reach, so they tell us, up to 296 km/h. Not bad for the baby of the
BMW company. In fact, I’d already tested this twin-turbo on the 335i, but on the 135i you seem to be
travelling on another planet. The engine’s optimum range goes from 5,000 to 7,000 rpm, beyond which
you should change up mainly to you make best use of the enormous torque in the middle gears. It’s easy
to be deceived by the inclination to run at high revs of the six cylinders, that does not “hit a wall” on
summits like the classic turbos, but devours the gears one after the other, rushing towards the red zone.
This engine, in fact, is in no way inferior to any one, in both character and delivery. First of all, most of the
merit goes to the Germans! BMW for the design and AC Schnitzer for the tuning of this splendid coupé!
Gears
With regard to the gears as well, I was pleasantly surprised. It seems quicker and more effective than its
“twin” fitted on the 335. Pure lust, on the other hand, derives from the auto-locking differential, both quiet
when in use on the road, without strange jerks or noises, and effective and decisive when driving fast. Of
course, the price is not one of the most competitive, but the performance justifies the expense!
Coming out of the bend, the ACS1 is a real “gunshot”with the 75% auto-locking and 360 HP to be
discharged at the rear
Tuning
Testing a BMW turbo 360 HP on the ups and downs of Mugello is not exactly a stroll, and the test began
with a certain circumspection. It was enough to look at the camber at the front and rear to understand that
it certainly would have been enjoyable to drive, but perhaps it would have required a certain diligence.
Never was any prejudice so wrong, because at the steering wheel of the ASC 135i you wouldn’t want to
get out again! The suspension setting is not extreme and leaves room for the roll on a bend ... not too
much, but enough to notice how well it’s going. On each bend I was almost amazed by the grip provided
while running, which was absolutely fantastic. The gear shifts are like lightning. The steering, a little heavy
and sensitive, guides the car rapidly and without shaking; the typical BMW understeer seems just a bad
memory. In the middle of a bend, the 135i is very quick and well-balanced.
When it subsequently finishes, a little understeer emerges that can be easily controlled and converted
into a slight oversteer as soon as you step on the gas. The clean-line nature of the engine helps to
manage its driving behaviour better. If you put your right foot down too hard, you suddenly feel the
autolocking
come into operation and the rear magically finishes the bend. On constant-radius bends it is as
sharp as a blade, while on the fast “S” bend or in gear changes on a track with variation in incline such as
the Casanova Savelli, it is positively granite-like, and leads to force being induced. In short, we all know
that BMW is an instructor in dynamics, but with the work of AC Schnitzer it seems just like driving another
car!
“it isn’t even afraid of Mugello ...”
The extremely direct and reactive steering combined with the ad hoc tuning gives engagements like lightning
Brakes
I was a little puzzled when through the enormous 19” rims I saw the standard system, but then after some
“detachment” I understood that it was really valid. As prompt and powerful as necessary in extreme use, it
suffers slightly when there are repeated brakings. So, at Mugello it coped extremely well!
Conclusions
A powerful and regular engine, well-calibrated, and the sound never too invasive but pleasant when
power is exerted. Impeccable tuning both for use on the road, where it is a little brusque on uneven
surfaces, and for use on the track where it shows a fiery spirit that is not at all bad. It is an excellent
choice to equip the car with the self-locking differential, enjoyable and necessary in the face of the more
than 50 kgm of torque. To sum up, a very well-made car, with good design in every detail. Sober and
elegant, with particular taste in the interiors. The beauty of it is that, when driving around with this ACS,
it’d almost feel like having stopped, everything is in such good order! Compliments, then, to the boys at
AC Schnitzer, but also to Franco Alosa, who imports and sells this level of car. “Well, Franco, what will
you have us test now?”
