Nogmaals sterkte.Leen schreef:stom onglukje gehad op mijn werk vorige week maandag , bij het weghalen van iets mijn evenwicht verloren en achteruit op een betonnen amsterdammertje gevallen , heb dus gewoon geluk gehad met een stabiele wervelfractuur , had veel erger kunnen zijn .
Leen schreef:ik kom wel kijken tristan , rijden zal nog wel even duren , maar hoop in juni wel weer in de racer te kunnen kruipen .
Leen schreef:stom onglukje gehad op mijn werk vorige week maandag , bij het weghalen van iets mijn evenwicht verloren en achteruit op een betonnen amsterdammertje gevallen , heb dus gewoon geluk gehad met een stabiele wervelfractuur , had veel erger kunnen zijn .
German tuner Tuningwerk transforms the already potent 1M Coupe into a 514hp monster, which they've dubbed the Tuningwerk 1M RS.
What they've done with the factory 335hp / 332lb-ft N54 engine is given it a ECU tune, modified its turbos, customized cooling system with additional secondary cooler, and replaced factory exhaust with custom titanium exhaust system. This all works to produce 514hp (521PS) and 453 lb-ft torque (614Nm) (from 2800 RPM). Top speed is 186mph.
Its transmission now has a 3.25 ratio (with 3.45 ratio available) and the 1M RS also features a locking differential with a Drexler lock, as well as a new clutch (with a racing clutch offered as an option).
The 1M RS sits on lower and stiffer club sport suspension with optional H&R lightweight stabilizer bars. Braking power is provided by a 370mm big brake kit (with 380mm carbon ceramic brakes option). 19" ATS forged wheels wrapped in Dunlop Super Maxx high performance tires (245/35 front - 285/30 rear) put the power to the ground.
To increase aerodynamics, the GT4 front lip and a rear wing have been added; and to reduce weight, the hood and trunk lids are now carbon fiber. Inside features carbon fiber PolePosition Recaro seats, plastic side windows, and other weight-saving parts.
Pricing for the 1M RS program starts at €119,000 (US$156,500) (yes, a 1M is included).
Dat stukje 'modified its turbos' kan heel breed genomen worden. Misschien zitten er wel twee nog grotere toerbo's op.What they've done with the factory 335hp / 332lb-ft N54 engine is given it a ECU tune, modified its turbos, customized cooling system with additional secondary cooler, and replaced factory exhaust with custom titanium exhaust system. This all works to produce 514hp (521PS) and 453 lb-ft torque (614Nm) (from 2800 RPM).
In de states weten ze gewoon niet dat ze dan bij Bert moeten zijn.M-bitious schreef:Dat is bij direct ingespoten handel wel hogere wiskunde. Er wordt door diverse partijen in Amerika al erg lang aan gewerkt. Een technische verklaring moet van iemand met wiskundeknobbel komen
Macboy schreef:Bertikipedia
Tim N schreef:Romo, volgende keer als je zit te fappen, zet dan niet je tissue op de foto
Long term test: BMW 1-Series M Coupe by autocar
Quote:
What is it?
The 1M coupe is the driver’s car that BMW’s M-Division has been threatening (but too often of late failing) to produce. And it’s now on sale in the UK for £40,020, complete with a 337bhp twin-turbo engine and enough real world performance to put even the more expensive V8 M3 in its place.
What’s it like?
Blinding. Although BMW’s claim that the 1M is the spiritual successor to the original E30 M3 must be taken with a small pinch of salt, this is still one heck of a good car to drive. And on the road, in the raw, it looks miles better than it does it pictures, those huge wheelarches appearing to be stretched over the new wider tracks front and rear and the new 19in wheels, to create a definite hot rod character to its appearance.
But it’s from behind the 1M’s chunky new leather wheel that the greatest satisfaction is delivered. This isn’t just a searingly fast car, one with vast amounts of torque that give a genuine sense of amazement to the mid-range; it’s also a proper rear-drive lunatic of a machine in terms of its handling – and that’s what separates it most obviously from one or two other recent machines to wear the M-badge.
Keep its various stability, traction and sport buttons switched on and the 1M feels a bit like the terrible Tasmanian Devil, straining at its leash, yellow lights on the dash flashing pretty much the moment you open the throttle in any of the four gears in the soaking wet rain that we drove it on in the Scottish Highlands. And yet in the dry it feels entirely civilized, most of the time, with a firm but compliant ride and very good control of its body, even over the most challenging of roads.
The only element that’s not quite there, not for personally, is the steering. It’s accurate, precise, and is nicely weighted at all speeds. But like the V8 M3 before it, there’s just a little something missing in the ultimate feedback from the helm at high speed, under bigger cornering loads. And this is magnified most obviously when you turn in to a high speed corner that’s wet.
To begin with, just for quarter of a second, you don’t know for sure if those big front tyres have bitten and the car is going to turn in as desired, or whether they haven’t and you’re about to run wide instead. Once loaded in a corner the feel and sense of grip from the front end is much better; as is the feeling of balance the car displays at the rear once you’ve reached the middle of a corner. And from there to the exit it gets better still.
Which is when you can begin to think about pressing the M-button on the steering wheel, which increases the throttle response, and maybe even engaging the M-diff and, ultimately, turning the TC off as well. What you’ll discover if you do is a car with perhaps a tad more power than grip (especially in the wet) but one that’s actually a lot better balanced than you thought when all the electronic devices were doing their thing.
Be in no doubt, you’re very much on your own on a wet road in a low gear. But in the dry the way the chassis unlocks itself with the driver aids off is a delightful thing to experience – so long as you’re sensible and skillful enough with your throttle inputs, and know what to do if (not when) the tail starts to move around.
And that, ultimately, is what defines the 1M as the old fashioned driver’s delight that it is. BMW has engineered this car to be driven – and enjoyed – by people who at least think they know what they’re doing. It saves it best work, in other words, for those moments that exist quite close to the edge. And for the rest of the time – with the driver aids switched on – it’s just a very decent, surprisingly roomy, surprisingly comfortable fast coupe.
Should I buy one?
At £40,020 the 1M does seem like an awful lot of car for the money. Effectively what we’re talking about is a machine that’s quicker than an M3 in most real world conditions, more rewarding when you want it to be, and not a whole lot less roomy into the bargain. The basic specification is also more than good enough, the interior a tad plain in feel perhaps, but then that’s partly what this car is all about.
If you liked the M3s from yesteryear, you’ll love the new 1M. But get your order in fast; they’re only going to make 450 in right hand drive, and two third of those have already gone.
) net heb vervangen, de 19" zijn toch veel lomper en minder agiel. Michelin PS2 19" 245 voor, 265 achterRebel schreef:Welke 19 inch type/merk band heb je er nu op zitten?
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