Re the M2 cylinder discussion, see also the following thread featuring in the 1M section:
http://www.1addicts.com/forums/showthread.php?t=926646 (
"M2: would you mind a 4-cylinder layout ?")
Quote:
Originally Posted by SCOTT26
Drop two cylinders of the Autoexpress article.
BMW want the fastest four cylinder car in its segment. They also want the M2 to be the most progressive and dynamic car in its segment as well as the lightest performance car. They want a car that has a soul, unlike the Mercedes-Benz AMG A45/CLA 45 which are soulless to drive.
|
Another reason why BMW needs an M2 in its line-up (apart from a 'missing link' in the ///M line-up) is the public demand for a
compact ///M car.
No doubt that weight is very important, but size matters too. Some length figures to put things into perspective (from small to big):
- F20 M135i: 170.9 in | 4340 mm
- E30 M3: 171.1 in | 4346 mm
- E82 1M: 172.4 in | 4380 mm
- F22 M235i: 174.5 in | 4432 mm
- F22 M235i Racing: 175.3 in | 4454 mm
- E46 M3: 176.8 in | 4491 mm (2001–02)
- E46 M3: 176.9 in | 4493 mm (2003–06)
- E9X M3: 180.4 in | 4582 mm
- F80 M3: 183.9 in | 4671 mm
- F82 M4: 183.9 in | 4671 mm
In January 2011 former ///M boss Dr. Kay Segler righteously coined the 1M as
"basically a truncated M3 Competition Package with a manual" and added that the 1M didn't need more power for creating an instant classic. And as we all know, the rest is history. The extraordinary 1M experience certainly provided BMW some interesting marketing insights about a market for a
compact ///M car, even if the price-tag is rather expensive (resale prices of a 1M are amongst the highest of the entire BMW portfolio - say no more).
I assume that many 1M owners plan to keep sitting on the fence, on the lookout for the M2 (and thus currently not fancying a trade-in for an M235i, M3 or M4), not quite bothered by the prospect of 4 instead of 6 cylinders.
Quote:
Originally Posted by SCOTT26
They also want the M2 to be [...] the lightest performance car.
|
As regards
weight, it will simply be impossible for the M2 to beat the dwarf: the Alfa Romeo 4C: 895kg (1973lbs). 4-banger with 1742cc engine, 241hp and 350Nm torque (0-62mph in 4.5s - Nürburgring lap in 08'04"). And Alfa has a hardcore 4C road version with LSD in the works (4C Stradale), a race version (4C Racing), as well as a targa version, prying on stealing sales away from BMW, Audi, Mercedes and Porsche in the performance car entry level department. True that the 4C is a 2-seater measuring less than 4m (157.0 in | 3989mm). So make your claim
"They also want the M2 to be the lightest 4-seat performance car".
Quote:
Originally Posted by bradleyland
We'd all love to go back to the glory days of 8,000 RPM wonder-machines, but emissions and fuel economy regulations won't allow it. You're wasting your breath.
|
+1
Laws and regulations are also impacting passenger car engine choices. For example in Europe under the EU Cars Regulation, the fleet average to be achieved by ALL new cars is
130 grams of CO2 per kilometre (g/km) by 2015 – with the target phased in from 2012 - and
95g/km by 2020. If the average CO
2 emissions of a manufacturer's fleet exceed its limit value in any year from 2012, the manufacturer has to pay an excess emissions premium for each car registered. This premium amounts to €5 for the first g/km of exceedance, €15 for the second g/km, €25 for the third g/km, and €95 for each subsequent g/km. From 2019, the cost will be €95 from the first gram of exceedance onwards (
http://ec.europa.eu/clima/policies/t...s/index_en.htm).
Laws can be amended, certainly, but alike all other car manufacturers, BMW has to anticipate. It impacts choices. The days of absolute freedom in engine development are definitely gone.