I finally did something I’d been putting off for years: I took my 1M to Precision Sport Industries in Orlando and gave it the kind of maintenance attention most owners talk about, but don’t always follow through on. Sean Myers, PSI’s president, has been pushing this message for as long as I’ve known him. He repeats it in the shop, in conversations, even on podcasts — if you want your BMW to age well, maintenance isn’t optional. You stay ahead of problems rather than react to them.
So I put my own car on the lift.
Fairly Low Miles, But Maintenance Still Needed
My Valencia Orange 1M has just 30,000 miles. For a car built in 2011, that isn’t much. Mechanically it’s been trouble-free, aside from the usual servicing and an HPFP replacement under warranty. But the N54 doesn’t forgive neglect, and I want this car to last. That was reason enough to hand PSI the keys.
Before the actual service work, I made a few decisions to take the car closer to stock. I pulled the Eisenmann Race exhaust — fun, loud, and sometimes too much — and replaced it with an Akrapovič slip-on paired to the factory mid-pipe. I also added some awesome carbon fiber tips. The sound is still special, just more livable and less attention-seeking. I also removed the M Performance steering wheel with the LED display and put the original wheel back in. No performance gain there, just a return to how the cabin is supposed to feel. Simple, OEM, not trying hard.
Mechanical Work
PSI started with a full inspection and then moved through the car methodically. The rear differential was replaced with a rebuilt Diffsonline unit, tightening driveline response and removing the slight slack that begins to creep in with age. Underneath, the oil pan gasket and hardware were replaced before leaks ever had a chance to start. Spark plugs were refreshed, and the diverter valves, breather hose, and charge pipe were all renewed — the charge pipe had already failed, so that one wasn’t optional. The engine was filled with fresh Motul 5W40 to complete the service.
The exhaust wasn’t reinstalled carelessly. Everything was assembled using brand-new OEM hardware: fresh exhaust nuts, a new gasket ring, new hex bolts, new exhaust bolts, and even a new manifold-to-pipe gasket. Nothing reused, nothing heat-cycled, nothing left to seize or leak later. It’s the type of detail most people never see, but it’s the kind that matters ten years from now.
Braking and steering received the same approach. New pads, rotors, and wear sensors went on at all four corners, followed by a DOT 4 flush. Up front, both tie rods were replaced, a new steering rack boot kit was added, and the alignment was set once everything was back together. No shortcuts anywhere.
Not a New Car, But Feels Like One
The car didn’t feel different in a dramatic way when I first drove it again. No more power, no louder exhaust, nothing flashy. It just feels sorted — the kind of tightness you get from fresh parts and proper work. Throttle response is clean, the brakes feel consistent, and the steering is sharp again instead of a little tired around center. It’s not one big change — it’s a collection of small ones that show up as you put miles on it.
PSI finished the work in Orlando, then the car was shipped back to Chicago. The first drive here confirmed it — nothing transformed, nothing reinvented, just a 1M that feels like everything is working the way it should. I’ll report back after I’ve put some real road behind it, but I have the same advice as always: take care of your car and she will take care of you.
