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Powered

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www.bmwcarclubgb.co.uk

M Powered Conten

3. Chairmans Chat Richard Baxter

4. Significant BMW Race Drivers

8. Linder Ms DTM Restoration Part 2

10. Spotlight on E30 M3 Cecotto

13. BMWs E92 M3 vs Audis RS4

17. Modified Z4 M Coupe

19. M Powered Original M1

25. M1 Special Feature (from 2003)

35. BMW z4 GT3 2012 Nurburgring 24hr

37. Driving The Ring

64. Homologation for Group A

66. History of the E39 M5

69. Updating my ICE

75. M6 Register Newsletter

84. BMW Sales Brochure M635CSi / M5

4

10

13

19

25

35

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M Powered Chairmans Ch

Richard Baxter

The ezine is providing exactlywhat the M Power cars need to

display their 40 years credentialslots of space and photographs toshow these iconic cars at theirvery best.Whats more articles of real valueand without editing for examplethose who wish to understand thecomplexity of the Nordschleiffewill find a wonderfully clear layoutwith plan view of the corners and

tips from BMW driver Jorg Muller,sadly it seems the annual BMWdriver training run for over 50years! is not likely to return soapart from vastly more expensivetraining options please enjoy theideal lineWe place the spot light on JohnnyCecotto under the significantBMW race drivers feature, as aformer successful motorcycle race

champion his driving style wasvery smooth and economical andhe shone with BMW tin topsduring the final phase of hisracing career. BMW evendedicated a limited edition E30M3 in his name and we visit thismodel with its trademark blackcross spoke wheels.Whilst still on the subject of theE30 M3 we cover the Monza 1987WTCC fiasco where BMW in theirfirst major race with then new cardominated the racing by takingthe first 6 places! only to bedisqualifieddue to an infringementon the material used in thebootlid.

We find out how progress isgoing with the E30 M3 ex 1991Linder/Quester DTM restoration.Tristan Glass highlights the E39M5, this model has become avery popular classic with itspotent 5litre V8. The chassis ofwhich was widely acknowledgedto be the best in the world thepinnacle of automotiveengineering, a well maintainedmodel will still thrill and offer

extraordinary value for money Tristan is also driving his car fora worthwhile Charity rally forheroes.Bringing matters right up to dateare you tempted by an E92M3?or perhaps Audis RS4? Checkout how these to fare againsteach other, also Steve Daviesexplains how the modificationsmade to his ZM4 have vastly

improved the drivingexperience.

Finally at this years SilverstonClassic July 20-22 the Club is

celebrating its Golden Jubileeyear with what seems likely tobe the largest gathering of Zcars ever assembled at anevent if all the publicity so farhas passed you by contact thClub office for more details.Finally an appeal for memberto let us have your articlescovering your pride and joy, itimportant that the pictures co

with high-resolution shots andlots of them!

The ezine is providing exactly what the M

Power cars need..

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By Richard Baxter

What m akes a Signi f icantBMW Race Driver?

BMW have a racing heritage that

stretches back to when the company

was formed; BMWs managers

encouraged customers to compete

in their products and the first Austin

7 based Dixis were quickly winning

Alpine hill climb events in the late

1920s and early 1930s. The 315/1

and 319/1 Sports took over the

mantle as the hill climb car choice in

the mid-1030s, followed by theimmortal 328 in 1937. The 328 was

nigh on unbeatable throughout

Europe, dominating the 2-litre

sportscar class, and went on towin

headline races like a class win in the

Le Mans 24-hour race in 1937and

an outright victory in the 1940 Mille

Miglia race. Racing served two

purposes; it demonstrated the

companys excellence in

engineering, plus the continuing

development of new technologywhich eventually transfers onto its

road cars made for excellent

publicity, justifiably making them the

Ultimate Driving Machines

BMW have invested in this vital

program for 80 odd years and

proved it to be a winning formula

enabling it to remain independent

and now a hugely profitable

company despite the lean post war

years when nearly all was lost.

Racing managers over the years

have been diligent in ensuring that

the vital ingredient of top flight

drivers are a key factor in achieving

the necessary results, they have

done this by attracting the very best

drivers to provide them with

Championship wins in each

category they enter.

The reward for the drivers has been

to provide a stable racing career

aligned to good remunerationpackagesbased on professional

engineering excellence and

development. Race cars that

promote the drivers skill (for

achievable results) that connect to

the production cars available to

those who appreciate their merits

it has been a simple but undeniable

rod that has run through BMWs

core these past decades.

Johnny Cecotto

Born 25th January 1956 inVenezuela to immigrant Italianparents Johnny be Good as hebecame nicknamed was anatural born racer and competedin Motorcycle Grand Prix,Formula 1 and Touring cars overa career that lasted 27 years atthe highest levels.

M Powered Johnny Cecott

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He raced from the age of 16 and in 1973& 74 won the Venezuelan Road Racing

National Championship before racinginternationally in 1975 when he won thefirst ever Grand Prix he competed in. Hewent on in that year to win the 350ccChampionship becoming the youngestever world champion at the age of 19having defeated none other than thedefending champion Giacomo Agostinito take the title. Some entry! Henarrowly lost retaining the 1976 350ccchampionship but never really got togrips with the 500cc formula (in whichhe competed side by side) having aserious accident in a four way comingtogether that unfortunately claimed thelife of Hans Stadelmann; however he

Motorcycle Racing

finished the 1977season in thirdplace after furtherincidents marredhis results. HisnextChampionshiptitle came in the1978 750cc class.

Cecotto alsomade a name forhimself atDaytona.Competing as anunknown rookieaboard anunmodifiedYamaha TZ750sponsored byYamaha's

in 500cc racing he achieved 12 polepositions giving him one of the highestwin/pole ratios in Motor cycle racinghistory.

Single Seater Racing

From 1980 to 1982 he raced in theEuropean F2 series always with a BMWM12 Paul Rosche engine behind him, category in which BMW was always amajor player at the time and withchassiss from Minardi and March.He finished the 82 season tied for firsplace with team mate Corrado Fabi budue to the tie-breaker system wasrelegated to runner up, none the less hqualities had been noted and enough tbe offered a 1983 seat in Formula 1 bythe Theodore Racing team. He made apromising start, finishing 6th in only hissecond race but the team were underfinanced so much so that he was forceto sit out the final two rounds.In the 1984 season he switched to theToleman team with Ayrton Senna (hisfirst F1 season) as team mate;unfortunately it wasnt such a goodmove - out of the 9 races he drove thecar was retired on 7 occasions andwhile qualifying for the British Grand

Prix at Brands Hatch he crashed heavbreaking both of his legs whicheffectively ended his F1 career.

the last row on the starting grid.Cecotto showed impressive riding

ability by passing almost the entirefield while working his way up tothird place by the end of the race!He returned to Daytona for the 200in 1976, now with full support fromthe Yamaha factory racing team.This time, he was victorious, comingout on top after a race-long battlewith American Champion KennyRoberts.1979 was a further year whereaccidents forced him to miss half theseason, by the end of 1980 havingsustained further injuries he calledtime on his two wheel career. Itshould be noted that from 27 starts

Venezuelanimporter at the1975 Daytona200motorcyclerace, he rode oneof the most

inspired races inthe history of theevent. Heamazinglyqualified in poleposition but, a lastminutemechanical glitchforced raceofficials torelegate him to

Cecotto aged 19, wears the No1

with pride on his bike after winning

the 1975 350cc GP world

championship


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Touring Cars

Whilst making a name forhimself in F2, Cecotto wasapproached by BMW TeamItaly to drive their BMWTeam Italy-BMW TeamFrance M1 at the Le Mans24 hour race in 1981,alongside Bernard Darniche

and Philip Alliot. The VSD-Lois Jeans sponsored carfinished a creditable 16th.

He then entered a goldenperiod of not only tin topracing but also of his careerwhere he raced in differentseries from 1985 until 2002winning a bag of titles.It was not always withBMW, for despite driving forthe crack Schnitzer team

with the 1985 635 programhe also drove the Volvo240t achieving two 1986European championshipwins.In the 1987 World TouringCar Championship he drovefor the BMW CiBiEmmeteam alongside GianfrancoBrancatelli winning theFrench and Australian

round. In 1988 he drove foAMG Mercedes winning 4tough races, finishing thechampionship in 6th place

1989 saw him secure his

first championship withBMW, winning the ItalianTouring Car Championshipwith Schnitzer and it shoulbe noted while alsodovetailing the season byracing in the prestigiousDTM series where herecorded 2 wins and 3second places, finishing 7tin the standings.1990 found him making afull assault on the DTMprogram again withSchnitzer in the first seasoof the 2.5 Sport Evolutionera, he commented thattheyre (Schnitzer) realprofessionals and take carof your car at the pits fastethan any other team intouring-car racing he endeup missing thechampionship at the lastrace have won 3 races, 1 x

second place and 3 x thirdplaces.

Very few know that Cecotto competed at Le Mans in 1981 at

the wheel of a BMW M1

Cecotto at the wheel of the Schnitzer prepared E30 M3 DTM car on his way to victory at

Hockenheim in 1990 he missed out on the DTM title in the final race

Cecotto again takes the fight to Mercedes in 1991


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1991 and 92 were tough years asthe successful E30 warrior startedto wane against the might of the

Audi V8 4x4 onslaught and hefinished in fourth position bothyears but not without taking 3 x

wins in 1991 and 2 x wins in 1992,6 x second places and 3 x thirdplace finishes which included polepositions and two fastest laps.

The final years with BMW were amixture of racing in the ADACGerman Cup with the E36 M3GTR (which won the seriesstraight out of the box IN 1993)then with the 2-litre E36 SuperTourers where he won the 1994and 1998 German Super

Tourenwagen Cup Championship.There was also an attempt at the24-Hour LeMans race in 1996 and1998in the Team Bigazzi McLarenF1 GTR (best result 8th).He alsoraced in the 1995 British TouringCar Championship. In 1997 heraced for team Bigazzi alongsideteam mate Winkelhock but bothwere beaten (despite earlypromise with podium finishes) byLaurent Aiello in the Peugot 406.His final swan song came withIrmscher Opel Omega by winningthe 2001 and 2002 German V8star series.

Cecotto was renowned for hisspeed on the single lap and theprecision often found from thosewho have experience ofMotorcycle racing where feel andbalance is a carefully honed art.

He now devotes most of his time

supporting the racing career of hisson Johnny (Amadeus) Cecottojunior who is currently racing in theGP2 series no doubt using thisfeeder series with a eye towardfinding a Formula 1 seat. His firstrace this 2012 season at Malaysiafound him qualify in 11th positionbut retiring after 6 laps will hemake it all the way and enhancethe Cecotto legacy?

Cecotto at the wheel of the mighty E36 M3 GTR on its way to victory in the ADAC GT Cup

race at the Nurburgring in 1993. Cecotto secured the ADAC GT Cup title in the same year

at the first time of asking

Cecotto at the wheel of a 2-litre E36 Super Tourer. He won the 1994 and 1998 German

Super Tourenwagen Cup Championship in E36 Super Tourers

Cecotto also helped to pilot the McLaren-BMW F1 GTR to 8th spot at the Le Mans 24H race in

1996.The F1 GTR of 1996 was the fastest variant in terms of straight line speed - the car hit

330 km/h on the Mulsanne Straight at Le Mans in 1996, which is 13 km/h faster than the 1997

long-tail F1 GTR and even 6 km/h faster than the 1996 Porsche GT1


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M Powered M3 DTM Restoratio

The Linder Quester M3 is Motorsportchassis number M3 1 197 07 which isa long way of saying its Chassis No197. To make things more interestingLinder used to use their ownnumbering system for their race cars.In this case M3 197 is better knownas 0023 Li91; 0023 being the 23rdLinder car and Li91 referring to thechassis year

Progress

The highlight to the end of 2011 wasbeing offered an original set of late

AP calipers and original suspensionas would have been fitted to 0023Li91 in i ts 1991 specification. Thefront calipers are a marvelous set of6 pots with Ti pistons

Linder Plaque.

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As mentioned in the last Ezine I wtrying to discover whether the 002Li91 ran ABS or not in 1991. I havefound more information that Quest

did indeed have ABS fitted . In theLinder team both Quester and Hegwere actually running ABS for theentire 1991 season and Meeuvisslater on.Harald Becker who drove the car i1992 has confirmed 0023 Li91 alsohad ABS in 1992 when the car waspurchased from Linder but his prevM3 that he severely crashed at thedid not. Incidentally Beckers origincar was also another Linder car(Chassis 0018 Li90) as driven by

Heger in 1990 season.To compliment the suspension I haalso acquired the later spec front sand rear swing arms which are ABready, so running gear wise I amhappy to say that things are lookinrather good. The car as purchasedthe much earlier 89 year type calipFor the suspension the front strutsrear swing arms were 1990 spec wno ABS mounts or ABS rings

The rear suspension partshave not actually made it to bestripped and painted yet as Ihave waiting for a special toolto be made up to remove oneof the rear bearing retainersprior to painting since I will bereplacing all bearings on thecar as a matter of course.Next phase is to startaddressing some of the minor

damage to the underneathofthe car mainly where thereis bare metal from stonedamage. If things go to planby the time the bodywork isdone the suspension will alsobe ready to re-install.

6 pot calipers

New front suspension

M Powered M3 DTM Restoratio

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Spotlight on the 1989 Limited Edition E30 M3 Cecotto

What distinguishes an E30 M3

Cecotto edition?

Chassis Nos: AE 40337 AE 40868In order to celebrate the manycompetition victories of factory driverJohnny Cecotto, BMW produced aspecial version of the E30 M3 during1989 that was named in his honour.This model introduced the 215hpversion of the catalyst-equipped 2.3-litre S14 motor, still rated at 170lb/ft

of torque (though now peaking at aslightly lower 4,600 rpm

This engine, which would becomestandardized on European-spec M3sbeginning in September of 1989, canbe identified in the Cecotto by itsbody-colour cam coverand air box.

All other mechanical aspects of theCecotto edition are identical to thestandard E30 M3.The M3 Cecotto was offered in thesame three exterior color choices asthe E30 M3 Evolution II: Misano Red

(236), Macao Blue metallic (250) orNogaro Silver metallic (243). It alsofeatured the M3 Evolution II front andrear spoilers, and is furtherdistinguished by its thinner rearwindow glass, chrome tailpipes, and7.5x16-inch alloy wheels with uniquemetallic black centers.However, unlike the M3 Evolution II,the Cecotto does not include the

front brake cooling ducts in placeof fog lights.On the inside, thestandard BMW sport seats weretrimmed in a special Anthracite orSilver M-Technic cloth with Bisonleather bolsters. As an alternative,Black Bison leather, Blackextended Nappa leather or Silverextended Nappa leather could bespecified at extra cost.

It was surprisingly difficult to find photos of

genuine standard Cecotto Edition cars many

have been fitted with Sport Evo bits etc. Here is

an example finished in Misano Red with the

correct wheels and front spoiler wi thfog

lights

A perfect example of a Macau Blue

Cecotto M3

M Powered E30 M3 Cecott

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Additional special interior featuresincluded door sill plates with acolour M3 insignia, an M footrestfor the driver, an illuminated leathershift knob and a plaque on the

centre consolethat displays thesignature of Johnny Cecotto, aswell as the exclusive number ofeach car in the series out of 505. (Infact, 478 E30 M3 Cecottos werebuilt in total, in addition to 26 nearlyidentical Ravaglia editions seebelow, for a grand total of 504examples).

All M3 Cecotto and Ravagliaeditions were further equipped witha green-tinted windshield stripe,power windows, internal headlight

aim adjustment, on-board computerII and the cassette storage box,while all available equipment fromthe regular E30 M3 option list wasoffered at extra cost.In addition to the initial 504examples of the E30 M3 Cecotto

and Ravaglia editions, the Swiss

market later received its own specialseries of E30 M3 Cecotto models.These were produced in two batches,the first in October and November of

1989, and the second in April and Mayof 1990. A total of 80 examples werebuilt, each identical in specification tothe earlier M3 Cecotto edition, aside

from being fitted with a special 211hp(DIN) version of the S14 motor tailoredfor Swiss emissions regulations, aswell as the later M-Technic II steeringwheel that was introduced on all E30

M3s for the 1990 model year.Though equipped with a specialcentre console plaque that bearsthe signature of Johnny Cecotto,the Swiss edition is not individuallynumbered.

Two cars on www.mobile.de arepresently for sale:Macau Blue with 150,000 Kmspriced at 24,000 eurosMisano Red with 29,700 Kms forthe small sum of 69

Here is a Cecotto finished in Nogaro Silver with the

correct front fog lights, spoiler and wheels


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This is a perfect

example of a

Cecotto7.5x16-

inch alloy wheel

with metallic

black centre

A Misano Red Cecotto M3 with matching cam

cover and air box

The interior of this Cecotto edition is trimmed with

Silver M-Technic cloth with Silver Bison leather

bolsters

This model is trimmed with the same Silver M-

Technic cloth but with black Bison leather bolsters

This is the

officialcentre

console

plaque

which

bears the

signature

of Johnny

Cecotto

This photo shows all the official plaques as fitted to the different Evo versions of the E30 M3


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M Powered M3 v RS

Bring it on!!!BMWs E92 M3 has now come down in price to such an extent that it is within

touch as a used car bargain to a much wider audience Here we test it agains

one of its fiercest rivals the Audi RS4

Visually there isnt much in it looks wise, the M3 looks more stylish and sophisticated, whilst the Audi

makes the most immediate impact, shouting at you with its pumped-up Im the 4-door super car

It was a style BMW perfected with the E46 M3, but one it has shied away from slightly with the E92,and during our time with the two cars in its the Audi that attracts the most attention, both fromadmirers but also from boy racers and the boys in blue...

The M3 looks more stylish andsophisticated

The Audi that attractsthe most attention, bothfrom admirers but alsofrom boy racers and theboys in blue...

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Step out of the immaculatelytrimmed M3 and into the RS4 andthe first thing that strikes you is thatthe Audi feels smaller and snugger.The drivers seat is moreaggressively sculpted (but not ascomfortable on long journeys) andthe ambience is both more intimateand (dare I say it) slightly moresporting...The Audis silver starter buttonseems a bit OTT but it ignites theRS4s V8 with a combative burst ofrevs, closely followed by a throbbyidle. Theres not much in the clutchpedal effort required, but thegearshift immediately feels moremechanical and precise than theM3s typically cartilaginous shift.The voguish flat-bottomed wheelfeels strange in the hand after

handling the M3s chunky M-steering wheel, and it takes a littletime to adjust to when youretwirling it through the hairpins, andyou also quickly note that thesteering is considerably lessweighty and bordering on floatythan that of the M3, at least whenthe BMWs helm is set to thesportiest of the three availableoptions.

The Audi feels smallerand snugger

M Powered M3 v RS

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Initial turn-in response issharper than the M3s, and ifyoure prepared to be a littlecreative on your way to the apexwith some trail-braking or bysimply lifting-off as you turn in,

the RS4s tail can be broughtsweetly into play withoutrequiring much in the way ofcorrective lock.

However, even with the car inS mode (Audis less-complexanswer to BMWs M Drivebutton) the stability control israther too keen to gather thingsup, spoiling the fun. This is reallyfrustrating at first, especially asit feels as though the car has

plenty left in reserve.

However, when you disengagethe electronic systems as far asis possible, the RS4 doesnt feelentirely comfortable beingchucked around, with that initialkeenness often fading into on-limit understeer that can provemore than tricky (and downrightdangerous at times!) to containon tight roads. It seems odd thatthe 4WD Audi should struggle a

little for grip on the often slipperymountain roads, but whenattempting to stay with the M3you have to conclude that theBMW seems to find fractionallymore mid-corner speed and alsomanages to get more power tothe tarmac without pushing thenose or tail wide of your chosenline.

If you buy-in wholeheartedly to

the Quattro ethos then theRS4s inability to oversteer is oflittle consequence. It certainlymakes the Audi an able andtrustworthy all-weather tool, butthen advances in electronictraction and stability aids willdoubtless endow the potentiallylairy M3 with admirable wet-weather ability.

Certainly if youre the sort thatviews roundabouts asrecreational facilities then the

Audis sensible shoes probablyarent for you, but if you enjoythe discipline of driving withinclearly defined limits the RS4will deliver satisfaction, if notabsolute thrills.

Initial turn-inresponse issharper thanM3s

The BMW seems to find fractionmore mid-corner spe

M Powered M3 v RS

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The brakes of both carswork hard to absorb themomentum each gainsbetween the corners. Of thetwo its the Audis stoppersthat look the most

impressive, yet the BMWsless showy discs andcallipers do an even better

job of delivering consistent,feelsome stopping power.This did seem to be arecurring theme during thetest the Audi being allshow whilst not alwaysdelivering what it has builtyou up to expect, whereasthe subtler M3 doeseverything it says on the tin

and then some!

Surprisingly, its the RS4that sounds the harder-edged and more aggressivecar, at least from inside.The engine is vocal andgritty right through the revrange, but from outside itsounds a bit flat and lacksthe extraordinary tonalrange of the M3s feral cry.

It doesnt have the reacheither, pulling hard andrevving freely, but not quitematching the BMW V8 forultimate urgency and top-end kick.

Traversing UK roads, beingeither pock marked repairedor riddled with pot holes andsunken grids, on the morebroken surfaces we

encounter its the RS4s ridethat has the sharper edgesat low speed, althoughtheres little to choosebetween the high-speedbody control of the pair.

Verdict

On the evidence of what weve found

in our test we have to conclude that theM3 is the more engaging, moreexciting car. Its outright punchingpower and handling finesse mean on adry road or track, driving at eight tonine-tenths, you will have the RS4floundering in its wake. On damp orwet rods, the 4WD Audiunderstandably closes the gapconsiderably, and we half expected theRS4 to blow the M3 into the weeds in

the wet. This turned out not to be thecase, as the M3 hangs on like a limpet

if driven with a hint of finesse. Thatsnot to say the RS4 is vastly inferior -the Audi remains hugely capable,rewarding and enjoyable, but the M3clearly has the edge. A narrow-ishpoints decision to the M3 then, anda far cry from the walkover BMWenjoyed when the E46 M3 waslaunched as the opposition continue toget their act together. Roll on the C63

AMG challenge

The Audi being all show whilst notalways delivering what it has builtyou up to expect

The subtler M3 doeseverything it says on the tin and then some!

M Powered M3 v RS

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M Powered Modified Z4 M Coup

Everyone should love the Z4 M

Coupe. After all, with an

uncompromising dynamic focus,tight, muscular styling and M

Powers fizzing 340hp straight-six

engine it has winner written all

over it Or so everyone thought.

Sadly, when pitched against aPorsche Cayman S, it revealed apropensity for understeer and aconfidence-denting sense of disunitybetween the front and rear ends. Italso suffered from a choppy ride. Inshort, while an undeniably invigorating

and appealing package, it fell short ofthe cohesion and polish so readilydisplayed by the Porsche, not tomention BMWs enduring in-househero, the M3 CSL.

So, how do you cure the Z4 Msfailings, and what car do we havehere? An early factory update aimedat rectifying the shortcomings?

Well, yes and no, for while thisparticular Z4 M is fitted only with

official BMW parts, the imaginative,intelligent and highly effective changeshave been wrought not by the factorybut by a customer. A serial BMWowner with a passion for Bavariasswifter products (he also has animmaculate M3 CSL with some choicemodifications, and an X5 4.8is), SteveDaviess Z4 M Coupe is the product ofa subtle series of modest dynamic andcosmetic tweaks.

Davies was frustrated at the Z4 M

Coupes lack of front-end grip, rightlyattributing it to BMWs risible decisionto fit it with ContiSportContact tyreswhich are some two generations out ofdate. Having decided to replace themwith Michelin Pilot Sports 3s, Daviesalso chose a set of gorgeous M3 CSLrims, which in addition to transformingthe Z4 Ms looks also increase the rimdiameter by an inch (to 19in) and

reduce unsprung weight by a total ofsome 7kg.

In an effort to further distinguish his ZM from the lesser 3-litre model,Davies also fitted a pair of side skirtspicked from the M Sport range of bodstyling parts. Like the CSL rims, theyhave a subtle but amazing effect onthe look of the car. In fact wed go sofar as to say that all Z4 M Coupesshould leave the factory this way.Thfinal stage of Davies makeover wasstrut brace, again chosen from the Zaccessories catalogue. It isnt

advertised as being suitable for bothM models, but it does clear the enginand fits perfectly. At just 200 its amodest outlay, but it has a tangibleeffect on improving the front endsrigidity by spanning the Z4s sizeableengine bay.

To be honest, the cosmetic effects othe wheels, tyres and side skirts mor

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Michelin

PilotSport 3s

Strut brace from theBMW accessoriescatalogue

than justify the outlay (Daviesreckons his tweaks haveadded no more than 2500 tothe cars cost, including fittingand painting by his BMW

dealer), but the improvementin feel and response is evenmore compelling.

Where the standard car lacksincisive turn-in and, ultimately,front-end grip, Daviess car ismore immediate andconfidence inspiring. It alsohas the grip to back up theinstant turn-in, so that youremore prepared to commit tothe corner, safe in theknowledge that the nose isntabout to wash wide of yourintended trajectory. Its not acomplete transformation.Indeed, as Davies readilyconcedes, the car still displaysthe same sharp-edged low-speed ride and remains keen

to trigger the ASR systemwhen accelerating hard onlumpy tarmac. However, thesharper, grippier front end isbetter able to harmonise

with the rear, which makes ita much more positivemachine to hustle moreintuitive and entertainingwhen you want to provoke it,yet sweeter and morecohesive when you want tomake smooth, swiftprogress.

A definite improvement, bothdynamically and visually,Daviess upgrades releasemore of the Z4 M Coupesobvious potential. The new-found grip, balance andexploitability allow you toenjoy the Z4 M Coupesclear power advantage andextrovert character all themore.

M Powered Modified Z4 M Coup

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M Powered Driving BMW Classics M

Nearly thirty five years ago, BMW

shocked the world when theyreleased their very first supercar.

Unfortunately, BMW designed the

M1 to go racing; sales of road car

were seen more as a means to an

end so the M1 would pass

homologation rules. This meant

the road cars were never given the

marketing push the car deserved,

which was a real shame as it was

the first practical and reliable

supercar. Now the M1 is

recognised as one of the greatest

drivers cars to have come fromMunich. We pay tribute to BMWs

very first M car

The moment I truly fall in love withthe M1 comes early in my drive. Thetunnel is empty, long and well lit, andas I enter it I know Im going to haveto floor the throttle. I look across atour photographer, grin and lowerboth windows. Being the experiencedold hand that he is, he knows exactlywhats coming next and smilesresignedly. Initially, Id not been sopassionate about the M1 when itarrived outside BMW MobileTraditions headquarters in Munich.Idling away, ready for action andfuelled-up, it had my name on it fortwo days. This is a dream come truefor me, and yet

The reason for my disappointment issimple and slightly shallow: theimpact of the GiorgettoGiugiaro-

penned body is disguised by thedrabbest, flattest, blue paintwork I veever seen gracing a supercar andits at odds with the whole M1concept. Heres a model designed toput BMW into the heart of Ferrariroad car territory and cut up Porscheon the tracks and thanks to its darkblue paint job its doing all it can tofade into the background,apologetically.

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So, its down to secondimpressions then. And theyre allgood. Considering that BMW hadno supercar heritage when the M1was conceived, the end resultremains fabulous to look at, butthats probably down to the sheer

amount of Italian design input intothe M1. Its squat and purposeful,wide and low, and Giugiarosliberal use of slats and louvres inthe late-70s adds considerableinterest to what could have been ageneric supercar. The enginecover and rear window treatmentare especially interesting.

The more superficial styling detailsdelight, too: the way the corporate

BMW kidneys are integrated intothe nosecone is masterful andremarkably prescient. Just look atsubsequent BMWs, such as thegorgeous 8-Series, to see howmuch influence the M1 hadstylistically. The alloy wheels, too,are delicious, and look as if theyhave been lifted straight fromGiorgettos easel.

Under the glass fibre skin, itsequally interesting BMW and

Lamborghini co-developed a cleverbox-section steel frame chassis,and Gian Paolo Dallara dialled inthe suspension set-up, using hisexperience gained on the PirelliP7/Countach project a couple ofyears earlier.

Its a shame that this flair isntcarried through to the interior,though. Its an all-black affair and,unlike in lesser BMWs, ergonomicsare apparently something of an

afterthought. The heating andventilation controls are scatteredand their functions labelled infinest German are baffling. And,as for the driving position, theclearly calibrated dials are almostentirely masked by the wheel,theres very little rearward visibilityand the pedals are offset to theright. A proper supercar, then.Burbling away at idle, the M88


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sounds interesting but hardly specialSupercar engines of this era mostlyboasted eight or 12 cylinders, but donlet this cars lack of pistons fool youinto believing that it isnt the real dea

For a power unit conceived in the late70s, its seriously exotic, featuring a24-valve cylinder head and a pair ofchain-driven camshafts. Kugelfischerfuel injection was allied with six throttbodies tucked away in individual inletpipes. The 3.5-litre engine was goodenough for 277bhp in road trim, butwas boosted to 850bhp for Group 5racing. Shame that most potentialcustomers saw the BMWs lack ofcylinders as an impediment to truesupercar status. But it isnt. Setting o

after adjusting to the direct andmuscle-building heavy steering theres a deep, guttural rasp at lowrevs that immediately puts me in minof a trickling Countach. And I like.

Prowling through Munichs industrialhinterland, it takes time to adjust to thsurroundings. The inboard pedalsforce a driving position that has younaturally angling towards the centre-line of the car, rather than straightahead, and initially it all feels a littlestrange. But after a few miles Ive puit out of my mind, concentratinginstead on working around theblindspots, of which there are many.The image in the rear-view mirror isfilled with slats, while the door mirrodont reveal very much at all perhaps BMWs engineers didntexpect that the M1 would be overtakeby many cars.

But I dont mind too much. Im headin

for the mountains around Innsbruckand know that, soon enough, Ill beleaving far behind the citys wintrygreyness.Considering it was designed primarilyfor motorsport, the M1 provessurprisingly user-friendly. The dog-lebox eases off as temperature buildsand, although the change is neverwhat youd call light, it is positive and


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a real pleasure to get right. The fact that thepedals are perfectly set up for heel-and-toedown changes eases the pursuit of right-hand perfection. Low-speed response fromthe engine is crisp, so theres no need forhigh-rev histrionics in order to get awaysmartly from the lights. In fact, it s rathereasy for a 70s supercar.But Im impatient to see if the M1 is as quickas I hope its going to be. And thats why,when we hit the entry tunnels for the south-bound Autobahn, Im keen to open thefloodgates. With the windows down, and inthird gear, I push the accelerator pedal intothe carpet. From around 40mph the initialresponse isnt thrilling but theres plenty ofpromise. From about 4000rpm the engine

note deepens and starts to howl chillingly.From this point on the acceleration is farmore purposeful, and in no time werekissing the rev limiter and selecting fourth. Atailgating BMW 320d is left far behind, andIm tempted to carry on except that werelimited to 75mph here.

I back off, satisfied that the 277bhp M1 canstill cut it in a straight line. When new,BMWs main target for the car was thePorsche 911 Turbo, which was priced towithin a couple of hundred Deutschmarks.

But is it as quick?

The delimited signs pop up after we havepassed what looks like the last of Munichsfeeder towns, and without even thinking Ifloor the M1 again, determined to max it.From 80mph in fourth, it still feels quick, buthardly earth-shattering. The magic 100mphmark passes with ease, although thehardening engine note is becomingincreasingly intoxicating. I concentrate andpress on. At 125mph Im into fifth andsetting into the final push towards the M1smaximum speed.

At 140mph its getting noisy, the howl fromthe motor now defeated by wind roar fromthe A-posts and door-tops. The M1 is alsomoving around a fair bit, with constantsteering input needed to keep the car in itslane. But its still pulling feverishly, willingme on I keep my foot in.


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Then, at 150mph in fifth, somethingunexpected happens: we hit the revlimiter. I look down: 6300rpm is showingon the tacho. That cant be right. But150mph it is. The BMW was pulling well

and there was more to come, so perhapsthe Kugelfischer fuel-injection systemneeds a tune-up it certainly feels like a160mph car. Disappointed, I rein things inand settle to a 125mph cruise. At thisspeed the M1 is as capable as any of itscontemporaries, and undoubtedly it wouldhave been up there among the Autobahnroyalty of 1980.

All too soon, were out of Germany andinto Austria, homing in on Innsbruck. Imitching to get up into the mountain peaksthat tear into the blue skies above.

The route I have chosen should have usin the M1s natural playground shortly. Iwant snow, and the photographer likesthe look of the Jaufenpass just beyondInnsbruck. Its a 2094-metre highrollercoaster that connects the towns ofMeran and Sterzing to the Italian side ofthe Brenner Pass. Looking at the squigglyline that cuts through my atlas, it can onlymean one thing: playtime.

A quick stop for fuel, and my excitementbegins to mount as I know that Ill be

soon giving the M1 a proper work-out inless-than-grippy conditions. Straight-linespeed is nice, but feel is what reallymatters.

Initially, Im disappointed there aremore cars around than I anticipated, andthe snow is so far absent. But little bylittle, as we climb onwards, the trafficthins, and I start to lean on the M1. It stime to have fun. The first thing thatstrikes me is just how predictable it all is.

Its now well below freezing, the griplevels have dropped markedly, and yetthe M1 fails to put a foot wrong. Strongbrakes haul the car down faithfully foreach hairpin, and handling balance isneutral. Theres very little understeer onentry; nor is there power oversteer on exitwith sane throttle inputs. We continue upthe mountain and, finally, the sceneryturns wintry white. The roads are now


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almost completely deserted, andthe snow banks either side of thestreaming wet ribbon of tarmacremind me that caution needs to beexercised. Conversely, the car isegging me on its balance andsheer delicacy of response arepossibly too confidence-inspiring.

But now the road has opened outmore, as the scenery once againchanges for the better. The sky isazure, the mountainsides starklywhite and all around me are the

jagged peaks that Ive come to see.Im now pushing quite hard,experimenting with the gripavailable, and unsticking the M1 inmedium-speed bends is tricky.

Using a combination of second andthird gears, both perfectly judged forthis road, and a few bursts of fullthrottle reaps so many rewards and the M1 flows beautifully. Its azone I dont want to leave, but theexhilaration cant last forever. Alltoo soon Im at the top of theJaufenpass.

Its only when I climb out of thewarm cabin and feel the crisp chillin the air that the majesty of the

scenery sinks in. The winter sun isalready setting, casting a pinky hueacross the ragged horizon, and thesole thing that separates us fromsilence is the sound of the engineticking as it cools off. Part of mewants to stay, but Im alreadybursting to clamber back in andattack the downhill run with evenmore commitment.

The other side of the mountainlacks serious amounts of snow, andthe road surface looks bone-dry. Icontemplate that as I climb back in

the car is warmed through for aproper run. Pulling away, I kick thetail out, straighten up and nail it.This section is tighter, meaning Ineed to use more of the road. Inthese conditions the M1 feelscompact, and as I plunge into thefirst hairpin I hit the brakes late, turnin smoothly and apply the powerearlier than before. The M1 bitesme harder than expected, and thetail swings even before the steeringunloads, forcing me to apply

corrective lock. However, therecovery is rapid, and predictable.Lesson learned Ive been playingfast and loose all day; best not pushtoo hard here and now. The nightsare cold and dark up here.

I back off and wonder at theM1. Aside from its burdensomeunassisted steering and odddriving position, it really is a

supercar that you can get inand use on a daily basis. Theengineering and build quality isimpeccable it starts at theturn of the key, every time. Andnothing falls off. This is soremoved from temperamentalLatin built supercars from thesame eraThe M1s range of talents isastonishing, and it stands as atrue testament to the benefitsof Motorsport on road-cardevelopment. All youll reallyneed to get the most from it isyour own mountain pass,preferably with the odd tunnelthrown in


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M Powered M1 Specia

A Legend Turns 25The following article is taken from a Mobile Tradition Live M1 Special from 2003

A legend turns 25

The BMW M1 made asensational debut, and ithas lost none of itscharisma to this day. Itscomplex inception,

allied to such names asGiugiaro andLamborghini, its ownProcar Series andBMWs daringenterprise all form partof the legendsurrounding the M1 asyoung today as it everwas.

Dear Friends of the BMW Group,

The M1 made its debut 25 years ago. Long before my association with MobileTradition, this was a car that had me spellbound. It is therefore all the more thrilling forme to be working with the Mobile Tradition team today in keeping this legend alive.When it came to the decision on a special issue of Mobile Tradition live dedicated to thsignificance of this extraordinary car in the history of BMW, indeed in the history ofmotoring as a whole, there wasnt a moments hesitation. I trust you will welcome thisissue as keenly as we do.Read and enjoy,

Holger Lapp, Director, BMW GroupMobile Tradition

25 years of the BMW M1: a car that epitomizes BMWdynamics like no other.

BMW M1: a thoroughbred racer thatmade it onto the street.

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BMW M1

25 fascinating years

Few sports cars in the history ofautomotive design are as

compelling both in style and in nameas this BMW M1 launched in 1978.Anyone who sets eyes on this lowslung muscle car today will still beamazed by the tremendous energyand consummate styling it exudeseven before the engine is switchedon, never mind when the throttlepedal is down. No question about it,the BMW M1 is a car that leavesnobody cold and is guaranteed toturn heads wherever it goes. It doesso notwithstanding the rather

unhappy background story of theM1. It was an extremely boldexperiment on which BMWembarked back in 1975. The carhad been conceived as a racingthoroughbred from the start, and theproduction version only emerged asa second phase. Since just a verylimited number of units wererequired for homologation purposes,

the car was built ina complex

collaboration withItalian and Germancompanies a factthat appeared tocheat the M1 out ofits due glory. For,ultimately, neithercould thescheduled 800units be sold, nordid the racingtriumphsmaterialize for

which it hadspecifically beenconceived. Yethistory hasennobled the M1because, with thissports car, BMWhas created anautomotive legend,

a car that is unsurpassedand, even today, 25 years

after it was first unveiled, hasthe power to trigger vibrantemotions. It is a classic,without doubt, and a worthysuccessor to the BMW 328with whom it shares a similargenesis.

Le Mans 1981 entrant: Wrth Team Sauber, drivers: M. Surer, D. Deacon, D. Quester.

M1 fans gather for the 20th anniversary in Munich.

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From the race track to the road

BMW M1 a legend is bornThe BMW M1 is an extraordinarycar in every respect. Not only hasit set the pulses of all car fansracing since it made its firstappearance, but the history of itsdevelopment is unlike that of anyother sports car: the productionversion was derived from athoroughbred sports racer. Itshares these unique origins withonly one other four-wheeledlegend the BMW 328 It iscustomary in car manufacturingfor racing sports cars to evolveout of production models. BMWhas on two occasions brokenwith this tradition by doingprecisely the reverse. The upshothas been two cars which to thisday stand out from the large fieldof fascinating sports cars. Thefirst was the legendary 328,which goes back to the 1930s

and has earned BMW enduringfame. The same strategy was

again applied in the 1970s whenthe BMW M1 was developed asa racing thoroughbred and, incompliance with homologationprocedures, spawned at least400 road going versions.The BMW M1 ranked among thworlds fastest sports cars of thetime. Today, 25 years on, it stillexudes the kind of fascinationthat turns cars into classics andrenders absurd any discussion otheir measurable economicsuccess.

It all began in 1975

Jochen Neerpasch, formerly racmanager for Ford, becamemanaging director of the newly-founded Motorsport GmbH (nowMGmbH) in 1972. In 1975 heturned his attention to thecreation of another thoroughbresports racer. BMWs Board of

Transporting M1 Procars to Europes race tracks (1979).

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Management had recentlydeclined any Formula Oneinvolvement in favour ofbuilding a new sports racingmodel for competition in Group

5, and subsequently the moreattractive Group 4 of the WorldChampionship of Makes. Theenergy crisis and the attendantrestraints on engineperformance and publicitywere virtually forgotten, and averitable performanceexplosion was taking place inthe motor industry. Theprimary adversaries in themotorsport arena were thePorsche 911 and the FordCapri, but there was no modelin BMW`s production rangethat might lend itself toconversion into a successfulGroup 4 or 5 sports racer.

Target: a top-class sports

car

BMW had no choice but todevelop a top line sports modelin the shortest possible time.Though the focus was always

on the race track, it wasessential to produce aroadgoing model and sell it toupmarket customers who hadso far been turning to Ferrari,Lotus or Aston Martin. Theinternational homologationrules stipulated a productionrun of 400 identical roadversions of a sports car inorder for it to qualify for Group4 competition. BMWMotorsports target was to

achieve this figure by spring of1978.

Project E26

Project E26 got the go-ahead,and the pressure was on topush development andproduction through as fast aspossible. But in the mid-1970s,BMW Motorsport had nowherenear the capacity to build this

kind of car in series. The targetedproduction run of 800 M1s, on theother hand, was not sufficient to

justify production at BMWs mainplant. And so outside firms had to becommissioned with significant

construction assignments anadventurous enterprise. But whatwould be barely conceivable todaywas in the mid-1970s, and under themanagement of a thoroughbredracing driver like Neerpasch, seenas a challenge.

Third time round

Since resuming car manufacturingin the early 1950s, BMW had twice

developed production modelswith the help of Italiancoachbuilders. The successful700 small car was based onsketches by Giovanni Michelotti,

while the 3200 CS luxury coupwas styled by Bertone in Turin,where all 456 body shells werealso built. In the early 1970s,BMW had planned a number ofcollaborative projects with thecompanies Michelotti andLamborghini.But for a variety of reasons, notleast the oil crisis, these planshad to be jettisoned.

At the end of 1975, BMW firstcommissioned the company ItalDesign and their chief stylistGiorgetto Giugiaro withdesigning the bodywork forproject E26. Giugiaro begansketching an extremely flat andbroad outer skin and producedthe first drafts for its exclusiveinterior design.

German-Italian coproduction

Contact was renewed with thesports car factory of FerruccioLamborghini in SantAgata

Bolognese. The Italians haddemonstrated their extraordinaryskills with the super sports carMiura and the futuristicallystyled four-seater Espada. Thisis where Jochen Neerpaschwanted the construction andassembly of the new BMWsports model to take place inclose collaboration with thespecialists from BMWMotorsport. After agreementwas reached on the basics, a

contract was signed in October1976. It specified that eightprototypes be built betweenMarch and September of 1978,followed by seven pre-production models byNovember, with seriesproduction to be launched inDecember. The heart of the M1naturally had to bear thesignature of the BMW

Below: GP drivers who contested the Procar races in 1979(from left): Jacques Lafitte, Didier Pironi, Alan Jones, NelsonPiquet, Carlos Reuteman.

Above: Jochen Neerpasch andMartin Baumgart

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engineers. A team led by specialistsPaul Rosche and Martin Braungartwere given the task of providing thenew sports car with a superiorpower unit suitable for the race track

as well as the road. After initialconsiderations regarding an eight-or ten-cylinder engine, attentionturned to an uprated version of theexisting M90 engine promptedlargely by economical reasons. This3.5-litre straight-six was the enginebehind the 635CSi sports coup,and had the potential for significantpower enhancement.It soon became clear that thesespecifications could only be met bya mid engined coup with plastic

body panels. Giugiaro, meanwhile,had produced his first sketches forthe M1 body. The extremely wideand low slung mid engined coupe inthe angular, wedge-shaped stylingtypical of the 1970s, and featuringcharacteristic BMW design elementssuch as the dual kidney grille andthe kick in the C-pillar, met withinstant approval at BMWMotorsport. The first runningprototype was built, boasting a dragcoefficient of under 0.4 from the

outset.

Problems arise

But not everything went smoothly.Modifying the M90 engine into thesubsequent M88 engine of the M1

was to prove far more difficult thananticipated. Only the cylinder blockcould be taken over from theproduction unit. A divided cylinderhead featuring four-valve technologyhad to be developed from scratch.Beyond this, the engine was given amechanical fuel injection system byKugelfischer and dry-sumplubrication. The M88 engineultimately delivered 277 bhp (204 kW)in the road version, but a series oftuning problems meant that it wasnt

ready for release until the middle of1978. After the first M1 prototypeshad been assembled by Lamborghini,it emerged that neither quality norcapacity came up to BMW standards.The world-famous sports carmanufacturer was riven by internalproblems and rumours were rife thatthe company faced imminent closure.To avoid jeopardizing the entireproject, BMW had to change tackvery quickly. Following difficultnegotiations, the companies partedways in spring of 1978. BMWeventually found a new partner in anold collaborator the Baur companyof Stuttgart, who had alreadydeveloped and constructed severalspecial models for BMW. The delaysresulting from the changeover had,however, completely upset theschedule for M1 production and thusfor its entry into competitive racing aswell.

Glass fibre-reinforced bodywork

Apart from BMW Motorsport, wherethe engines for the M1 were built, fivkey partners were henceforth

involved in building the M1 productiomodel. Marchesi & C. of Modena habeen constructing frames for LanciaMaserati, De Tomaso andLamborghini, and now took on thetask of building the entire frame of thM1 based on the designs fromLamborghini. The body shell of glassfibre-reinforced plastic came from thspecialist workshop of the T.I.R.company outside Modena, who hadbeen successful in this field since1965 and counted Ferrari among the

clients. Assembly of the body andframe were then carried out byItalDesign, with whom BMW enjoyeda special relationship but whosepremises were not designed forproduction of this kind, which meantthat conditions were rather crampedOnce the body panels had beenbolted and glued together, therefollowed the fine machining stage althe way to paint-spraying. Employeeat Ital Design also dealt with theglazing and the fitting of furthercomponents such as the dashboardinterior components and some of theelectrical parts.

En route to final assembly

Ital Engineering of Bologna acted ascoordinators between the Germanand Italian partners as well astechnical minders. Once the Italianshad completed their contribution tothe M1 production process, the

A thoroughbred race car was behind theconcept for the street version.

Style statement in blue: the futuristically designedfour-seater Lamborghini Espada

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cars set out on their travels. Theunits destined for Group 4 racingwere transported to the relevantspecialists, while Baur saw to thecompletion of the M1 productionmodels. With their customary care,

the Swabians implanted thePaul Rosche, the ingeniousdesigner of countless BMWengines, was one of the truegreats of motor racing. Born inMunich in 1934, he joined BMWsengine division in 1957, then a six-man outfit. Rosche nicknamedCamshaft Paul designed theBMW turbo engine and numerouspower units for touring cars,Formula 2 and Formula Oneracers. Under his aegis BMWclaimed countless major racingvictories with engines thatregularly featured remarkableinnovations, such as the firstvariable camshaft control system,yet were extremely durable andreliable. The M1 unit also cameout of Rosches fold and becamean awesome powerplant in theProcar version, delivering 277 and470 bhp. heart into the new sportscar the power unit delivered by

BMW Motorsport. The brakes andwheel suspensions, pedals,steering and all other componentswere also installed by Baur.

Breathtaking specifications

Only after meticulous fine-tuning,alignment and testing were thecompleted M1 models ready fordelivery to BMW Motorsport. Therethey underwent final inspection and

were subsequently parked in aspecial showroom to await theirbuyers. But it wasnt until February1979 that the first customer was ableto take delivery of his M1. BMWMotorsport and all those involved inthe project had albeit withconsiderable delay produced animpressive sports car. The Italianbodywork styling already gave the M1that charisma in repose which onlyfew cars display. But its thrilling looksdidnt promise too much. The 3.5-litresix-cylinder engine with four valvetechnology and fuel injectionpropelled the 1,300-kilogram two-seater model to a breathtakingperformance even in the roadversion. Acceleration times of 0-100kph (62 mph) in under 6 seconds and0-200 kph (124 mph) in just over 20seconds were figures matched by nomore than a handful of carsworldwide. A ZF five speedtransmission flange-mounted behind

the engine, a differential gear with a40% locking ratio and dry-sumplubrication were further features ofthis driveline.

Uncompromising technology

The chassis, conceived with the470 bhp Group 4 cars in mind,handled braking, acceleration andlateral acceleration commensuratwith race track performance. Thefront and rear axles wereelaborately linked to doublewishbones, light-alloy wheel hubsBilstein gas-pressure shockabsorbers, height-adjustableconcentric springs and anti-rollbars. The only difference betwee

the sports racer and the roadversion was the more comfort-oriented spring/damper tuning ofthe latter. Inner vented disc brakeensured safe deceleration evenfrom high speeds, while steeringwas high-geared for racingpurposes and, for better roadcontact, came without powerassistance. Despite the cars closaffinity to the competition versionthe M1 driver did not have to forgthe motoring comforts associated

with this class of vehicle. Airconditioning and electric windowlifts came as standard, as did anaxially adjustable steering wheel.

A major part in the tuning of thesuspension components of the Mwas played by racing legendStrietzel Stuck. Familiar with theblue and white models from earlychildhood, he would chase the M

What all fans of Italian styling dream of: the Lamborghini Miura P 400.

Engine wizard Rosche.

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test cars round the track withpleasure but without mercy.Weaknesses were relentlesslyexposed and instantly rectified bythe Motorsport team ahead of

series production. The officialdebut of the M1 at the Paris MotorShow in October 1978 causedquite a stir among devotees ofexceptional sports cars. Theproduction model came with aprice tag of 100,000deutschmarks. The M1 salesbrochure was a phenomenon initself. Lavishly printed on large-format, heavyweight paper andwith a spiral binding, it rankedamong the finest products to come

out of car advertising.Unique feature three BMW

logos

The international response left nodoubt that with the M1, BMWMotorsport had created aremarkable automobile, a uniquesynthesis of racing machine androad sports car of the highestclass.Demand for the model in the initialstages of series productionappeared to corroborate itsfascinating appeal. But the M1was destined not to fulfil its hopesof an outstanding racing career.Too much time had been lost as aresult of the problems with partnerLamborghini and the delays inengine development to meet thedeadlines for Group 4homologation. Even the highlypopular Procar racing series,specially conceived on behalf of

A bold venture

The story of the M1 might havebeen a happier one. Had productioremained within schedule and hadthe hoped-for international racingsuccesses in Groups 4 and 5materialized, the M1 may havemarked the start of a developmenthat could possibly have continuedto this day. As it was, from todaysperspective the M1 remains anaudacious experiment whichproduced a compelling result. Its

3.5-litre racing engine with four-valve technology would, in slightlymodified form, continue to propelthe top-line model of the BMW 6Series Coup, the M635CSi, rightuntil 1989. Today, the few survivinexamples of the M1 are all in thehands of enthusiasts who devotedlook after and drive these preciousexotics among BMW automobiles

the M1, failed to compensate for this. Asa consequence, production fell far shortof the targeted 800 units. In earlyFebruary 1981, the last two BMW M1models left the Baur premises. In all,456 cars were built, including the racingmodels. Uniquely in the history of themarque, each M1 bore three BMWlogos, a symbol of the quite exceptionalstatus of this tamed driving machine.

Paul Rosche with BMW driver Marc Surer

Hans-Georg Brger and Hans-Joachim Stuck, thefastest two in the Procar race (Hockenheim, 1979).

The M1 always an eye catche

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The BMW M1, conceived as arace car to challenge rivalsPorsche and Ford Capri for victoin Group 4, was destined never toshow its mettle in this class.Homologation was not granteduntil 1981 as a result of sluggishsales to private customers. Theidea of launching a dedicated racseries for M1 models proved morsuccessful. The Procar Series sathe best Formula One driverspitting their skills againstprivateers in identical M1 cars. Itbecame a crowd-pulling event.

While the M1 production modelwas under development, at least400 units of which had to be builtto qualify for Group 4 and 5homologation, the racing versionof the BMW M1 for which theE26 project had been conceived were also taking shape. It was nogreat problem to extract theperformance required for Group 4from the M88 six-cylinder in-lineengine. Classic tuning methods,including forged pistons, reworke

conrods and ports, sharpercamshafts and bigger valves withdouble valve springs, as well as aslide mechanism to replace thethrottle butterflies and a modifiedexhaust system, gave this racingengine version known as theM88/1 a power output ofbetween 470 and 490 bhp. Undethe code name of M88/2, the teamdirected by Paul Rosche turnedtheir skills to the Group 5 M1engine in which practicallyanything was permitted in theinterests of enhancingperformance.The use of two exhaustturbochargers by the KKKcompany meant that the engine,rebored to a displacementcapacity of 3150 cc, gave betwee850 and 950 brake horsepower,depending on the boost pressure

The BMW M1 Procar Series and Group 5

Monte Carlo:the perfect racetrack for the M1Procar Series

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Further measures to transform theM1 into a raceworthy modelincluded tuning the suspensionand braking system to competitionrequirements and placing analuminium cage around thecockpit. The interior, furthermore,was rid of all superfluous trimmingand instruments were pared down

to the essentials. Brake forcedistribution was made adjustablewhile the car was in motion. Thusmodified, a Group 4 M1 tipped thescales at 1,020 kilograms. Yet thiswas still appreciably more than itsmain class rival, the Ford Capri.For well-known reasons, however,there would be no first-handcomparison in Group 4 events.Homologation was now a long wayoff and customers weredisappointed. That, in turn, had its

impact on sales of the roadversion. It was a vicious cycle.BMW's racing team under JochenNeerpasch had to come up withsomething very quickly if theywere to prevent the entire E26project from turning into a farce. Ifthe regulations had so farprevented the M1 from

participating in any existing racecategory, then there was nothing for itbut to create a new class specificallyfor the M1. After consultation withBernie Ecclestone, president of theFormula One constructors,Neerpasch eventually called theProcar Series into being in time forthe 1979 race season. The idea wasto organize a brand competition forM1 drivers which would precede eachFormula One Grand Prix in Europe.To make the race as attractive aspossible, it was decided that the fivebest timed Formula One drivers in thefirst practice session should competeagainst a maximum of 19 all-comers.

Procar Series a crowd-puller

This idea of pitting FormulaOne aces against privateers inidentical models proved aresounding success. Apart

from the Ferrari and Lotusteam managers, all FormulaOne racing teams allowed theirdrivers to take part in theProcar races that were held onthe eve of the Formula Oneevents. When JochenNeerpasch announced hisproposals on the occasion ofthe German Grand Prix atHockenheim in 1978, it had animmediate impact on customerdemand for the M1. Building

the M1 Procar, which wasessentially the Group 4 M1,was no less complicated thancreating the production model.Instead of finishing up at Baur,the pre-assembled M1 cars inthis case went either straight toBMW Motorsport or to therenowned tuning companies ofOsella in Italy or Ron Dennis inEngland for final production,with the selection and supply ofparts handled by the Munichcompany. Neerpasch viewedthis diversification as a meansof encouraging healthycompetition in the attempt toachieve the best possibleresults. On the outside, thefinished M1 Procar modelsdistinguished themselves fairlydiscreetly from the "civilian"versions. Flared wheel arches,a lower-slung chassis and,above all, a huge rear wing

made for impressive looks. Thewing had proved necessaryafter test drives demonstratedthe difficulty of keeping the 470bhp car on the road. For thesum of 150,000 marks, privatemotorists could acquire aProcar version of the race-ready M1, boasting a 0 100

With Group 5 tuning the M1 engine gave up to 950 bhp.

The M1 Procar Series at the start in Monte Carlo- 1979

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kph (62 mph) acceleration time of4.5 seconds and a top speed ofover 300 kph (186 mph). Duringthe 1979 season, the 100-kilometre Procar events weregreat crowd-pullers prior to theFormula One races in Belgium,Monaco, Britain, France,Germany, Austria, Holland andItaly. It was a spectacle in itself tosee Formula One legends such asNelson Piquet, Emerson Fittipaldior Carlos Reuteman battlingagainst the pack of national racinggreats that included Marc Surer,Manfred Winkelhock, BrunoGiacomelli or Eddie Cheever, all inidentical, growling M1s. Niki Laudaemerged the victor at the end ofthe first Procar season, taking

home substantial winnings as wellas a brand-new M1. In the second,and last, Procar season of 1980,an exciting battle saw NelsonPiquet beating Alan Jones andStrietzel Stuck.

Equality guaranteed

To make absolutely certain that allProcar M1s had exactly the sameperformance, the speed limiter,calibrated at 8,500 rpm, waslinked to an independent revcounter and memory for theprecise monitoring of anydeviations. The three M1 Procarproducers built a total of 44 cars,with the models destined forFormula One drivers builtexclusively by BMW Motorsport inMunich. Beyond the Procar races,privateers also gave publicperformances in their BMW M1s innational events, though without

achieving any notable successesagainst the main rivals of the time,Ford and Porsche. They had theadvantage of an appreciably lowerweight, for which not even thespecial suspension and enginequalities of the M1 couldcompensate.

Homologation comes too late

The Procar version of the BMWM1 was anything but an easilycontrollable sports car whenpushed to the limit. It demanded amaximum degree of skill andcourage on the part of the driverwhen it came to being right at thefront of the action. Due to sluggishdemand for the road goingversion, despite the success of the

Procar Series, homologation forGroup 4 was not granted until Apri1st, 1981. The competition, in themeantime, had not been idle, andso the M1 never made its

appearance in the race category fowhich it had been originallyconceived. The BMW board,moreover, had now opted for aninvolvement in Formula One afterall, which meant that no more fundwere forthcoming for furtherdevelopment of the M1.

Turbo with around 1,000 bhp

The handful of turbo-engined M1sdeveloped for Group 5 racing andfielded by private racing teams suc

as Schnitzer, March or Sauber,were unable to grant the M1 thedesired breakthrough on the racetrack either. The most impressiveM1 variant in this class was createby the Schnitzer brothers. Thetuners took a Group 4 chassis, gavit a body made of aluminium,aviation steel and kevlar, andinstalled a turbo unit that deliveredbetween 850 and 1,000 bhp. Thedriver sat in a spartan cockpit butwas able to adjust the boostpressure, brake force distributionand suspension anti-roll bars whilein motion. Strietzel Stuck, who haddone sterling work in thedevelopment and testing of theracing versions, took this monsterM1 onto the Nrburging and theSalzburg circuit and snatched somcompelling victories from thePorsche 935 and Ford Capri, theclear favourites.

The 20th anniversary of the M1, held in 1989 at BMWs R&D Centre inMunich, drew large crowds.

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M Powered BMW Z4 GT

BMW Motorsport chooses the BMW Z4 GT3

for the 2012 Nurburgring 24H Race

BMWs Z4 GT3will be representingthe BMW Motorsport at this years24 Hours of Nurburgring, which isheld over the weekend of the 18th 20th May. Expectations will, ofcourse, be very high for the fortiethanniversary of BMWMotorsport.The Schubert BMW

team have been chosen to run theBMW Z4 GT3s at the ring by BMWMotorsport. Owing to their DTMcommitment, the Schnitzer BMWteam will be unable to enter theBMW M3 GT at this years 24Hours. The Schubert team havetherefore set themselves the targetof overall victory with the BMW Z4GT3. And BMW Motorsport will begiving them all the support they

need for this target, including aplethora of factory drivers, includingBMW Driving Experience ChiefInstructor Claudia Hrtgen, Dirk

Adorf, UweAlzen, Dirk Mller, JrgMller, Nico Bastian, andDominikSchwager will be pilotingthe two BMW Z4 GT3 models in the

BMW Motorsport colours.TheSchubert BMW team already wonits first victory in 2012 at the lastVLN race on the Nrburgring sothe high expectations seem to be

justified.The Vita4One team headed byMichael Bartels have also pickedthe Z4 GT3 as their weapon ofchoice to tackle both the 2012 FIAGT1 World Championship and the

24 Hours Nrburgring.

Here some key figures on the

BMW Z4 GT3 Having passed itsinitial tests with flying colours inearly March 2010, the BMW Z4GT3 is now enjoying greatpopularity among BMWMotorsport customers. The

BMW Z4 GT3 will be used inchampionship races accordingto GT3 rules (e.g. the FIAGT3/GT1 EuropeanChampionship, the InternationalGT Open, and the ADAC GTMasters) and in 24 hour races.The greatest difference betweenthe series and racing vehiclecan be found under the bonnet;

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Whereas the series BMW Z4vehicle is powered by an inlinesix cylinder engine, the drivebehind the racing version is nowprovided by eight cylinders witha total displacement of 4.4

litres. The BMW Motorsport V8punches out well over 500hp.Owing to its excellentperformance characteristics andgood torque curves, the basicengine that is also used in thespecial BMW M3 GTS model isthe perfect choice for racing.With regards to electronics, theprivate teams can look forwardto innovative solutions fromBMW that have already becomeestablished features in theBMW M3 GT. Engine controlhas been allotted to the modernECU408, and the Power400controller is responsible for allactuators. Engine power istransferred over a sequential sixspeed gearbox featuring QuickShiftThe rims are fitted with centrallocking and safety clip. TheBMW Z4 GT3 also providesassist systems like racing ABS

and traction control that havebeen adopted from the othervehicles in our customer sportsrange and refined and modifiedfor use in GT3 racing cars. Thefront axle of the BMW Z4 GT3 isan all new design that is basedon a series concept. This isfitted with a tubular stabiliserwith adjusting blades. Like onthe series version of the BMWZ4, the rear axle is designed asa trailing link suspension. The

sheet steel body of the racingcar is manufactured at the BMWPlant in Regensburg andfeatures a welded-in safety cellof high strength precision steeltubing. The M8 engine blockand the propeller shaft aremanufactured in the BMW alloyfoundry in Landshut.The front and rear aprons, thebonnet, roof, wings, and many

other components are made ofcarbon fibre reinforced plastic(CRP). This lightweight, torsionallyrigid material helps to reduce theweight of the BMW Z4 GT3 to therace compatible 1200kgs.In2011/2012, many parts of the Z4GT3 were revised. The object ofthese modifications was toenhance above all theaerodynamic efficiency. The Z4GT3 subsequently received arevised aerodynamic kit, amodified exhaust, a new rear axledifferential, new rear winggeometry, and a larger fuel tank.Now that the pilots seat is fixed inthe Z4 GT3, the pedal boxpresents a sliding design that canbe adjusted quickly to a range of

body sizes. The present plan is tocontinue developing the Z4 GT3until 2015 at the earliest.

Specifications BMW Z4 GT3

Length: 4,387 mmWidth: 2,012 mmHeight: 1,210 mmWheelbase: 2,509 mmTrack width: 1,623 mm (front),1,667 mm (rear)

Vehicle weight: approx 1,190 kgTank capacity / fuel: 105 litres, unleadedSuper Plus (98 RON)Chassis/body: integral sheet steel body andframe with welded-in safety cell of highstrength precision steel tubingGearbox: sequential six speed manualgearboxSuspension: spring strut in low frictionbearing; tubular stabiliser with adjustingblades (front), trailing link suspension (rear),adjustable tubular stabiliserShock absorbers: adjustable over four stage

Engine

Engine type: V8Displacement: 4,361 ccBore x stroke: 92 x 82 mmCompression: 13.0:1Max power output: approx 515hp at8,200 rpmMax torque: approx 515Nmat approx 5,500rpmMax speed: 8,600rpmCylinder block: aluminiumEngine control: BMW Motorsport ECU408with two powerful CPUs; cylinder selectiveinjection; pit speed limiter function, QuickShift; EML; integrated traction control;VANOS controller; electronic onboard powersupply monitor.

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M Powered The Nordschleife Line

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M Powered E30 Boot Lid fiasc

The Group A BMW E30 M3 washomologated for Group A racing

and rally competition on 1 March1987, by which time 5000identical base models had hadto be built. Three weeks later,they would race for the first timeat the inaugural round of thenew World Touring CarChampionship on 22 March1987. The consultant for BMWsracing programme, none otherthan Niki Lauda, tested one ofthe Schnitzer M3s over 30 laps

of Monza three days before therace and said little other thanBasically, I have heard so muchabout the car from the peoplewho drive it that I just wanted toform my own opinions about it.That is all there is to it!If only there had been so little tosay about the aftermath of therace itself where BMW M3swere in the Top Six positions

when the chequered flag fell.The cars were then subjected topost-race scrutineering andwere disqualified en massefollowing disagreement over thematerials of the bodywork,particularly those for the boot,doors and some other panels. AHolden Commodore (of all cars!)was consequently declared thewinner unless the appeal toFISA in Paris determined

otherwise.BMW Motorsport had suppliedthe M3 body shells for privateteams to build into Group A carsand was, understandably,extremely disappointed, to saythe least. They regarded thecars as most definitely legaland so they appealed to the

Homo logat ion for Group A racing and ral ly ing : the BMW E30 M3 boot l id f iascBy David Yorke 2011 : all rights reserved : Strictly for BMWCC publication purposes only

sports governing body, FISA.But at least the manufacturer

had managed to race, doing farbetter than Ford who had theirEggenberger-prepared RSCosworths banned from evenstarting practice owing to theirBosch fuel injection systemsbeing non-compliant with thehomologation details, theoriginal Weber equipment beingrequired by the scrutineers.Maybe the Blue Oval andEggenberger should have

known better as the former hadalready had experienced verysimilar problems on the previousJanuarys Rallye Monte CarloRally where its Sierra XR4x4had been fitted with Bosche L-Jetronic fuel injection rather thanthe K-type as homologated andrequired for Group A eligibility.The L type was for countriessuch as Sweden where there

were strict exhaust emissionrequirements. Ford noticed thediscrepancy itself and did thehonourable thing in withdrawingthe L-type for rally use, eventhough the K-type gave lesspower.The Swiss team had reckonedthat FISAs own January /February bulletin had correctedthe Yellow Book requirement,stating that injection could be

free but should function asbefore, and that was thedefinitive position. FISAsscrutineer was of the opinionthat the Yellow Book wordingwas substantive, even thoughon a previous occasion, FISAhad judged that the bulletinsuperceded the Yellow Book

provisions. Clearly the differinginterpretations of the rules for

Group A were causing seriousproblems and jeopardising boththe stability of and confidence inthe arrangements for the newpost Group B era of motor sportand FISAs policing thereof.The Italian scrutineers had notdeclared what the illegalmaterials were, nor where theyhad been used, all of this havinga bearing on Prodrives rallypreparation plans for the 1987

French National RallyChampionship. ConsequentlyCharles Reynolds was notcertain how the rules had beeninfringed, other than knowingthat the M3 had beenhomologated with a plastic bootlid whilst the other body panelswere of steel. Thus there wassome concern that clarificationwould be needed by the start of

the firms Rally M3s firstcompetitive appearance on theforthcoming Rallye de GarriguesWhereas evolution models couldbe developed for racing so longas a minimum of 500 weremanufactured and homologatedno such models could bedeveloped for rallying unless5000 were produced. Given thatBMW Munichs focus was onracing and the fact that the

outcome of the appeal to FISAwould not be known, extraspecial care was taken toensure that production-specification panels andmaterials were used for theProdrive Rothmans rally carsbeing built at Banbury.

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By April 1988, Peter Flohr feltthat he was able to comment onthe affair. I have been able to

learn in the past few years howFISA thinks, and one must learnthat. The difficulty with the BMWboot lids, for example, wascreated because we took therule book to the limit. FISA doesnot believe that you shouldinterpret the rules like that.You dont just look at the bookand do what it seems to say.Look at the latest situation withour air inlets. Things were

sorted out by discussions withFISA, maybe for just an hour.We explained how things wouldaffect us, they expressed theirobjectives and we came to amutually acceptablecompromise. Even if we did notget our points back from Monza,the court finally levelled thingsout. We were not thought to becriminals, even if we were

judged to be wrong.After four years, I feel muchmore comfortable working withFISA. If the inlet thing hadhappened four years ago, Iwould have written them a veryrude letter, but not now.Later on, Peter had more to say.A lot of people understood howwe felt after our cars wereexcluded after the boot lidcontroversy at Monza. Despite

that, we fought back andRoberto Ravaglia became theone and only World Touring CarChampion. Maybe being seen tolose a court case against FISAmakes people understand us alittle more as being human. Andthat is good for the spirit ofBMW.

What is rather strange about thevery hurried introduction ofGroup A rules after the fiery

deaths of Henri Toivonen andSergio Cresto in a Lancia DeltaS4 on the 1986 Tour de Corse ishow Ford and BMW werepenalised whereas Lancia weretreated very differently. Fordwas fined a swingeing $250,000for using a non-homologatedfuel injection system on itsSierra XR4x4 on Rally MonteCarlo Rally and BMW lost all ofthe points won at Monza. So

how come that, when Lanciaused Delta HF 4x4s on theMonte Carlo, it was grantedinterim homologation by FISAsinspectorate when the required5000 production cars did nothave identical turbochargers?Two types of turbocharger hadbeen used, Garrett and KKK inthe ratio of 80:20, one allegedlygiving an extra 50bhp. This

assertion was, unsurprisingly,denied by Lancias Cesar Fioriowho wanted to homologate bothtypes, maintaining that variantswere permitted where aparticular supplier could notkeep up with a manufacturersrequirements and that nominimum numbers of units werespecified.Lancias Monte Carlo win wasallowed to stand, FISA declaring

that there had been anhonourable intent by Lancia tocomply with the regulations.However, the company had toprove that the necessary 5000Garrett-equipped identical carshad been produced by 15February otherwise the Lancia

Monte Carlo Rally results wouldbe null and void.Peter Flohr must have watchedand learnt how Lancia and theFiat Group (which includedFerrari) went about theirdealings with FISA and wasabsolutely spot-on in gettingclose to its technical officials, ait, its parent FIA and PresidentJean-Marie Balestre certainlyhad a Latin (if not to sayMachiavellian or Napoleonic)way of policing motor sport.So far as is known, BMW neve

again suffered as they did inMonza and the E30 M3 wasable to be developed via itsvarious evolutions into theglorious competition car thattoday has an enviable pedigree

M Powered E30 Boot Lid fiasc

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M Powered E39 M5 Histor

History of the E39 M5 (19982003)

Unlike its predecessors, the E39M5 was not handbuilt at the BMWM GmbH factory; in order toincrease production, it wasproduced on the same assemblyline as the normal E39 5-series atthe Dingolfing factory in Germany.In fact, the E39 M5 was almost notbuilt at all; BMW believed that the

210 kW (286 PS; 282 bhp) 540i waspowerful enough, but when Jaguarreleased the 272 kW (370 PS; 365bhp) XJR, and Mercedes-Benzintroduced the W210 E55, whichhad over 260 kW (354 PS; 349 bhp)BMW responded to the competitionwith a 294 kW (400 PS; 394 bhp)M5.Introduced in 1998 at the GenevaMotor Show, production did not

begin until late October of that year.A total of 20,482 E39 M5s weremade from 1999 to 2003. BMW Mproduced three versions of the E39M5, the European LHD and RHDversions, and the North Americanspecification version.The E39 M5 had a highly tuned V8engine based on the M62 engine

called the S62, which displaced 4.9litres and produced 294 kW (400PS; 394 bhp). The engine featureda 7,000 rpm redline, Double-VANOS, which varies the intakeand exhaust valves timings for bothcylinder banks, and individualthrottle butterflies for each of thecylinders, allowing for a much fasterengine response time.

All E39 M5s were equippedwith a Getrag Type D six-speed manual transmissionwhich provided the followinggearing ratios:1st gear: 4.232nd gear: 2.533rd gear: 1.67

4th gear: 1.235th gear: 1.006th gear: 0.83It is the same transmissionused in the E39 540i, but somechanges were made to copewith the extra power the S62engine produced. A reinforcedclutch, rear differential utilisinga shorter 3.15:1 ratio, and alimited slip differential with 25%maximum locking.

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The E39 M5 suspension sharedits basic aluminium-intensiveMacPherson strut/multi-linkdesign of the V8 engined E39 5series. However, several changeswere made by BMW M. Reducedspring height, 23 mm (0.9 in)lower. A specific shock valving,thicker front and rear anti-rollbars, polyurethane auxiliarysprings, and steel balljoints.Like all V8-powered E39 models,the E39 M5 was equipped with arecirculating ball steering system.Overall steering ratio wasreduced to 14.7 from 17.9. Itfeatured a Servotronic vehicle-

speed-sensitive power assistwhich provides two levels ofresistance controlled via consolemounted Sport button. The Sportbutton also adjusted theelectronic throttle butterflies forfaster throttle response. The E39M5 is equipped with four-wheelvented disc brakes measuring345 mm (13.58 in) in diameter infront and 328 mm (12.91 in) indiameter in the rear. OnEuropean-specifi

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