Showing posts with label heritage. Show all posts
Showing posts with label heritage. Show all posts
Wednesday, July 4, 2012
Monday, July 2, 2012
Sunday, July 1, 2012
Friday, June 29, 2012
Wednesday, June 6, 2012
Back to the Future. Happy 25 Z1! Officially. (with Press release)
Back to the future - 25 years of the BMW Z1.
It was a true quantum leap: when BMW unveiled the Z1 to the international motoring press in the Italian town of Punta Ala back in autumn 1988, its direct predecessor was parked in the hotel's inner courtyard - a BMW 507 from the late 1950s, the last time the BMW model range had included a two-seater sports car. The leap through time to the Z1 was in fact even greater than the intervening period of 30 years or so would suggest. Its avant-garde solutions looked way ahead into the future - indeed, some of its most revolutionary ideas are as unique now as they were then.
It had all begun with a very bold idea. The BMW Board of Management came up with the notion of setting up a kind of think tank in a cutting-edge company branch that would be completely isolated from all other development departments. The idea was to give highly skilled BMW engineers, technicians and designers free rein to work on turning their best creative concepts into reality themselves.
At the start of 1985, the idea came to fruition. Not five minutes' drive from the Group's headquarters, a highly dedicated high-tech company came into being that has long since become a role model the world over: BMW Technik GmbH, known internally simply by the letters ZT. Just six months later, the 60-strong team delivered exactly what had been hoped for: concrete concepts designed to inject car manufacture with new impetus, all under the umbrella of a pilot project for employing new materials, using different types of vehicle structure and shortening development times. It didn't take long to coin a name for it: the Z1.
Pilot project sells itself: Z1 looks increasingly likely to go into production.
The project really sold itself. Initially, no one had dreamed of putting into production a concept car in the guise of a sleek roadster - but it was just too good and the thought of a new BMW sports car too enticing. The BMW Board of Management gave the green light, and almost 12 months later to the day, there was more than just a styling model to admire - the first roadworthy prototype was ready, too. On 1 August 1986, BMW went public and announced: "BMW Technik AG has completed its first product. The BMW Z1, a vehicle study, was conceived on the basis of specifications which build on longstanding BMW traditions at the same time as factoring in future mobility requirements."
One glance was enough to know exactly what the superbly proportioned sporty two-seater was meant to build on: there were increasing calls from customers for a roadster that would continue the legacy of BMW's legendary sports cars of the past. The 328 and 507 had long since gone into the history books as sporting and style icons, and there had been nothing to take their place for several decades. It was time to fill the gap with something right up to date. As the press release stated: "BMW Technik was commissioned by the Board of Management of BMW AG to devise and execute a vehicle concept which would largely satisfy the desire for ‘freedom on four wheels', driving pleasure and performance." The fundamental driving experience should clearly take precedence, rather than adopting the comfort-focused approach that prevailed in competitors' sports car concepts throughout the 1980s. "Young", "dynamic" and "brash" should be the words that best described the Z1, along with "a new dimension in driving". Trademark BMW roadster attributes were adopted and fused with the latest technology. Ingredients included superior performance, the ability to drive with the roof down, a sense of sheer originality and a dash of extravagance. The Z1 had all the right credentials: low weight and low centre of gravity, front mid-engine and compact dimensions. The highlight though was without doubt its pioneering technology: the unique vertical sliding door concept and the supporting sheet-metal structure with a plastic outer skin.
Demand wins the day: the roadster is to be built - by hand.
The response was overwhelming - the company was inundated with inquiries from customers, while there was a great deal of public speculation about whether BMW had the courage to actually build the car. Whereas BMW kept silent on the matter, development for series production was already in full swing behind closed doors. It was obvious that the Z1 would have to be built largely by hand on account of its unusual design characteristics and the materials used. This, in turn, meant a small production run and a high price tag. Nevertheless, the BMW Board of Management pushed ahead with the launch.
Almost exactly two years after finalising the Z1 concept and one year on from the study's unveiling, BMW laid its cards on the table when it made the following announcement on 10 August 1987: "The time for speculation is over, the guessing game has come to an end: BMW AG will be presenting the Z1 Roadster at the Frankfurt Motor Show." Speeding up the development process had been a pilot task for this project, and after a development time of just three years a limited number of the 170 hp front mid-engined sports car would go into small-scale production from June 1988. "Once the custom-built production process is up and running at full capacity, up to six car enthusiasts a day will be able to start enjoying undiluted driving pleasure instead of just dreaming about it."
The ink had barely dried on the announcement when the advance orders started to stream into Munich. The Frankfurt Motor Show hadn't even started when a major motoring magazine wrote: "The groundswell of euphoria gives reason to suspect that the last person to place an immediate order won't get their hands on their Z1 until the year 2000!" BMW gave a small group of top journalists a preview of just what would make the new roadster one of a kind. The Director of BMW Technik GmbH at that time, Ulrich Bez, gave an emphatic demonstration of the benefits of the plastic panelling: he jumped with both feet onto a vehicle wing lying on the floor, which promptly buckled - then sprang back to its original shape when he stepped off it again.
BMW's historic 1987 Frankfurt Motor Show: first V12, first 3 Series Touring, first Z Roadster.
When the show finally opened its doors on 11 September, visitors descended on the BMW stand in their hoards to behold a unique collection of firsts all set to go down in motoring history: the 750i powered by Germany's first post-war 12-cylinder engine was marking its world premiere, as was the first ever 3 Series Touring as it blazed a trail for a whole new breed of car, and, of course, the avant-garde Z1, the first BMW roadster for around 30 years. Set off to stunning effect by a wall of water as a backdrop, a German news magazine deemed it "probably the most photographed vehicle at the entire show".
With so many customers desperately eager to be among the first to order a Z1, a German motoring magazine decided to try its luck at buying the Reed Green exhibit straight off the stand. But despite being offered DM 150,000 in cash, the BMW team stayed firm: it was simply not possible, as the Z1 was one of just ten test vehicles, all of which were still urgently required. Besides this, the Z1 still had to undergo homologation testing, so the roadster could not have been sold under any circumstances - not even for the two million German marks the prototype had actually cost!
And so the waiting game started - and went on for a good year, as it would be autumn 1988 before the Z1 went into production. The planned asking price was DM 80,000. In the meantime, the potential clientele could seek solace in the first sales brochure entitled "For sheer driving passion: the BMW Z1 High-Tech Roadster".
October 1988: the Z1 - a radically different approach to development and construction.
Finally, in October 1988, the time came. Dr Wolfgang Reitzle, Member of the Board of Management responsible for Research and Development at BMW AG, saw the roadster as far more than just another new model. More importantly, it bore out the success of the innovative development structure deployed at BMW: "As a result of the newly created interdepartmental work processes that have been implemented with our Research and Technology Centre in association with Motorsport GmbH and Technik GmbH, BMW now has unique and highly efficient instruments at its disposal for the development of new cars. The Z1 represents the first project where BMW has ventured beyond a pure vehicle project to test out and successfully employ revolutionary new approaches in this broader form."
The Z1 truly was different from the ground up. A self-supporting monocoque construction made up of individual sheet-steel parts constituted the car's backbone. After it had been welded together, the entire frame was hot-dip galvanised in an immersion bath. Not only did this ensure seamless corrosion protection for the monocoque, it made it substantially more rigid too: the coating of zinc that was applied acted as a connecting and supporting element, especially around panel seams and joint overlaps. The effect was an increase in the monocoque's torsional resistance of around 25 per cent.
The second peculiarity of the Z1 bodyshell was the vehicle floor, which was bonded with the frame and partly bolted to it - and made of plastic. In collaboration with specialists from MBB - now merged into EADS - the Z1 engineers had developed a material which combined low weight with high load-bearing capacity, was immune to corrosion, safe in a collision, and produced smooth underbody contours. The solution was a combination of fibre-composite materials sandwiched together. The resulting structure of two layers of glass fibre-reinforced epoxy resin with polyurethane foam in between produced a floor assembly with a weight of just 15 kilograms.
This construction had the added advantage that the floor unit could be preassembled separately before being completely bonded with the vehicle frame as well as bolted to the steel structure at certain points. Special bracing incorporated into the sandwich structure enabled high forces to be applied in the vicinity of chassis mounting points and seat mountings, for instance. Indeed, the floor assembly increased the monocoque's static torsional resistance by a further ten per cent when installed.
With the additional help of the high, oversized side sills and the engine mounts, this structure stood out for its exceptional strength and outstanding accident safety. A transverse tube in the dashboard area combined with the tube used to reinforce the windscreen frame to ensure highly effective protection in the event of a side-on collision, too. And as the tube inserted into the windscreen frame formed a direct connection between the two A-pillars, it also doubled as roll-over protection.
New outfit in one hour flat: fully bolted outer skin of plastic panels.
Although the monocoque was roadworthy as it was, it was cloaked in plastic: indeed, the Z1 was the first model ever to feature a plastic exterior whose vertical parts were all made of injection-moulded thermoplastics. Resilient and proven to be immune to damage, the panels were bolted into place. In theory, with a complete second set of outer panels it would have been possible to convert a Z1 from red to blue in the space of an hour using nothing more than a screwdriver.
Different types of plastic were used for the panelling parts depending on their task. The front and rear sidewalls, the doors and the side sill covers were made from a high-tech thermoplastic that was renowned for its high impact strength, almost completely eliminating the risk of bumps and dents resulting from minor knocks. The panelling for the front and rear bumpers, on the other hand, possessed very different properties - the highly elastic plastic used here was able to fully regain its former shape following impacts at up to 4 km/h (2.5 mph).
The bonnet and boot lid as well as the soft-top compartment cover were made from special fibre composites. During the production of these plastic components, different glass fabrics (depending on the demands that would be placed on the component), foam core sections as well as the necessary fastenings, such as bolts and braces, were placed into the mould in a dry state. Once the mould had been closed, epoxy resin was injected into it and compressed while being subjected to carefully controlled temperature sequences. Components manufactured in this way combined excellent surface quality and high strength with precisely defined energy absorption in the event of an accident. Despite these advantages, the BMW engineers acknowledged that "it would appear impossible in the foreseeable future to use a larger amount of plastic for making the exterior of mass-produced vehicles".
Special paintwork system with three different degrees of hardness.
The four possible paint finishes for the Z1 were not mere colours bearing the highly descriptive names of nature Green metallic, Dream Black metallic, Fun Yellow and Top Red, their chemical composition was different too. Development work carried out in collaboration with the suppliers had led to the creation of the Varioflex paintwork system, which catered to all the requirements when applying the paint to different plastic materials.
The conventional painting techniques for metal at that time hardly placed any special requirements on the paint in terms of its flexibility, as it was relatively easy to obtain a high surface gloss and keep the colour consistent. Due to the differing requirements depending on the specific component involved, the various plastic materials used on the BMW Z1, on the other hand, called for a paintwork system offering three different levels of flexibility: high flexibility for the bumper and side sill panelling, medium flexibility for the doors and wings, and a hard coating of paint - just like on a metal body - for the bonnet, boot lid and soft-top cover. While all components received the same base coat providing the actual colour of the car, the parts were then painted with different clear coats, depending on the degree of elasticity required.
Unequalled even today: vertical sliding doors.
Viewed from the outside, the Z1 therefore had all the makings of a sophisticated-looking, but ultimately conventional roadster - if it hadn't been for its doors. These retracted electrically into the side sills, allowing both driver and passenger to cruise along with the door open if they wished, a feature which has never been emulated since. "The car is so low and the flanks so deep that the driver of the new model is able to effortlessly pluck sweet clover, plantains and other ground-hugging greenery from the wayside by simply leaning out," as one news magazine reported. What's more, this particularly refreshing form of travel was both perfectly safe and legal into the bargain thanks to the ample side protection provided by the high sills.
The mechanism for the doors and side windows was driven by two electric motors and a toothed belt. The motors incorporated a freewheel function to allow the doors and windows to be operated manually if necessary. To avoid burdening the actual door with additional weight, all of the electrical and mechanical components were integrated in the car's body. A double mechanical lock acting on the doors in both opened and closed position prevented rattling noise and excessive door movement while driving. The side windows could, of course, be lowered separately from the doors: after the doors had been opened and closed again, the windows automatically returned to their previous position.
Sports car devoid of wings and spoilers: a paragon of aerodynamic design.
The Z1's appearance belied its true sporting talents. Originally conceived as an automotive test laboratory, outstanding aerodynamics had been a top priority for development. The aim was to meet these targets without using the customary aerodynamic aids at that time such as spoilers and wings; instead, the basic shape of the vehicle itself, including the underbody, was intended to achieve the desired results.
The very flat front end of the Z1, the smooth transitions on its bonnet and the windscreen raked at an angle of 62° provided all the right ingredients for a smooth flow of air along the top of the car. The vehicle's perfectly smooth underbody formed a virtually continuous surface extending from the front end through to the rear axle. The underside of the vehicle rose slightly towards the rear in the form of a diffuser, thereby directing the airflow at the transverse rear silencer, which was shaped in the form of a wing to help reduce rear axle lift substantially.
The car's looks made no secret of the fact that it was something quite special. After all, one of the highlights of the innovative Z1 concept was an up-to-date and highly attractive interpretation of the roadster concept. It marked a departure from the long, elongated shape of classic roadsters, featuring instead short overhangs as well as a compact overall length relative to its wheelbase. The joints along the side panels were quite different from the conventional design at that time. The new door concept produced a wide, joint-free side sill with an elevated entrance height, with the upper edge of the bumpers and side sills forming a continuous line. The Z1 was tapered in around the doors, giving the wings a broad and flared appearance that was reminiscent of the M3. The BMW kidney grille also sported an updated look, as it was fully integrated in the front bumper's contours, making it look smaller and more compact.
The new BMW roadster's interior appointments were highly functional in nature but, above all, very upmarket: the seats and door panels were all trimmed in new high-class materials combined with fine leather. The low-slung seating position, bulky transmission tunnel and wide sills called for a new technical concept for the Z1 seats, so the roadster was fitted with bucket-shaped all-foam seats affording the high levels of lateral support needed to be able to put the sports car's outstanding cornering abilities to the test. Plastic shells painted to match the car's colour enveloped the seat backrest, which had the headrest integrated into its outline. The driver's seat was height adjustable, and the passenger seat could be tilted forward to make better use of the through-loading facility.
Low centre of gravity, broad stance: "supreme driving pleasure".
The powertrain and chassis of the Z1 were largely inherited from the 3 Series. Hard at work under the bonnet was the classic BMW straight-six engine, which mustered 170 hp from its 2.5-litre displacement and was fitted in a front-mid position. A central aluminium tube ran from the five-speed manual gearbox to the rear differential to produce a torsionally and flexurally rigid link between the two. The single-joint spring-strut front axle taken from the 3 Series handled the task of wheel location at the front, but a brand new construction was employed at the rear: a multi-link axle comprising two transverse control arms and one longitudinal control arm. It was dubbed the "Z-axle" in German, which was shorthand for "centrally guided, spherical double-wishbone axle" rather than a reference to the new model's name. The kinematic arrangement of the three control arms ensured excellent directional stability as well as effective anti-squat and anti-dive control. This configuration endowed the Z1 with go-kart-like handling characteristics, with the axle load split in the ratio 49:51 and the vehicle's centre of gravity located some ten centimetres lower than on comparable sedan models.
As a result, the Z1 was truly in its element as it wound its way along the twisting country roads of Central Italy around Punta Ala, earning it unanimous praise. It was deemed to offer "supreme driving pleasure" and revered as a "textbook driver's car". As the assembled international car testers at the presentation noted to their surprise, not even the poorer roads could trouble the chassis or provoke any tangible body torsion. The Z1 had a top speed of 225 km/h (140 mph) and could dart to 100 km/h (62 mph) from stationary in just under eight seconds. "For the Z1 driver, it is not the sheer performance that makes the compact car so appealing," as one well-known tester reported, "rather it is the way in which this most irrational of all BMW models drives. Nimble like a go-kart, instantaneous throttle response, goes round bends as if it's on rails - it fits the driver like a glove, making it so much fun to drive! The sensation generated by the raw motoring experience is further heightened by the fact that you are virtually sitting out in the open air - it's like a motorcycle on four wheels." The verdict: "It's one of the most fun cars we've ever driven, and that's the absolute truth." And there was certainly no doubting the exceptional nature of the BMW roadster either. As one news magazine summed up: "It is the most extraordinary BMW since the days of the one-door Isetta with its entrance between the front wheels."
The price for the Z1 had by now climbed to DM 83,000, but in no way did that deter the buyers. Some 4,000 orders had already been placed, meaning the Z1 was already sold out until the end of 1990. And when the first production models rolled off the assembly line in early 1989, sales contracts that were ready for delivery were already being advertised in newspapers for a premium of DM 20,000.
Cult car and trendsetter: star of a virtual film, Art Car - and first in the line of BMW Z sports cars.
The roadster's destiny as a cult car and trendsetter was etched into its cutting-edge monocoque. The advertising campaign culminated in the first fully computer-animated product film from BMW, which featured a real-life couple in an actual Z1 gliding through a virtual world for five and a half minutes - wearing, of course, the original soft white leather balaclavas that BMW had specially made for the Z1. In the autumn of 1990, BMW Motorsport GmbH offered the first "Z1 adventure tour" to the south of France, comprising an all-inclusive experience that would be enjoyed "with kindred spirits and in the most exclusive style": three days in the south of France, a flight in a helicopter, powering around the Paul Ricard grand prix circuit near Marseilles with a chance for participants to hone their driving skills, staying in smart sport hotels. The total price of DM 3,500 even included the Z1 that was provided for the event. A few months later, in spring 1991, the artist A.R. Penck adorned a Top Red Z1 with black graffiti, thereby adding a new member to the legendary series of Art Cars. Another bright red Z1 was destined to stay in the garage though: a roadster boasting a wide, sporty chassis and an uprated engine under the bonnet, the Z1 M was a prototype model from Motorsport GmbH sporting muscular wheel arches, a low-slung front end and twin headlights. Two air scoops arched behind the head restraints, and sitting atop either side of the deep rear apron were two pairs of circular rear lights. In short, the graceful roadster had been transformed into a beefy racer.
After a run of 8,000 BMW Z1 models, production came to an end in June 1991. It had breathed life back into a segment in the BMW portfolio which continues to enjoy immense popularity today: two-seater sports cars with a Z as their distinguishing letter. The small number that were made, the unique overall design concept and, not least, the tremendous driving pleasure it generated have today earned the Z1 a place amongst the modern classics of BMW automotive history. 25 years on, these cars still have a futuristic look about them and are still in active service: at least one Z1 has a certified mileage of over 330,000 kilometres (205,000 miles). The future never grows old.
It was a true quantum leap: when BMW unveiled the Z1 to the international motoring press in the Italian town of Punta Ala back in autumn 1988, its direct predecessor was parked in the hotel's inner courtyard - a BMW 507 from the late 1950s, the last time the BMW model range had included a two-seater sports car. The leap through time to the Z1 was in fact even greater than the intervening period of 30 years or so would suggest. Its avant-garde solutions looked way ahead into the future - indeed, some of its most revolutionary ideas are as unique now as they were then.
It had all begun with a very bold idea. The BMW Board of Management came up with the notion of setting up a kind of think tank in a cutting-edge company branch that would be completely isolated from all other development departments. The idea was to give highly skilled BMW engineers, technicians and designers free rein to work on turning their best creative concepts into reality themselves.
At the start of 1985, the idea came to fruition. Not five minutes' drive from the Group's headquarters, a highly dedicated high-tech company came into being that has long since become a role model the world over: BMW Technik GmbH, known internally simply by the letters ZT. Just six months later, the 60-strong team delivered exactly what had been hoped for: concrete concepts designed to inject car manufacture with new impetus, all under the umbrella of a pilot project for employing new materials, using different types of vehicle structure and shortening development times. It didn't take long to coin a name for it: the Z1.
Pilot project sells itself: Z1 looks increasingly likely to go into production.
The project really sold itself. Initially, no one had dreamed of putting into production a concept car in the guise of a sleek roadster - but it was just too good and the thought of a new BMW sports car too enticing. The BMW Board of Management gave the green light, and almost 12 months later to the day, there was more than just a styling model to admire - the first roadworthy prototype was ready, too. On 1 August 1986, BMW went public and announced: "BMW Technik AG has completed its first product. The BMW Z1, a vehicle study, was conceived on the basis of specifications which build on longstanding BMW traditions at the same time as factoring in future mobility requirements."
One glance was enough to know exactly what the superbly proportioned sporty two-seater was meant to build on: there were increasing calls from customers for a roadster that would continue the legacy of BMW's legendary sports cars of the past. The 328 and 507 had long since gone into the history books as sporting and style icons, and there had been nothing to take their place for several decades. It was time to fill the gap with something right up to date. As the press release stated: "BMW Technik was commissioned by the Board of Management of BMW AG to devise and execute a vehicle concept which would largely satisfy the desire for ‘freedom on four wheels', driving pleasure and performance." The fundamental driving experience should clearly take precedence, rather than adopting the comfort-focused approach that prevailed in competitors' sports car concepts throughout the 1980s. "Young", "dynamic" and "brash" should be the words that best described the Z1, along with "a new dimension in driving". Trademark BMW roadster attributes were adopted and fused with the latest technology. Ingredients included superior performance, the ability to drive with the roof down, a sense of sheer originality and a dash of extravagance. The Z1 had all the right credentials: low weight and low centre of gravity, front mid-engine and compact dimensions. The highlight though was without doubt its pioneering technology: the unique vertical sliding door concept and the supporting sheet-metal structure with a plastic outer skin.
Demand wins the day: the roadster is to be built - by hand.
The response was overwhelming - the company was inundated with inquiries from customers, while there was a great deal of public speculation about whether BMW had the courage to actually build the car. Whereas BMW kept silent on the matter, development for series production was already in full swing behind closed doors. It was obvious that the Z1 would have to be built largely by hand on account of its unusual design characteristics and the materials used. This, in turn, meant a small production run and a high price tag. Nevertheless, the BMW Board of Management pushed ahead with the launch.
Almost exactly two years after finalising the Z1 concept and one year on from the study's unveiling, BMW laid its cards on the table when it made the following announcement on 10 August 1987: "The time for speculation is over, the guessing game has come to an end: BMW AG will be presenting the Z1 Roadster at the Frankfurt Motor Show." Speeding up the development process had been a pilot task for this project, and after a development time of just three years a limited number of the 170 hp front mid-engined sports car would go into small-scale production from June 1988. "Once the custom-built production process is up and running at full capacity, up to six car enthusiasts a day will be able to start enjoying undiluted driving pleasure instead of just dreaming about it."
The ink had barely dried on the announcement when the advance orders started to stream into Munich. The Frankfurt Motor Show hadn't even started when a major motoring magazine wrote: "The groundswell of euphoria gives reason to suspect that the last person to place an immediate order won't get their hands on their Z1 until the year 2000!" BMW gave a small group of top journalists a preview of just what would make the new roadster one of a kind. The Director of BMW Technik GmbH at that time, Ulrich Bez, gave an emphatic demonstration of the benefits of the plastic panelling: he jumped with both feet onto a vehicle wing lying on the floor, which promptly buckled - then sprang back to its original shape when he stepped off it again.
BMW's historic 1987 Frankfurt Motor Show: first V12, first 3 Series Touring, first Z Roadster.
When the show finally opened its doors on 11 September, visitors descended on the BMW stand in their hoards to behold a unique collection of firsts all set to go down in motoring history: the 750i powered by Germany's first post-war 12-cylinder engine was marking its world premiere, as was the first ever 3 Series Touring as it blazed a trail for a whole new breed of car, and, of course, the avant-garde Z1, the first BMW roadster for around 30 years. Set off to stunning effect by a wall of water as a backdrop, a German news magazine deemed it "probably the most photographed vehicle at the entire show".
With so many customers desperately eager to be among the first to order a Z1, a German motoring magazine decided to try its luck at buying the Reed Green exhibit straight off the stand. But despite being offered DM 150,000 in cash, the BMW team stayed firm: it was simply not possible, as the Z1 was one of just ten test vehicles, all of which were still urgently required. Besides this, the Z1 still had to undergo homologation testing, so the roadster could not have been sold under any circumstances - not even for the two million German marks the prototype had actually cost!
And so the waiting game started - and went on for a good year, as it would be autumn 1988 before the Z1 went into production. The planned asking price was DM 80,000. In the meantime, the potential clientele could seek solace in the first sales brochure entitled "For sheer driving passion: the BMW Z1 High-Tech Roadster".
October 1988: the Z1 - a radically different approach to development and construction.
Finally, in October 1988, the time came. Dr Wolfgang Reitzle, Member of the Board of Management responsible for Research and Development at BMW AG, saw the roadster as far more than just another new model. More importantly, it bore out the success of the innovative development structure deployed at BMW: "As a result of the newly created interdepartmental work processes that have been implemented with our Research and Technology Centre in association with Motorsport GmbH and Technik GmbH, BMW now has unique and highly efficient instruments at its disposal for the development of new cars. The Z1 represents the first project where BMW has ventured beyond a pure vehicle project to test out and successfully employ revolutionary new approaches in this broader form."
The Z1 truly was different from the ground up. A self-supporting monocoque construction made up of individual sheet-steel parts constituted the car's backbone. After it had been welded together, the entire frame was hot-dip galvanised in an immersion bath. Not only did this ensure seamless corrosion protection for the monocoque, it made it substantially more rigid too: the coating of zinc that was applied acted as a connecting and supporting element, especially around panel seams and joint overlaps. The effect was an increase in the monocoque's torsional resistance of around 25 per cent.
The second peculiarity of the Z1 bodyshell was the vehicle floor, which was bonded with the frame and partly bolted to it - and made of plastic. In collaboration with specialists from MBB - now merged into EADS - the Z1 engineers had developed a material which combined low weight with high load-bearing capacity, was immune to corrosion, safe in a collision, and produced smooth underbody contours. The solution was a combination of fibre-composite materials sandwiched together. The resulting structure of two layers of glass fibre-reinforced epoxy resin with polyurethane foam in between produced a floor assembly with a weight of just 15 kilograms.
This construction had the added advantage that the floor unit could be preassembled separately before being completely bonded with the vehicle frame as well as bolted to the steel structure at certain points. Special bracing incorporated into the sandwich structure enabled high forces to be applied in the vicinity of chassis mounting points and seat mountings, for instance. Indeed, the floor assembly increased the monocoque's static torsional resistance by a further ten per cent when installed.
With the additional help of the high, oversized side sills and the engine mounts, this structure stood out for its exceptional strength and outstanding accident safety. A transverse tube in the dashboard area combined with the tube used to reinforce the windscreen frame to ensure highly effective protection in the event of a side-on collision, too. And as the tube inserted into the windscreen frame formed a direct connection between the two A-pillars, it also doubled as roll-over protection.
New outfit in one hour flat: fully bolted outer skin of plastic panels.
Although the monocoque was roadworthy as it was, it was cloaked in plastic: indeed, the Z1 was the first model ever to feature a plastic exterior whose vertical parts were all made of injection-moulded thermoplastics. Resilient and proven to be immune to damage, the panels were bolted into place. In theory, with a complete second set of outer panels it would have been possible to convert a Z1 from red to blue in the space of an hour using nothing more than a screwdriver.
Different types of plastic were used for the panelling parts depending on their task. The front and rear sidewalls, the doors and the side sill covers were made from a high-tech thermoplastic that was renowned for its high impact strength, almost completely eliminating the risk of bumps and dents resulting from minor knocks. The panelling for the front and rear bumpers, on the other hand, possessed very different properties - the highly elastic plastic used here was able to fully regain its former shape following impacts at up to 4 km/h (2.5 mph).
The bonnet and boot lid as well as the soft-top compartment cover were made from special fibre composites. During the production of these plastic components, different glass fabrics (depending on the demands that would be placed on the component), foam core sections as well as the necessary fastenings, such as bolts and braces, were placed into the mould in a dry state. Once the mould had been closed, epoxy resin was injected into it and compressed while being subjected to carefully controlled temperature sequences. Components manufactured in this way combined excellent surface quality and high strength with precisely defined energy absorption in the event of an accident. Despite these advantages, the BMW engineers acknowledged that "it would appear impossible in the foreseeable future to use a larger amount of plastic for making the exterior of mass-produced vehicles".
Special paintwork system with three different degrees of hardness.
The four possible paint finishes for the Z1 were not mere colours bearing the highly descriptive names of nature Green metallic, Dream Black metallic, Fun Yellow and Top Red, their chemical composition was different too. Development work carried out in collaboration with the suppliers had led to the creation of the Varioflex paintwork system, which catered to all the requirements when applying the paint to different plastic materials.
The conventional painting techniques for metal at that time hardly placed any special requirements on the paint in terms of its flexibility, as it was relatively easy to obtain a high surface gloss and keep the colour consistent. Due to the differing requirements depending on the specific component involved, the various plastic materials used on the BMW Z1, on the other hand, called for a paintwork system offering three different levels of flexibility: high flexibility for the bumper and side sill panelling, medium flexibility for the doors and wings, and a hard coating of paint - just like on a metal body - for the bonnet, boot lid and soft-top cover. While all components received the same base coat providing the actual colour of the car, the parts were then painted with different clear coats, depending on the degree of elasticity required.
Unequalled even today: vertical sliding doors.
Viewed from the outside, the Z1 therefore had all the makings of a sophisticated-looking, but ultimately conventional roadster - if it hadn't been for its doors. These retracted electrically into the side sills, allowing both driver and passenger to cruise along with the door open if they wished, a feature which has never been emulated since. "The car is so low and the flanks so deep that the driver of the new model is able to effortlessly pluck sweet clover, plantains and other ground-hugging greenery from the wayside by simply leaning out," as one news magazine reported. What's more, this particularly refreshing form of travel was both perfectly safe and legal into the bargain thanks to the ample side protection provided by the high sills.
The mechanism for the doors and side windows was driven by two electric motors and a toothed belt. The motors incorporated a freewheel function to allow the doors and windows to be operated manually if necessary. To avoid burdening the actual door with additional weight, all of the electrical and mechanical components were integrated in the car's body. A double mechanical lock acting on the doors in both opened and closed position prevented rattling noise and excessive door movement while driving. The side windows could, of course, be lowered separately from the doors: after the doors had been opened and closed again, the windows automatically returned to their previous position.
Sports car devoid of wings and spoilers: a paragon of aerodynamic design.
The Z1's appearance belied its true sporting talents. Originally conceived as an automotive test laboratory, outstanding aerodynamics had been a top priority for development. The aim was to meet these targets without using the customary aerodynamic aids at that time such as spoilers and wings; instead, the basic shape of the vehicle itself, including the underbody, was intended to achieve the desired results.
The very flat front end of the Z1, the smooth transitions on its bonnet and the windscreen raked at an angle of 62° provided all the right ingredients for a smooth flow of air along the top of the car. The vehicle's perfectly smooth underbody formed a virtually continuous surface extending from the front end through to the rear axle. The underside of the vehicle rose slightly towards the rear in the form of a diffuser, thereby directing the airflow at the transverse rear silencer, which was shaped in the form of a wing to help reduce rear axle lift substantially.
The car's looks made no secret of the fact that it was something quite special. After all, one of the highlights of the innovative Z1 concept was an up-to-date and highly attractive interpretation of the roadster concept. It marked a departure from the long, elongated shape of classic roadsters, featuring instead short overhangs as well as a compact overall length relative to its wheelbase. The joints along the side panels were quite different from the conventional design at that time. The new door concept produced a wide, joint-free side sill with an elevated entrance height, with the upper edge of the bumpers and side sills forming a continuous line. The Z1 was tapered in around the doors, giving the wings a broad and flared appearance that was reminiscent of the M3. The BMW kidney grille also sported an updated look, as it was fully integrated in the front bumper's contours, making it look smaller and more compact.
The new BMW roadster's interior appointments were highly functional in nature but, above all, very upmarket: the seats and door panels were all trimmed in new high-class materials combined with fine leather. The low-slung seating position, bulky transmission tunnel and wide sills called for a new technical concept for the Z1 seats, so the roadster was fitted with bucket-shaped all-foam seats affording the high levels of lateral support needed to be able to put the sports car's outstanding cornering abilities to the test. Plastic shells painted to match the car's colour enveloped the seat backrest, which had the headrest integrated into its outline. The driver's seat was height adjustable, and the passenger seat could be tilted forward to make better use of the through-loading facility.
Low centre of gravity, broad stance: "supreme driving pleasure".
The powertrain and chassis of the Z1 were largely inherited from the 3 Series. Hard at work under the bonnet was the classic BMW straight-six engine, which mustered 170 hp from its 2.5-litre displacement and was fitted in a front-mid position. A central aluminium tube ran from the five-speed manual gearbox to the rear differential to produce a torsionally and flexurally rigid link between the two. The single-joint spring-strut front axle taken from the 3 Series handled the task of wheel location at the front, but a brand new construction was employed at the rear: a multi-link axle comprising two transverse control arms and one longitudinal control arm. It was dubbed the "Z-axle" in German, which was shorthand for "centrally guided, spherical double-wishbone axle" rather than a reference to the new model's name. The kinematic arrangement of the three control arms ensured excellent directional stability as well as effective anti-squat and anti-dive control. This configuration endowed the Z1 with go-kart-like handling characteristics, with the axle load split in the ratio 49:51 and the vehicle's centre of gravity located some ten centimetres lower than on comparable sedan models.
As a result, the Z1 was truly in its element as it wound its way along the twisting country roads of Central Italy around Punta Ala, earning it unanimous praise. It was deemed to offer "supreme driving pleasure" and revered as a "textbook driver's car". As the assembled international car testers at the presentation noted to their surprise, not even the poorer roads could trouble the chassis or provoke any tangible body torsion. The Z1 had a top speed of 225 km/h (140 mph) and could dart to 100 km/h (62 mph) from stationary in just under eight seconds. "For the Z1 driver, it is not the sheer performance that makes the compact car so appealing," as one well-known tester reported, "rather it is the way in which this most irrational of all BMW models drives. Nimble like a go-kart, instantaneous throttle response, goes round bends as if it's on rails - it fits the driver like a glove, making it so much fun to drive! The sensation generated by the raw motoring experience is further heightened by the fact that you are virtually sitting out in the open air - it's like a motorcycle on four wheels." The verdict: "It's one of the most fun cars we've ever driven, and that's the absolute truth." And there was certainly no doubting the exceptional nature of the BMW roadster either. As one news magazine summed up: "It is the most extraordinary BMW since the days of the one-door Isetta with its entrance between the front wheels."
The price for the Z1 had by now climbed to DM 83,000, but in no way did that deter the buyers. Some 4,000 orders had already been placed, meaning the Z1 was already sold out until the end of 1990. And when the first production models rolled off the assembly line in early 1989, sales contracts that were ready for delivery were already being advertised in newspapers for a premium of DM 20,000.
Cult car and trendsetter: star of a virtual film, Art Car - and first in the line of BMW Z sports cars.
The roadster's destiny as a cult car and trendsetter was etched into its cutting-edge monocoque. The advertising campaign culminated in the first fully computer-animated product film from BMW, which featured a real-life couple in an actual Z1 gliding through a virtual world for five and a half minutes - wearing, of course, the original soft white leather balaclavas that BMW had specially made for the Z1. In the autumn of 1990, BMW Motorsport GmbH offered the first "Z1 adventure tour" to the south of France, comprising an all-inclusive experience that would be enjoyed "with kindred spirits and in the most exclusive style": three days in the south of France, a flight in a helicopter, powering around the Paul Ricard grand prix circuit near Marseilles with a chance for participants to hone their driving skills, staying in smart sport hotels. The total price of DM 3,500 even included the Z1 that was provided for the event. A few months later, in spring 1991, the artist A.R. Penck adorned a Top Red Z1 with black graffiti, thereby adding a new member to the legendary series of Art Cars. Another bright red Z1 was destined to stay in the garage though: a roadster boasting a wide, sporty chassis and an uprated engine under the bonnet, the Z1 M was a prototype model from Motorsport GmbH sporting muscular wheel arches, a low-slung front end and twin headlights. Two air scoops arched behind the head restraints, and sitting atop either side of the deep rear apron were two pairs of circular rear lights. In short, the graceful roadster had been transformed into a beefy racer.
After a run of 8,000 BMW Z1 models, production came to an end in June 1991. It had breathed life back into a segment in the BMW portfolio which continues to enjoy immense popularity today: two-seater sports cars with a Z as their distinguishing letter. The small number that were made, the unique overall design concept and, not least, the tremendous driving pleasure it generated have today earned the Z1 a place amongst the modern classics of BMW automotive history. 25 years on, these cars still have a futuristic look about them and are still in active service: at least one Z1 has a certified mileage of over 330,000 kilometres (205,000 miles). The future never grows old.
Sunday, June 3, 2012
Friday, June 1, 2012
Thursday, May 17, 2012
Happy 40, M!
The Legendary BMW Motorsport Gmbh gets 40. Enjoy the gallery.
M1(E26) 1978 – 1981
M Coupe (E36/8) '1998 – 2002
The BMW M Story. 40 Years BMW M GmbH.
M1(E26) 1978 – 1981
M3
M5
M6
M Roadster (E36/7) '1995–2002
The BMW M Story. 40 Years BMW M GmbH.
16.05.2012
"A company is like a human being. As long as it goes in for sports, it is fit, well-trained, full of enthusiasm and performance."
These were the words of Robert A. Lutz, BMW AG Board Member Sales, back in 1972. They were the words christening the youngest subsidiary of BMW AG at the time, BMW Motorsport GmbH. Today the company is called BMW M GmbH. But it is just as fit, well-trained, full of enthusiasm and performance as it was 40 years ago.
The early 1970s were the dawn of a new age for BMW: A new, young Board of Management under Eberhard von Kuenheim had set out to strategically power and pursue the ongoing success of the Company. This included the construction of a new head office - the legendary BMW Four-Cylinder - as well as the establishment of BMW's own in-house Sports Division. Quoting Robert A. Lutz once again: "With sports always being a driving force at BMW, also while the Company was developing dynamically in the business world, it was only obvious at this point that we should concentrate and consolidate our activities in motor sport."
Indeed, demand and untapped opportunities exceeded the potentials and capacities of the former Sports Department by far. The BMW 1800 TI and 2000 TI, as well as the entire 02 Series, were the most popular competition cars winning one race after the other. But BMW itself was able to meet only a fragment of the overall demand, the vast majority of cars being prepared, run and sold by tuning companies. Since the mid-1960s, BMW had also been involved in Formula 2 - and in the years to come hardly a team anywhere was able to enter this Formula successfully without BMW's high-performance power units. Countless racing wins and European Championships by BMW dominated the scene.
1972: A team highly experienced in racing forms BMW Motorsport GmbH.
BMW Motorsport GmbH, facing the challenges described, took over on 1 May 1972. The Managing Director of this team of specialists originally made up of 35 employees was Jochen Neerpasch, an ex-Porsche works driver and Ford's Racing Manager in Cologne before moving to Munich.
He immediately attracted a whole group of racing drivers destined to leave their stamp on BMW Motorsport for decades to come: Chris Amon, Toine Hezemans, Hans-Joachim Stuck and Dieter Quester. Björn Waldegaard and Achim Warmbold were hired by the Company as rally drivers.
The new company was able to move into its own building after just a few months, with the racing workshop and racing engine production shop, toolmaking and the engine dynamometer all being installed in the immediate vicinity of BMW's Munich Plant on a site measuring more than 8,000 square metres in Preussenstrasse. This is where the sports machines for 1973 saw the light of day: A 950-kilo 2002 powered by a two-litre four-valve four-cylinder for rally racing, with maximum output of 240 hp, as well as a new touring coupé described by Jochen Neerpasch in the early days in very clear words: "Since we saw 1973 as our kick-off year, we didn't expect to win this European Championship right away." The model designation of the new car was 3.0 CSL. The doors and lids were made of aluminium, the five-speed gearbox featured a magnesium housing. Overall weight was 1,092 kg or 2,408 lb. But the real highlight was hidden beneath the hood, a 3,340 cc straight-six with 12 valves, fuel injection and a compression ratio of 11:1. Maximum output: 360 hp. This was the last two-valve engine that BMW built for racing.
BMW's traditional philosophy: The human focus.
BMW Motorsport GmbH entered the 1973 season perfectly prepared not only in technical terms. The drivers were also top-fit, with Jochen Neerpasch taking the entire team of drivers to a "driver tuning" season in St. Moritz. Here, in this Swiss skiers' paradise, the entire team received the final touch from a sports instructor and a sports psychologist. Even back then, in the very early years, BMW attached the utmost importance to optimisation of the man/machine interface. And there were even plans back then for similar courses to be offered to "non-professionals". Since 1977 these courses have been called BMW Driver Training.
This was the team BMW Motorsport GmbH took to the race track in the 1973 season. And it was not only the 3.0 CSL coupé that hit the headlines from the very beginning: For the first time a complete racing team from the car transport vehicle to the key tag came in the same design.
These were the three blue, violet and red colour stripes on a brilliant white background characterising the look of BMW Motorsport to this very day.
The CSL coupés in these colours soon known to everybody in the world of motor racing were unbeatable. Hans-Joachim Stuck and Chris Amon brought home the Touring Car Grand Prix at the Nürburgring in their very first attempt. BMW was the overall winner of the Touring Car Category in the 24 Hour Race at Le Mans.
The most successful touring car of its day: The BMW 3.0 CSL .
The 3.0 CSL dream coupé in its spectacular racing livery subsequently became the most successful touring car of its time, winning the European Championship six times between 1973 and 1979 and dominating the international touring car scene for almost a decade. But the BMW 3.0 CSL was a pioneer not only in its colour design, but also through a whole range of significant technical innovations: First, it was powered from 1973 by BMW's first-ever four-valve six-cylinder. Second, it featured a prototype anti-lock braking system from 1974, long before this innovation became standard technology in the BMW 7 Series. And at the end of its career, in the guise of the turbo coupé, the 3.0 CSL developed maximum output of up to 800 hp. In 1976, BMW Motorsport GmbH sent BMW's most powerful touring car out on to the track with Ronnie Peterson at the wheel, this supreme version of the CSL featuring a 3.2-litre biturbo engine with output intentionally reduced to 750 hp.
BMW Motorsport GmbH maintained its successful process of development also in Formula 2: Fifty of BMW's two-litre four-valve engines went to March, subsequently winning 11 out of 16 races. In 1973 Jean Pierre Jarier, powered by a BMW engine, brought home the European Formula 2 Championship at the wheel of his March and the engine dominated the two-litre category consistently for nearly ten years, with Patrick Depailler (1974), Bruno Giacomelli (1978), Marc Surer (1979) and Corrado Fabi (1982) winning the European title in their BMW-powered March Formula 2 racing cars. Other teams were equally thrilled by this two-litre four-cylinder built in a production run of more than 500 units, most of which developing over 300 hp.
In 1975, BMW Motorsport GmbH shifted its focus to the other side of the Atlantic: Now the Company concentrated on the US IMSA Series, seeking in the process to present the letters "BMW" to a larger US market. When the year came to an end, the number of US citizens who knew that BMW stood for "Bavarian Motor Works" had increased considerably - and this was no surprise with BMW winning the Manufacturer's Category in the IMSA Championship.
1976: The "driver's school" becomes BMW Driver Training.
On 3 February 1976, BMW's Board of Management decided to entrust BMW Motorsport GmbH with yet another task: to professionalise an activity still referred to at the time as a "driver's school". The original brief given to the Management of the Company was to organise 15 courses a year with 20 participants each at BMW's test facilities, as well as five additional courses with 100 participants in each case on race tracks - that is a total of 800 participants a year. "As the Company responsible throughout BMW for all motor sport activities, BMW Motorsport GmbH wishes to promote the driver in his performance as part of the man/machine system." This was the key statement in the initial publication of BMW Driver Training - and it remains valid to this very day.
From the very beginning one of the main features of BMW Driver Training was to provide the cars for the participants to use - and this philosophy remains unchanged to this very day. This means that all participants have the same cars in technical terms and need not worry about tyre wear and their own cars. To implement this philosophy in practice, the Company established its own small fleet of BMW 320i's, at the time the ideal car for training with its maximum output of 125 hp. All of these cars featured a specially tuned suspension, a limited-slip differential with 40 per cent locking action, and a bucket seat for the driver. So BMW's first "team" in Driver Training was certainly well prepared.
The BMW Driver Training curriculum was all set and ready to go following the first test courses at the Manching Military Airfield near Ingolstadt, Rauno Aaltonen officially signing up as BMW's first chief instructor on 13 January 1977. In fact, Aaltonen applied his experience not only on the track, but also through the only book on driver training published at the time: "Revolution at the Wheel" - a unique book clearly describing the course and its curriculum, and therefore sold out almost overnight. To this very day, the "Flying Finn" passes on his unique skills to BMW drivers, although the focus has now for a long time been on greater safety.
Soon making their appearance: The first "extra-hot" road-going BMW.
Well into the second half of the 1970s, BMW Motorsport GmbH focused almost exclusively on the construction of racing cars. The new BMW 320 entered in Group 5, for example, continued the outstanding success of the 02 Series. But many a good customer - not just racing drivers, but also BMW enthusiasts in everyday life - were also looking for M Power on regular roads and this is how the first "hot" 5 Series came into being from 1974: the 530, 533i, 535i. Indeed, these cars were superior to their production counterparts not only in terms of their engines, but also in their suspension and brake technology receiving the special attention of the engineers at BMW Motorsport GmbH. "Regular" saloons almost "normal" at first sight thus became the first high-performance four-seaters revolutionising the world of the sports car through their sophisticated technology. Initially these were built and sold only in very small numbers, but soon the performance philosophy became increasingly popular. By 1980, 895 units based on the first 5 Series had been purchased.
The big sensation in the world of sports cars in 1978: The BMW M1.
The next project to come along was geared towards producing Motorsport GmbH's first competition car not based on a regular production model: the BMW M1. While BMW built the technical components, Lamborghini was supposed to supply the body and the chassis. However, financial problems at Lamborghini resulted in significant delays. Ultimately, a new production chain had to be found and the manufacture of the BMW M1 turned into something of a patchwork puzzle. The spaceframe was manufactured at Marchesi, the glass-fibre reinforced plastic bodyshell was produced at T.I.R., both companies were based in Modena. Giorgio Giugiaro's company ItalDesign assembled them and provided the interiors fittings. The cars were then transported to Stuttgart where Baur installed all the mechanical assemblies.
Jochen Neerpasch, the Managing Director of Motorsport GmbH, joined forces with Bernie Ecclestone and Max Mosley to create the ProCar Series as the opening race leading into most European Formula 1 Grand Prix during the 1979/80 season.
Since the minimum production requirement for homologation in FIA Group 4 was 400 units, the ultra-low mid-engined M1 measuring a mere 1.14 metres in height also came as a road-going model. The first car with the famous letter "M" made its debut in the market. The price of the 277 hp M1 back in 1978 was exactly DM 100,000, but demand exceeded supply by far. When 130 cars had been completed after one year, there were still more than 300 firm orders waiting to be fulfilled. Right from the start the M1 was the fastest road-going sports car built in Germany, as timed by a leading car journal: In a test conducted in 1979, the M1 reached a top speed of 264.7 km/h or 164.1 mph. "You only have to shift up from fourth to fifth at 213 km/h or 132 mph, and then keep on accelerating all-out up to the top speed of the car," according to the testers. Lots of customers appreciated this, as did the subsequent Formula 1 World Champion Alan Jones.
Even this was very little compared with the racing version: Developing 470 hp, the ProCar racing version had a top speed well over 300 km/h or 190 mph. And it was in one of these cars that Niki Lauda, already two-time winner of the Formula 1 World Championship, made his big appearance in 1979, winning three out of 8 M1 ProCar races and finishing second on another occasion. In the USA the Red Lobster Team Ml's quickly became genuine cult cars wiping out the competition in the IMSA GTO Class.
Motivated by the outstanding success of the M1 and its great image, Motorsport GmbH decided to build another model: Proceeding from the regular 5 Series, the engineers developed and built the M535i in 1980, carrying over the two-valve six-cylinder from the 635CSi. With engine output of 218 hp, this 5 Series quickly became the king of the fast lane.
Formula 1 sensation in 1980: BMW creates the World Championship turbo engine.
Jochen Neerpasch left Motorsport GmbH in 1980 and was succeeded by Dieter Stappert taking over as the Racing Director. Paul Rosche, in turn, who had been responsible for BMW racing engines since 1969, was appointed Technical Director. And it was indeed Paul Rosche who became the key player when BMW decided in the early 1980s to prove its competence also in the highest realms of motor sport: In April 1980, BMW officially announced its entry into Formula 1, giving the engineers at Motorsport GmbH the green light to develop BMW's first Formula 1 power unit:
Taking a four-cylinder displacing only 1.5 litres and based on a standard production block, the team of specialists around engine "wizard" Paul Rosche created a Formula 1 power unit developing staggering output of 800 hp. The secret behind this mind-boggling performance was the combination of 16-valve technology and a turbocharger masterminded for the first time in Formula 1 by Digital Motor Electronics.
The first training car was put through its paces in practice just a year later and in 1982 Brabham entered the first Grand Prix with a BMW engine. Right from the start, this turbocharged power unit proved its supremacy on the track, with the greatest triumph following in 1983: Just 630 days after BMW's Formula 1 engine had made its first appearance, Brazilian driver Nelson Piquet won the World Championship in a Brabham BMW. And up to 1987 BMW brought home a total 9 Grand Prix wins with this successful machine.
BMW M turbo engines did not only go to the Brabham Team. Arrows also used the M power machine from 1984 to 1986, just like ATS in 1983/84 and Ligier in 1987. In 1986, Gerhard Berger won the race in Mexico in a Benetton car, marking the last triumph of this turbocharged power unit. A year later Road and Track, the US car journal, demonstrated the supreme performance of the Benetton B 186 with Teo Fabi at the wheel: Powered by 900 hp, Fabi's monoposto accelerated to 100 mph (160 km/h) in exactly 4.8 seconds. And Paul Rosche was confident that this four-cylinder was able to develop a lot more power in practice: "It must have been about 1,400 hp, but we don't know the exact figure since the engine dynamometer didn't go beyond 1280 hp."
Another important event in 1983 went almost unnoticed: BMW Motorsport GmbH took on additional functions and responsibilities when it was transformed into a performance-oriented development company. Accordingly, the headcount at BMW's highly successful subsidiary was now increased to 380, further important responsibilities such as motor-sport organisation, administration and workshops being added to the development, design and testing of outstanding BMW products. This saw the creation of individual development centres for engines and suspension technology providing the input for these activities. And in its customer relations Motorsport GmbH had already been offering far more than "just" sophisticated automotive technology for a long time already, sales of accessories and the growing wish of discerning customers for custom-built and individually equipped cars already accounting for a significant share in sales.
BMW M1 six-cylinder also featured in production cars: The M5 and M635CSi.
In 1984, Motorsport GmbH hit the headlines once again, especially among all aficionados of high-performance sports cars: The fast-revving four-valve straight-six originally featured in the M1 now made its appearance in the M635CSi Coupé and in the M5. Particularly the M5 hand-built in Preussenstrasse quickly became a legend in the world of motoring: The M5 was a genuine "wolf in sheep's clothing", with output of 286 hp exceeding the engine power of the 518i almost three times. While at first sight the M5 could hardly be distinguished from its regular production counterpart, its top speed of 245 km/h or 152 mph caught many drivers of big saloons and sports cars thoroughly by surprise when the M5 simply left them standing no matter how hard they tried. The term "Executive Express" was born.
1986: The debut of the M3, the most successful touring car ever.
After completing its activities in Formula 1, Motorsport GmbH focused all its energy on touring car racing. And in 1986 this resulted in the birth of the BMW M3, a compact two-door sports saloon representing BMW's first parallel development in series production and motor sport: The road version requiring a production run of 5,000 units within one year for recognition as a touring car was conceived for racing right from the start and tailored in virtually every respect to the regulations in Group A. Since the facilities in Preussenstrasse were unable to handle the sheer magnitude of the tasks involved, Motorsport GmbH moved to its second home in the Munich suburb of Garching in 1986.
The result was an outstanding success for BMW in every respect. Right from the start, this brilliant white racing car in BMW Motorsport livery brought home one racing win, trophy and title after the other: In 1987, Italian driver Roberto Ravaglia won the World Touring Car Championship at the wheel of a BMW M3.
Developing maximum output of 195 hp from its four-cylinder 16-valve power unit and featuring a catalytic converter as standard, this high-performance saloon became the benchmark in motor sport from now on.
In the five years to follow, the M3 was the uncontested leader in the international touring car scene, bringing home two European Touring Car Championships, winning the German Touring Car Championship (DTM) twice as well as a large number of other international events and championships, and thus becoming the most successful touring car.
The M3 was equally successful as a road-going car for customers, reaching a sales volume nobody would have expected: Sales of the first BMW M3 amounted to more than 17,970 units, including 600 2.5-litre M3 Sportevolution models as well as 765 M3 convertibles built by hand. The M3 also proved that sporting performance and environmental protection need not necessarily be a contradiction in terms, with the M3 offering a standard of fuel economy quite unparalleled in relation to its power and performance.
A new market: The second M5 also built as a touring car.
The M5 entered its second generation in 1988, the straight-six power unit originally displacing 3.6 and subsequently 3.8 litres, with output increasing first to 315 and then to 340 hp. Another change was that the engines no longer bore the "M" in their internal production code, but rather an "S" designating the origin of BMW Motorsport GmbH power units from now on. The customer is able to determine the difference at a glance, the letters "BMW" now being replaced by "M Power" on the valve cover, just as on the M3 four-cylinder. The M5 was initially introduced as a saloon and then at the beginning of 1992 as a touring to create a unique synthesis of a thoroughbred sports car and a sophisticated transport vehicle.
When the next 3 Series was set to make its appearance in 1990, Motorsport GmbH was already working on the new BMW M3 which was launched on the market in 1992. But the new car was no longer adorned by striking spoilers and widely flared wheel arches, like its predecessor. Instead, the new M3 - reflecting the signs of the times - came in a more discreet look and was recognisable to the connoisseur only through specific details - one of which, of course, being the unmistakable sound generated by the three-litre six-cylinder four-valve power unit developing maximum output of 286 hp. This M3 six-cylinder was also BMW's first engine with VANOS variable valve timing, an infinitely adjustable system varying the intake camshaft as required. This system patented by BMW M boosts torque above all at low and medium engine speeds.
Another unique feature on this car seen for the first time was the introduction of engine management developed by BMW and with a capacity of 20 million instructions per second.
The Car of the Century: The second BMW M3.
Customers and the media alike simply loved this M3 right from the start. The order books were full immediately and the first titles and awards were just around the corner. The readers of sport auto, the German motor magazine, made this most agile of all BMW 3 Series their "Car of the Year" no less than twice in a row, Auto Plus in France even chose the M3 following a comparison with other upmarket models as the "Car of the Century". And immediately after the M3 had been launched in the USA, the editors of Automobile Magazine gave the new star their "Car of the Year" award, the first time ever that this prize went to an import.
This time both a convertible and a somewhat more comfort-oriented saloon were included in the planning process right from the outset. Developing maximum output of 295 hp, the M3 GT produced in a small, special series moved up the performance benchmark right to the top. Between 1992 and 1996 Motorsport GmbH built more than 85 four-door racing 3 Series based on this M3, with Johnny Cecotto at the wheel winning the ADAC GT Championship in 1993 and setting out to conquer the US motor-sport market next. So it was no surprise that the 400 hp PTG M3 subsequently won the IMSA title in 1996.
The really discerning purchaser was able to have his M3 - just like every other BMW - built to his personal wishes, since BMW Individual had been established by Motorsport GmbH in 1992, supplementing the Company's existing activities. Covering the entire range of BMW models, this specialist company fulfils the most individual wishes and preferences tailor-made to the customer and exceeding the range of "regular" options by far. Demand is particularly great for unusual paintwork or interior equipment, as well as individual features and professional communication electronics. Establishing BMW Individual, Motorsport GmbH once again became a pioneer in the market, also opening up the door to more individual style in the automotive world, one might say as the supreme standard of customer orientation.
With this new line of business developing and expanding at a breath-taking pace, the Company had to be adjusted once again: It required a new name covering the entire scope of operations, since a customer wishing to have his car individualised by BMW Individual or taking part in BMW Driver Training did not find what he was looking for under the existing name "Motorsport GmbH". So what could have been better than that legendary letter M, defined within the Company as the "most powerful letter in the world"? Since 1 August 1993, therefore, the former Motorsport GmbH has been BMW M GmbH.
In 1995, the best-selling BMW M3 received even more power in a far-reaching process of evolution. And this extra power - 321 hp from 3.2 litres, more than 100 hp per litre - set a new benchmark for the competition and was also accompanied by extra torque. Double VANOS variable timing was also used for the first time, the advanced system with continuously variable timing of the intake and exhaust camshafts. Another feature was the introduction of a six-speed manual gearbox as the standard for conveying drive power to the rear wheels.
A world-first achievement in transmission technology: SMG.
As far as transmission was concerned, BMW M GmbH became the first car maker in the world to introduce the Sequential M Gearbox (SMG), offering this unique technology in the M3. Based on the conventional M3 gearbox, SMG activates the clutch electrohydraulically when changing gears. So from now on the driver of the M3 no longer had to press down the clutch pedal, but was able to shift gears instantaneously simply by pulling or pushing the gear lever up and down one level. While some drivers were a bit sceptical about this new technology at the beginning, SMG soon boomed in the market, almost every other BMW M3 being fitted with this type of SMG gearbox by the time production came to an end.
Also in 1995, another engine with M Power scored an outstanding triumph: This was the big six-litre 12-cylinder based on the 750i engine powering the closed-top McLaren sports car to victory in the 24 Hour Race at Le Mans. Four-valve technology, a titanium crankshaft and an aluminium clutch helped to give the V12 maximum output of more than 600 hp. Once again it was an engine designed and built by Paul Rosche, who created the FI together with McLaren director Gordon Murray as the ultimate road-going sports car.
A few years later in 1999, BMW celebrated the greatest success with this power unit, the BMW V12 bringing home overall victory at the legendary 24 Hour Race in Le Mans.
By this time, however, the engine was no longer a product of M GmbH. BMW Motorsport Ltd was established in the United Kingdom in late 1995, taking over all of BMW's motor-sport activities. Since then M GmbH has concentrated on the three areas of BMW M Cars, BMW Individual and BMW Driver Training.
The muscle twins: M roadster and M coupé.
The next sports car boasting that symbolic M at the rear entered the market soon after in 1997: The M roadster starring as the Ultimate Driving Machine in every respect is more than "just" a thrilling combination of the Z3 roadster with the 321 hp power unit of the M3. For at the time this unique muscle machine was also the highlight within the BMW roadster line-up. And the M coupé following shortly after the M roadster is a thoroughbred sports car of the highest standard, again featuring the M3 power unit and based on the M roadster, but with its own very special character. Indeed, the M coupé combines supreme agility and dynamic driving performance in a body offering not only driving pleasure, but also practical advantages in everyday motoring. Two golf bags, for example, fit easily into the attractively styled rear compartment.
1998: The M5 with its 400 hp 8-cylinder.
In 1998 the engineers of BMW M GmbH introduced the third generation of the BMW M5, opening up an entirely new dimension of driving dynamics in this part of the market. Naturally, understatement was once again the name of the game in creating this high-performance top model within the successful 5 Series. This is precisely why only the connoisseur can tell the new M5 from outside, focusing on the redesigned front skirt with its extra-large air scoop, the wide light-alloy wheels and the four tailpipes already well-known from the M roadster and M coupé.
For the first time the heart of the M5 is an all-new 8-cylinder offering the ultimate in power and torque: Maximum output is around 300 kW (400 hp) and torque peaks at around 500 Nm (369 lb-ft). And like its predecessor, the new M5 again features an ultra-precise and smooth six-speed manual gearbox.
2000: Entry of the third M3 in exciting new design.
Over the years the engineers at BMW M have set the standard not only in engine technology, but also with the chassis and suspension, for example on the third-generation M3. Making its debut in the year 2000, the M3 featured the compound brakes, with floating brake disks combining the advantages of better heat dissipation and a longer service life than regular systems. This new BMW M3 offered a bit more of everything: more power, more performance, more unique style. In simple facts and figures, this means 343 hp, 365 Nm (269 lb-ft) and acceleration from 0-100 km/h in 5.2 seconds. And contrary to its predecessor, the new M3 once again expressed its outstanding performance and driving qualities more clearly through truly exciting design. Nothing had changed about the M3's ability to cope with everyday road-going situations. It remained a high-performance automobile which once again took on the lead role in its class thanks to the combination of outstanding characteristics.
One year later, the M3 took off its road-going suit and donned racing overalls. The M3 GTR lined up on the starting grid of the American Le Mans Series with a four-litre eight-cylinder under the bonnet for the first time. The racing car with the characteristic air scoops in the bonnet and the powerful rear aerofoil proved superior on the race tracks of the USA and won the Championship in the GT Class - an appropriate prize to celebrate the 30th birthday of M GmbH in 2002.
2003: The resurrection of the CSL.
Celebration in true BMW style: With the development of a very special car, the M3 CSL. The three letters represented "Coupé Sport Lightweight" and this essentially said it all. Roof, centre console and door panels were made of carbon-fibre reinforced plastic, the rear window was lighter, and numerous features providing creature comforts were simply eliminated. Powered by the engine tuned to 360 hp, the CSL was a superb performer on the tightest corners and provided impressive testimony to this ability. On test runs, the car went round the North Loop of the Nürburgring in 7:50 minutes, which was an outstanding time for a vehicle in this class. In 2003, the CSL was launched on the marketplace and all 1,383 cars had been sold within the space of a few months.
Meanwhile, the M3 GTR was consigned to the pits and no longer permitted to race - the US regulations had been changed.
Yet the 3 Series powered by an eight-cylinder engine was far too young and competitive to be put out to grass. It was modified and made ready for endurance races on the Nürburgring. And the success was impressive. In 2004, the M3 GTR celebrated a spectacular one-two victory in the 24 Hour Race at the Eifel - and repeated the feat a second time in the following year.
2004: The ten-cylinder M5 and M6.
At the latest since the turn of the millennium, not a year has passed without an M automobile making headlines. In autumn 2004, the new M5 was making waves after its predecessor broke through the barrier of 20,000 vehicles manufactured. This most aristocratic 5 Series car was the most powerful ever built: five litres displacement, ten cylinders, 507 hp power, 520 Nm (384 lb-ft) torque, and engine revs beyond the 8,000 barrier. These statistics highlighted the separation between the car for road-going use and the car for ambitious racing in a way that had never before been witnessed.
The performance values of the fourth-generation M5 once again defined the benchmark in the segment for powerful sports saloons. Power was increased by more than 25 percent compared with its eight-cylinder predecessor - the M5 exceeded the magic mark of 100 hp per litre. Its specific power was therefore at the level of motor sport. The interplay of the V10 engine and the seven-speed SMG permitted performances that far exceeded those of other series saloons. The sprint from 0 to 100 km/h took just 4.7 seconds and the speedo needle hit the 200 km/h (124 mph) mark after around 15 seconds. The electronic limiter generally cut out at a speed of 250 km/h (155 mph).
The M6 followed just months later with the same power unit. The chassis could be adjusted at the touch of a button, and like the M3 CSL the big coupé had a roof made of carbon fibre. Naturally, the M6 could also race faster than the factory-limited 250 km/h (155 mph). BMW therefore offered an increase in top speed accompanied by driver training on a closed track.
In 2006, M GmbH expanded its portfolio to include the new sports-car generation - the BMW Z4. The Z4 M roadster and the Z4 M coupé were fitted with the formidable 343 hp six-cylinder engine from the M3, which powered the two-seater up to 250 km/h (155 mph).
A dozen works racing cars were created on the basis of the coupé. They were powered by a six-cylinder tuned to 430 hp and they generally drove the competition into the ground. Eleven out of the 16 races in the VLN Endurance Racing Championship Nürburgring went to the Z4 coupés in 2009 and 2010. Since 2010, the successor has been known as the Z4 GT3, a racing version of the current Z4 Roadster with a 4.4-litre eight-cylinder for motor-sport customers.
2007: The first BMW M3 with eight cylinders.
After 15 years, in 2007 a new engine in the new M3 generation replaced the outstanding straight six-cylinder engine that had won the "Engine of the Year" award several times. An eight-cylinder engine was fitted for the first time in the coupé and the saloon launched shortly afterwards. The new V8 engine generated power of 420 hp from a displacement of 3,999 cubic centimetres. Around 85 percent of the maximum torque of 400 Nm (295 lb-ft) could be called up over the enormous rev range of 6,500 rpm. Power was transferred to the rear wheels through a six-speed manual gearbox and a completely new rear-axle differential. Particularly in the coupé, the design engineers once again used lightweight construction. The positive experiences with other M models led to the roof also being made of carbon-fibre reinforced plastic and the engine bonnet was made of aluminium.
Three decades after production of the first series model was launched, BMW M GmbH supplied the 300,000th vehicle in 2008. The vehicle portfolio of BMW M GmbH had meanwhile expanded to nine models. The automobiles were powered by engines that derived their unique characteristics from the high-revving concept: straight six-cylinders with 343 hp in the BMW Z4 M roadster and in the BMW Z4 M coupé, V10 engines with 507 hp in the BMW M5 and the new BMW M5 Touring and in the BMW M6 Coupé and BMW M6 Convertible. M GmbH also posted significant growth in the sale of sports packages which were meanwhile available for the models of the BMW 1 Series, BMW 3 Series, BMW 5 Series and BMW 6 Series, as well as for the BMW X3 and the BMW X5.
2009: The turbo returns with muscle as the power unit of the future.
This naturally meant that expansion now really started to take off. The high-performance character of automobiles produced by BMW M GmbH was first transferred to the segment of BMW X models with the BMW X5 M and the BMW X6 M in 2009. The development yielded a new V8 high-performance engine whose performance characteristics were precisely tailored to the character of the two models. The 555 hp M TwinPower Turbo was the world's first power unit featuring an exhaust manifold overarching the cylinder bank and Twin Scroll Twin Turbo technology. The turbocharger and catalytic converters are positioned in the V space between the cylinder banks. This configuration produces the spontaneous response typical of M and delivers linear development as well as permitting uniform torque development.
That same year, BMW M GmbH developed an extreme athlete based on the BMW M3 Coupé for customers who had particularly demanding requirements for the performance characteristics of their vehicles. This model was also suitable for racing in club sport events. The BMW M3 GTS was produced at the manufacturing facilities of BMW M GmbH exclusively on customer request. The modifications geared to deployment in motor sport comprise the drive and chassis technology, the bodywork and the interior. Design principles and technical details derived directly from motor sport defined the eight-cylinder engine with a displacement expanded to 4.4 litres and power increased to around 450 hp.
Today: Highly charged company for high performances.
At the end of 2010, M GmbH again expanded its product range and presented the 1 Series Coupé, a 340 hp car in the compact class. The straight six-cylinder with M TwinPower Turbo and petrol direct injection had an easy time with the muscular lightweight vehicle. This is obvious with a power-to-weight ratio of just 4.4 kilograms per hp. A few months later, the new M5 came along with a newly developed eight-cylinder turbo packing 560 hp and a top speed of up to 305 km/h (190 mph).
M goes Diesel.
40 years after the foundation stone of today's M GmbH was laid, the experts in athletic driving turned their minds to a new project - the BMW M Performance Automobile as an expansion of the model range with a clear focus on athletic performance and unrestricted road-going capability as well as outstanding efficiency. The new product category was launched with four models: BMW M550d xDrive Saloon, BMW M550d xDrive Touring, BMW X5 M50d and BMW X6 M50d. The heart of these cars was a new straight six-cylinder diesel engine developed with three turbochargers and power of 381 hp exclusively for BMW M Performance Automobiles.
The early 1970s were the dawn of a new age for BMW: A new, young Board of Management under Eberhard von Kuenheim had set out to strategically power and pursue the ongoing success of the Company. This included the construction of a new head office - the legendary BMW Four-Cylinder - as well as the establishment of BMW's own in-house Sports Division. Quoting Robert A. Lutz once again: "With sports always being a driving force at BMW, also while the Company was developing dynamically in the business world, it was only obvious at this point that we should concentrate and consolidate our activities in motor sport."
Indeed, demand and untapped opportunities exceeded the potentials and capacities of the former Sports Department by far. The BMW 1800 TI and 2000 TI, as well as the entire 02 Series, were the most popular competition cars winning one race after the other. But BMW itself was able to meet only a fragment of the overall demand, the vast majority of cars being prepared, run and sold by tuning companies. Since the mid-1960s, BMW had also been involved in Formula 2 - and in the years to come hardly a team anywhere was able to enter this Formula successfully without BMW's high-performance power units. Countless racing wins and European Championships by BMW dominated the scene.
1972: A team highly experienced in racing forms BMW Motorsport GmbH.
BMW Motorsport GmbH, facing the challenges described, took over on 1 May 1972. The Managing Director of this team of specialists originally made up of 35 employees was Jochen Neerpasch, an ex-Porsche works driver and Ford's Racing Manager in Cologne before moving to Munich.
He immediately attracted a whole group of racing drivers destined to leave their stamp on BMW Motorsport for decades to come: Chris Amon, Toine Hezemans, Hans-Joachim Stuck and Dieter Quester. Björn Waldegaard and Achim Warmbold were hired by the Company as rally drivers.
The new company was able to move into its own building after just a few months, with the racing workshop and racing engine production shop, toolmaking and the engine dynamometer all being installed in the immediate vicinity of BMW's Munich Plant on a site measuring more than 8,000 square metres in Preussenstrasse. This is where the sports machines for 1973 saw the light of day: A 950-kilo 2002 powered by a two-litre four-valve four-cylinder for rally racing, with maximum output of 240 hp, as well as a new touring coupé described by Jochen Neerpasch in the early days in very clear words: "Since we saw 1973 as our kick-off year, we didn't expect to win this European Championship right away." The model designation of the new car was 3.0 CSL. The doors and lids were made of aluminium, the five-speed gearbox featured a magnesium housing. Overall weight was 1,092 kg or 2,408 lb. But the real highlight was hidden beneath the hood, a 3,340 cc straight-six with 12 valves, fuel injection and a compression ratio of 11:1. Maximum output: 360 hp. This was the last two-valve engine that BMW built for racing.
BMW's traditional philosophy: The human focus.
BMW Motorsport GmbH entered the 1973 season perfectly prepared not only in technical terms. The drivers were also top-fit, with Jochen Neerpasch taking the entire team of drivers to a "driver tuning" season in St. Moritz. Here, in this Swiss skiers' paradise, the entire team received the final touch from a sports instructor and a sports psychologist. Even back then, in the very early years, BMW attached the utmost importance to optimisation of the man/machine interface. And there were even plans back then for similar courses to be offered to "non-professionals". Since 1977 these courses have been called BMW Driver Training.
This was the team BMW Motorsport GmbH took to the race track in the 1973 season. And it was not only the 3.0 CSL coupé that hit the headlines from the very beginning: For the first time a complete racing team from the car transport vehicle to the key tag came in the same design.
These were the three blue, violet and red colour stripes on a brilliant white background characterising the look of BMW Motorsport to this very day.
The CSL coupés in these colours soon known to everybody in the world of motor racing were unbeatable. Hans-Joachim Stuck and Chris Amon brought home the Touring Car Grand Prix at the Nürburgring in their very first attempt. BMW was the overall winner of the Touring Car Category in the 24 Hour Race at Le Mans.
The most successful touring car of its day: The BMW 3.0 CSL .
The 3.0 CSL dream coupé in its spectacular racing livery subsequently became the most successful touring car of its time, winning the European Championship six times between 1973 and 1979 and dominating the international touring car scene for almost a decade. But the BMW 3.0 CSL was a pioneer not only in its colour design, but also through a whole range of significant technical innovations: First, it was powered from 1973 by BMW's first-ever four-valve six-cylinder. Second, it featured a prototype anti-lock braking system from 1974, long before this innovation became standard technology in the BMW 7 Series. And at the end of its career, in the guise of the turbo coupé, the 3.0 CSL developed maximum output of up to 800 hp. In 1976, BMW Motorsport GmbH sent BMW's most powerful touring car out on to the track with Ronnie Peterson at the wheel, this supreme version of the CSL featuring a 3.2-litre biturbo engine with output intentionally reduced to 750 hp.
BMW Motorsport GmbH maintained its successful process of development also in Formula 2: Fifty of BMW's two-litre four-valve engines went to March, subsequently winning 11 out of 16 races. In 1973 Jean Pierre Jarier, powered by a BMW engine, brought home the European Formula 2 Championship at the wheel of his March and the engine dominated the two-litre category consistently for nearly ten years, with Patrick Depailler (1974), Bruno Giacomelli (1978), Marc Surer (1979) and Corrado Fabi (1982) winning the European title in their BMW-powered March Formula 2 racing cars. Other teams were equally thrilled by this two-litre four-cylinder built in a production run of more than 500 units, most of which developing over 300 hp.
In 1975, BMW Motorsport GmbH shifted its focus to the other side of the Atlantic: Now the Company concentrated on the US IMSA Series, seeking in the process to present the letters "BMW" to a larger US market. When the year came to an end, the number of US citizens who knew that BMW stood for "Bavarian Motor Works" had increased considerably - and this was no surprise with BMW winning the Manufacturer's Category in the IMSA Championship.
1976: The "driver's school" becomes BMW Driver Training.
On 3 February 1976, BMW's Board of Management decided to entrust BMW Motorsport GmbH with yet another task: to professionalise an activity still referred to at the time as a "driver's school". The original brief given to the Management of the Company was to organise 15 courses a year with 20 participants each at BMW's test facilities, as well as five additional courses with 100 participants in each case on race tracks - that is a total of 800 participants a year. "As the Company responsible throughout BMW for all motor sport activities, BMW Motorsport GmbH wishes to promote the driver in his performance as part of the man/machine system." This was the key statement in the initial publication of BMW Driver Training - and it remains valid to this very day.
From the very beginning one of the main features of BMW Driver Training was to provide the cars for the participants to use - and this philosophy remains unchanged to this very day. This means that all participants have the same cars in technical terms and need not worry about tyre wear and their own cars. To implement this philosophy in practice, the Company established its own small fleet of BMW 320i's, at the time the ideal car for training with its maximum output of 125 hp. All of these cars featured a specially tuned suspension, a limited-slip differential with 40 per cent locking action, and a bucket seat for the driver. So BMW's first "team" in Driver Training was certainly well prepared.
The BMW Driver Training curriculum was all set and ready to go following the first test courses at the Manching Military Airfield near Ingolstadt, Rauno Aaltonen officially signing up as BMW's first chief instructor on 13 January 1977. In fact, Aaltonen applied his experience not only on the track, but also through the only book on driver training published at the time: "Revolution at the Wheel" - a unique book clearly describing the course and its curriculum, and therefore sold out almost overnight. To this very day, the "Flying Finn" passes on his unique skills to BMW drivers, although the focus has now for a long time been on greater safety.
Soon making their appearance: The first "extra-hot" road-going BMW.
Well into the second half of the 1970s, BMW Motorsport GmbH focused almost exclusively on the construction of racing cars. The new BMW 320 entered in Group 5, for example, continued the outstanding success of the 02 Series. But many a good customer - not just racing drivers, but also BMW enthusiasts in everyday life - were also looking for M Power on regular roads and this is how the first "hot" 5 Series came into being from 1974: the 530, 533i, 535i. Indeed, these cars were superior to their production counterparts not only in terms of their engines, but also in their suspension and brake technology receiving the special attention of the engineers at BMW Motorsport GmbH. "Regular" saloons almost "normal" at first sight thus became the first high-performance four-seaters revolutionising the world of the sports car through their sophisticated technology. Initially these were built and sold only in very small numbers, but soon the performance philosophy became increasingly popular. By 1980, 895 units based on the first 5 Series had been purchased.
The big sensation in the world of sports cars in 1978: The BMW M1.
The next project to come along was geared towards producing Motorsport GmbH's first competition car not based on a regular production model: the BMW M1. While BMW built the technical components, Lamborghini was supposed to supply the body and the chassis. However, financial problems at Lamborghini resulted in significant delays. Ultimately, a new production chain had to be found and the manufacture of the BMW M1 turned into something of a patchwork puzzle. The spaceframe was manufactured at Marchesi, the glass-fibre reinforced plastic bodyshell was produced at T.I.R., both companies were based in Modena. Giorgio Giugiaro's company ItalDesign assembled them and provided the interiors fittings. The cars were then transported to Stuttgart where Baur installed all the mechanical assemblies.
Jochen Neerpasch, the Managing Director of Motorsport GmbH, joined forces with Bernie Ecclestone and Max Mosley to create the ProCar Series as the opening race leading into most European Formula 1 Grand Prix during the 1979/80 season.
Since the minimum production requirement for homologation in FIA Group 4 was 400 units, the ultra-low mid-engined M1 measuring a mere 1.14 metres in height also came as a road-going model. The first car with the famous letter "M" made its debut in the market. The price of the 277 hp M1 back in 1978 was exactly DM 100,000, but demand exceeded supply by far. When 130 cars had been completed after one year, there were still more than 300 firm orders waiting to be fulfilled. Right from the start the M1 was the fastest road-going sports car built in Germany, as timed by a leading car journal: In a test conducted in 1979, the M1 reached a top speed of 264.7 km/h or 164.1 mph. "You only have to shift up from fourth to fifth at 213 km/h or 132 mph, and then keep on accelerating all-out up to the top speed of the car," according to the testers. Lots of customers appreciated this, as did the subsequent Formula 1 World Champion Alan Jones.
Even this was very little compared with the racing version: Developing 470 hp, the ProCar racing version had a top speed well over 300 km/h or 190 mph. And it was in one of these cars that Niki Lauda, already two-time winner of the Formula 1 World Championship, made his big appearance in 1979, winning three out of 8 M1 ProCar races and finishing second on another occasion. In the USA the Red Lobster Team Ml's quickly became genuine cult cars wiping out the competition in the IMSA GTO Class.
Motivated by the outstanding success of the M1 and its great image, Motorsport GmbH decided to build another model: Proceeding from the regular 5 Series, the engineers developed and built the M535i in 1980, carrying over the two-valve six-cylinder from the 635CSi. With engine output of 218 hp, this 5 Series quickly became the king of the fast lane.
Formula 1 sensation in 1980: BMW creates the World Championship turbo engine.
Jochen Neerpasch left Motorsport GmbH in 1980 and was succeeded by Dieter Stappert taking over as the Racing Director. Paul Rosche, in turn, who had been responsible for BMW racing engines since 1969, was appointed Technical Director. And it was indeed Paul Rosche who became the key player when BMW decided in the early 1980s to prove its competence also in the highest realms of motor sport: In April 1980, BMW officially announced its entry into Formula 1, giving the engineers at Motorsport GmbH the green light to develop BMW's first Formula 1 power unit:
Taking a four-cylinder displacing only 1.5 litres and based on a standard production block, the team of specialists around engine "wizard" Paul Rosche created a Formula 1 power unit developing staggering output of 800 hp. The secret behind this mind-boggling performance was the combination of 16-valve technology and a turbocharger masterminded for the first time in Formula 1 by Digital Motor Electronics.
The first training car was put through its paces in practice just a year later and in 1982 Brabham entered the first Grand Prix with a BMW engine. Right from the start, this turbocharged power unit proved its supremacy on the track, with the greatest triumph following in 1983: Just 630 days after BMW's Formula 1 engine had made its first appearance, Brazilian driver Nelson Piquet won the World Championship in a Brabham BMW. And up to 1987 BMW brought home a total 9 Grand Prix wins with this successful machine.
BMW M turbo engines did not only go to the Brabham Team. Arrows also used the M power machine from 1984 to 1986, just like ATS in 1983/84 and Ligier in 1987. In 1986, Gerhard Berger won the race in Mexico in a Benetton car, marking the last triumph of this turbocharged power unit. A year later Road and Track, the US car journal, demonstrated the supreme performance of the Benetton B 186 with Teo Fabi at the wheel: Powered by 900 hp, Fabi's monoposto accelerated to 100 mph (160 km/h) in exactly 4.8 seconds. And Paul Rosche was confident that this four-cylinder was able to develop a lot more power in practice: "It must have been about 1,400 hp, but we don't know the exact figure since the engine dynamometer didn't go beyond 1280 hp."
Another important event in 1983 went almost unnoticed: BMW Motorsport GmbH took on additional functions and responsibilities when it was transformed into a performance-oriented development company. Accordingly, the headcount at BMW's highly successful subsidiary was now increased to 380, further important responsibilities such as motor-sport organisation, administration and workshops being added to the development, design and testing of outstanding BMW products. This saw the creation of individual development centres for engines and suspension technology providing the input for these activities. And in its customer relations Motorsport GmbH had already been offering far more than "just" sophisticated automotive technology for a long time already, sales of accessories and the growing wish of discerning customers for custom-built and individually equipped cars already accounting for a significant share in sales.
BMW M1 six-cylinder also featured in production cars: The M5 and M635CSi.
In 1984, Motorsport GmbH hit the headlines once again, especially among all aficionados of high-performance sports cars: The fast-revving four-valve straight-six originally featured in the M1 now made its appearance in the M635CSi Coupé and in the M5. Particularly the M5 hand-built in Preussenstrasse quickly became a legend in the world of motoring: The M5 was a genuine "wolf in sheep's clothing", with output of 286 hp exceeding the engine power of the 518i almost three times. While at first sight the M5 could hardly be distinguished from its regular production counterpart, its top speed of 245 km/h or 152 mph caught many drivers of big saloons and sports cars thoroughly by surprise when the M5 simply left them standing no matter how hard they tried. The term "Executive Express" was born.
1986: The debut of the M3, the most successful touring car ever.
After completing its activities in Formula 1, Motorsport GmbH focused all its energy on touring car racing. And in 1986 this resulted in the birth of the BMW M3, a compact two-door sports saloon representing BMW's first parallel development in series production and motor sport: The road version requiring a production run of 5,000 units within one year for recognition as a touring car was conceived for racing right from the start and tailored in virtually every respect to the regulations in Group A. Since the facilities in Preussenstrasse were unable to handle the sheer magnitude of the tasks involved, Motorsport GmbH moved to its second home in the Munich suburb of Garching in 1986.
The result was an outstanding success for BMW in every respect. Right from the start, this brilliant white racing car in BMW Motorsport livery brought home one racing win, trophy and title after the other: In 1987, Italian driver Roberto Ravaglia won the World Touring Car Championship at the wheel of a BMW M3.
Developing maximum output of 195 hp from its four-cylinder 16-valve power unit and featuring a catalytic converter as standard, this high-performance saloon became the benchmark in motor sport from now on.
In the five years to follow, the M3 was the uncontested leader in the international touring car scene, bringing home two European Touring Car Championships, winning the German Touring Car Championship (DTM) twice as well as a large number of other international events and championships, and thus becoming the most successful touring car.
The M3 was equally successful as a road-going car for customers, reaching a sales volume nobody would have expected: Sales of the first BMW M3 amounted to more than 17,970 units, including 600 2.5-litre M3 Sportevolution models as well as 765 M3 convertibles built by hand. The M3 also proved that sporting performance and environmental protection need not necessarily be a contradiction in terms, with the M3 offering a standard of fuel economy quite unparalleled in relation to its power and performance.
A new market: The second M5 also built as a touring car.
The M5 entered its second generation in 1988, the straight-six power unit originally displacing 3.6 and subsequently 3.8 litres, with output increasing first to 315 and then to 340 hp. Another change was that the engines no longer bore the "M" in their internal production code, but rather an "S" designating the origin of BMW Motorsport GmbH power units from now on. The customer is able to determine the difference at a glance, the letters "BMW" now being replaced by "M Power" on the valve cover, just as on the M3 four-cylinder. The M5 was initially introduced as a saloon and then at the beginning of 1992 as a touring to create a unique synthesis of a thoroughbred sports car and a sophisticated transport vehicle.
When the next 3 Series was set to make its appearance in 1990, Motorsport GmbH was already working on the new BMW M3 which was launched on the market in 1992. But the new car was no longer adorned by striking spoilers and widely flared wheel arches, like its predecessor. Instead, the new M3 - reflecting the signs of the times - came in a more discreet look and was recognisable to the connoisseur only through specific details - one of which, of course, being the unmistakable sound generated by the three-litre six-cylinder four-valve power unit developing maximum output of 286 hp. This M3 six-cylinder was also BMW's first engine with VANOS variable valve timing, an infinitely adjustable system varying the intake camshaft as required. This system patented by BMW M boosts torque above all at low and medium engine speeds.
Another unique feature on this car seen for the first time was the introduction of engine management developed by BMW and with a capacity of 20 million instructions per second.
The Car of the Century: The second BMW M3.
Customers and the media alike simply loved this M3 right from the start. The order books were full immediately and the first titles and awards were just around the corner. The readers of sport auto, the German motor magazine, made this most agile of all BMW 3 Series their "Car of the Year" no less than twice in a row, Auto Plus in France even chose the M3 following a comparison with other upmarket models as the "Car of the Century". And immediately after the M3 had been launched in the USA, the editors of Automobile Magazine gave the new star their "Car of the Year" award, the first time ever that this prize went to an import.
This time both a convertible and a somewhat more comfort-oriented saloon were included in the planning process right from the outset. Developing maximum output of 295 hp, the M3 GT produced in a small, special series moved up the performance benchmark right to the top. Between 1992 and 1996 Motorsport GmbH built more than 85 four-door racing 3 Series based on this M3, with Johnny Cecotto at the wheel winning the ADAC GT Championship in 1993 and setting out to conquer the US motor-sport market next. So it was no surprise that the 400 hp PTG M3 subsequently won the IMSA title in 1996.
The really discerning purchaser was able to have his M3 - just like every other BMW - built to his personal wishes, since BMW Individual had been established by Motorsport GmbH in 1992, supplementing the Company's existing activities. Covering the entire range of BMW models, this specialist company fulfils the most individual wishes and preferences tailor-made to the customer and exceeding the range of "regular" options by far. Demand is particularly great for unusual paintwork or interior equipment, as well as individual features and professional communication electronics. Establishing BMW Individual, Motorsport GmbH once again became a pioneer in the market, also opening up the door to more individual style in the automotive world, one might say as the supreme standard of customer orientation.
With this new line of business developing and expanding at a breath-taking pace, the Company had to be adjusted once again: It required a new name covering the entire scope of operations, since a customer wishing to have his car individualised by BMW Individual or taking part in BMW Driver Training did not find what he was looking for under the existing name "Motorsport GmbH". So what could have been better than that legendary letter M, defined within the Company as the "most powerful letter in the world"? Since 1 August 1993, therefore, the former Motorsport GmbH has been BMW M GmbH.
In 1995, the best-selling BMW M3 received even more power in a far-reaching process of evolution. And this extra power - 321 hp from 3.2 litres, more than 100 hp per litre - set a new benchmark for the competition and was also accompanied by extra torque. Double VANOS variable timing was also used for the first time, the advanced system with continuously variable timing of the intake and exhaust camshafts. Another feature was the introduction of a six-speed manual gearbox as the standard for conveying drive power to the rear wheels.
A world-first achievement in transmission technology: SMG.
As far as transmission was concerned, BMW M GmbH became the first car maker in the world to introduce the Sequential M Gearbox (SMG), offering this unique technology in the M3. Based on the conventional M3 gearbox, SMG activates the clutch electrohydraulically when changing gears. So from now on the driver of the M3 no longer had to press down the clutch pedal, but was able to shift gears instantaneously simply by pulling or pushing the gear lever up and down one level. While some drivers were a bit sceptical about this new technology at the beginning, SMG soon boomed in the market, almost every other BMW M3 being fitted with this type of SMG gearbox by the time production came to an end.
Also in 1995, another engine with M Power scored an outstanding triumph: This was the big six-litre 12-cylinder based on the 750i engine powering the closed-top McLaren sports car to victory in the 24 Hour Race at Le Mans. Four-valve technology, a titanium crankshaft and an aluminium clutch helped to give the V12 maximum output of more than 600 hp. Once again it was an engine designed and built by Paul Rosche, who created the FI together with McLaren director Gordon Murray as the ultimate road-going sports car.
A few years later in 1999, BMW celebrated the greatest success with this power unit, the BMW V12 bringing home overall victory at the legendary 24 Hour Race in Le Mans.
By this time, however, the engine was no longer a product of M GmbH. BMW Motorsport Ltd was established in the United Kingdom in late 1995, taking over all of BMW's motor-sport activities. Since then M GmbH has concentrated on the three areas of BMW M Cars, BMW Individual and BMW Driver Training.
The muscle twins: M roadster and M coupé.
The next sports car boasting that symbolic M at the rear entered the market soon after in 1997: The M roadster starring as the Ultimate Driving Machine in every respect is more than "just" a thrilling combination of the Z3 roadster with the 321 hp power unit of the M3. For at the time this unique muscle machine was also the highlight within the BMW roadster line-up. And the M coupé following shortly after the M roadster is a thoroughbred sports car of the highest standard, again featuring the M3 power unit and based on the M roadster, but with its own very special character. Indeed, the M coupé combines supreme agility and dynamic driving performance in a body offering not only driving pleasure, but also practical advantages in everyday motoring. Two golf bags, for example, fit easily into the attractively styled rear compartment.
1998: The M5 with its 400 hp 8-cylinder.
In 1998 the engineers of BMW M GmbH introduced the third generation of the BMW M5, opening up an entirely new dimension of driving dynamics in this part of the market. Naturally, understatement was once again the name of the game in creating this high-performance top model within the successful 5 Series. This is precisely why only the connoisseur can tell the new M5 from outside, focusing on the redesigned front skirt with its extra-large air scoop, the wide light-alloy wheels and the four tailpipes already well-known from the M roadster and M coupé.
For the first time the heart of the M5 is an all-new 8-cylinder offering the ultimate in power and torque: Maximum output is around 300 kW (400 hp) and torque peaks at around 500 Nm (369 lb-ft). And like its predecessor, the new M5 again features an ultra-precise and smooth six-speed manual gearbox.
2000: Entry of the third M3 in exciting new design.
Over the years the engineers at BMW M have set the standard not only in engine technology, but also with the chassis and suspension, for example on the third-generation M3. Making its debut in the year 2000, the M3 featured the compound brakes, with floating brake disks combining the advantages of better heat dissipation and a longer service life than regular systems. This new BMW M3 offered a bit more of everything: more power, more performance, more unique style. In simple facts and figures, this means 343 hp, 365 Nm (269 lb-ft) and acceleration from 0-100 km/h in 5.2 seconds. And contrary to its predecessor, the new M3 once again expressed its outstanding performance and driving qualities more clearly through truly exciting design. Nothing had changed about the M3's ability to cope with everyday road-going situations. It remained a high-performance automobile which once again took on the lead role in its class thanks to the combination of outstanding characteristics.
One year later, the M3 took off its road-going suit and donned racing overalls. The M3 GTR lined up on the starting grid of the American Le Mans Series with a four-litre eight-cylinder under the bonnet for the first time. The racing car with the characteristic air scoops in the bonnet and the powerful rear aerofoil proved superior on the race tracks of the USA and won the Championship in the GT Class - an appropriate prize to celebrate the 30th birthday of M GmbH in 2002.
2003: The resurrection of the CSL.
Celebration in true BMW style: With the development of a very special car, the M3 CSL. The three letters represented "Coupé Sport Lightweight" and this essentially said it all. Roof, centre console and door panels were made of carbon-fibre reinforced plastic, the rear window was lighter, and numerous features providing creature comforts were simply eliminated. Powered by the engine tuned to 360 hp, the CSL was a superb performer on the tightest corners and provided impressive testimony to this ability. On test runs, the car went round the North Loop of the Nürburgring in 7:50 minutes, which was an outstanding time for a vehicle in this class. In 2003, the CSL was launched on the marketplace and all 1,383 cars had been sold within the space of a few months.
Meanwhile, the M3 GTR was consigned to the pits and no longer permitted to race - the US regulations had been changed.
Yet the 3 Series powered by an eight-cylinder engine was far too young and competitive to be put out to grass. It was modified and made ready for endurance races on the Nürburgring. And the success was impressive. In 2004, the M3 GTR celebrated a spectacular one-two victory in the 24 Hour Race at the Eifel - and repeated the feat a second time in the following year.
2004: The ten-cylinder M5 and M6.
At the latest since the turn of the millennium, not a year has passed without an M automobile making headlines. In autumn 2004, the new M5 was making waves after its predecessor broke through the barrier of 20,000 vehicles manufactured. This most aristocratic 5 Series car was the most powerful ever built: five litres displacement, ten cylinders, 507 hp power, 520 Nm (384 lb-ft) torque, and engine revs beyond the 8,000 barrier. These statistics highlighted the separation between the car for road-going use and the car for ambitious racing in a way that had never before been witnessed.
The performance values of the fourth-generation M5 once again defined the benchmark in the segment for powerful sports saloons. Power was increased by more than 25 percent compared with its eight-cylinder predecessor - the M5 exceeded the magic mark of 100 hp per litre. Its specific power was therefore at the level of motor sport. The interplay of the V10 engine and the seven-speed SMG permitted performances that far exceeded those of other series saloons. The sprint from 0 to 100 km/h took just 4.7 seconds and the speedo needle hit the 200 km/h (124 mph) mark after around 15 seconds. The electronic limiter generally cut out at a speed of 250 km/h (155 mph).
The M6 followed just months later with the same power unit. The chassis could be adjusted at the touch of a button, and like the M3 CSL the big coupé had a roof made of carbon fibre. Naturally, the M6 could also race faster than the factory-limited 250 km/h (155 mph). BMW therefore offered an increase in top speed accompanied by driver training on a closed track.
In 2006, M GmbH expanded its portfolio to include the new sports-car generation - the BMW Z4. The Z4 M roadster and the Z4 M coupé were fitted with the formidable 343 hp six-cylinder engine from the M3, which powered the two-seater up to 250 km/h (155 mph).
A dozen works racing cars were created on the basis of the coupé. They were powered by a six-cylinder tuned to 430 hp and they generally drove the competition into the ground. Eleven out of the 16 races in the VLN Endurance Racing Championship Nürburgring went to the Z4 coupés in 2009 and 2010. Since 2010, the successor has been known as the Z4 GT3, a racing version of the current Z4 Roadster with a 4.4-litre eight-cylinder for motor-sport customers.
2007: The first BMW M3 with eight cylinders.
After 15 years, in 2007 a new engine in the new M3 generation replaced the outstanding straight six-cylinder engine that had won the "Engine of the Year" award several times. An eight-cylinder engine was fitted for the first time in the coupé and the saloon launched shortly afterwards. The new V8 engine generated power of 420 hp from a displacement of 3,999 cubic centimetres. Around 85 percent of the maximum torque of 400 Nm (295 lb-ft) could be called up over the enormous rev range of 6,500 rpm. Power was transferred to the rear wheels through a six-speed manual gearbox and a completely new rear-axle differential. Particularly in the coupé, the design engineers once again used lightweight construction. The positive experiences with other M models led to the roof also being made of carbon-fibre reinforced plastic and the engine bonnet was made of aluminium.
Three decades after production of the first series model was launched, BMW M GmbH supplied the 300,000th vehicle in 2008. The vehicle portfolio of BMW M GmbH had meanwhile expanded to nine models. The automobiles were powered by engines that derived their unique characteristics from the high-revving concept: straight six-cylinders with 343 hp in the BMW Z4 M roadster and in the BMW Z4 M coupé, V10 engines with 507 hp in the BMW M5 and the new BMW M5 Touring and in the BMW M6 Coupé and BMW M6 Convertible. M GmbH also posted significant growth in the sale of sports packages which were meanwhile available for the models of the BMW 1 Series, BMW 3 Series, BMW 5 Series and BMW 6 Series, as well as for the BMW X3 and the BMW X5.
2009: The turbo returns with muscle as the power unit of the future.
This naturally meant that expansion now really started to take off. The high-performance character of automobiles produced by BMW M GmbH was first transferred to the segment of BMW X models with the BMW X5 M and the BMW X6 M in 2009. The development yielded a new V8 high-performance engine whose performance characteristics were precisely tailored to the character of the two models. The 555 hp M TwinPower Turbo was the world's first power unit featuring an exhaust manifold overarching the cylinder bank and Twin Scroll Twin Turbo technology. The turbocharger and catalytic converters are positioned in the V space between the cylinder banks. This configuration produces the spontaneous response typical of M and delivers linear development as well as permitting uniform torque development.
That same year, BMW M GmbH developed an extreme athlete based on the BMW M3 Coupé for customers who had particularly demanding requirements for the performance characteristics of their vehicles. This model was also suitable for racing in club sport events. The BMW M3 GTS was produced at the manufacturing facilities of BMW M GmbH exclusively on customer request. The modifications geared to deployment in motor sport comprise the drive and chassis technology, the bodywork and the interior. Design principles and technical details derived directly from motor sport defined the eight-cylinder engine with a displacement expanded to 4.4 litres and power increased to around 450 hp.
Today: Highly charged company for high performances.
At the end of 2010, M GmbH again expanded its product range and presented the 1 Series Coupé, a 340 hp car in the compact class. The straight six-cylinder with M TwinPower Turbo and petrol direct injection had an easy time with the muscular lightweight vehicle. This is obvious with a power-to-weight ratio of just 4.4 kilograms per hp. A few months later, the new M5 came along with a newly developed eight-cylinder turbo packing 560 hp and a top speed of up to 305 km/h (190 mph).
M goes Diesel.
40 years after the foundation stone of today's M GmbH was laid, the experts in athletic driving turned their minds to a new project - the BMW M Performance Automobile as an expansion of the model range with a clear focus on athletic performance and unrestricted road-going capability as well as outstanding efficiency. The new product category was launched with four models: BMW M550d xDrive Saloon, BMW M550d xDrive Touring, BMW X5 M50d and BMW X6 M50d. The heart of these cars was a new straight six-cylinder diesel engine developed with three turbochargers and power of 381 hp exclusively for BMW M Performance Automobiles.
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