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We’re back after a month break that saw Michael make the big move across the pond to Germany. But the news never stops and, as you’d expect, we have a ton to catch-up on. Full list of topics after the break.

• 1M CSL Rumor (squashed)
• M2; what to expect
• X1 M and X3 M
• Z4M Coming?
• M5 Engine details
• Valencia Orange F20 1 Series?
• 6 Series Gran Coupe boring?
• 5GT M Sport (is it a punch-line?)
• M1 rumors
• N20 and Start/Stop on the US
• F32 M3 Tri-turbo engine

And more.

According the Auto Express and M Division head Dr. Friedrich Nitschke, the long rumored M1 replacement is inching closer.

“We have a fantastic history with the M1,” Dr Nitschke said. “The decision on developing this car is open. We’d love to do it.”

Apparently the car has been on the drawing board for 11 years but only now with modern technology is seriously BMW considering it. Auto Express theorizes that the car would need a V10 or V12 to compete with the likes of Aston Martin or Ferrari. We’d guess that BMW may want to push a more downsized concept with multiple turbos and/or an electric drive added in.

Additionally Dr. Nitschke also mentioned that M is considering doing a follow-up to the Z3M Coupe with the current Z4. However he stressed that no decision has been made.

Finally the company is also looking at being more nimble when it comes to launching special edition models. According to Auto Express a lighter CLS version of the new 1M is on the cars and could be produced in very low numbers rather quickly. We’d guess that a model like this would be Euro only and priced according to it’s bespoke nature.

Stereoscreen.de got some time with the M1 (yes the real one) in Munich and documented the entire experience. We’ll let them tell you about it in their own words:

One fine day, we traveled in time and took BMW´s masterpiece – the M1 – for a ride. Starting in the birthplace of the M1, the 4 cylinder building in Munich, and ending in the ultra-modern BMW world. We were amazed by the timeless futuristic look of the M1 after three decades and just couldn´t stop filming before midnight. Toussaint did a nice sounddesign, bridging the time gap between yesterday and today, while Karsten came up with the idea of a graphic artwork that brought the film to even more than 21:9 cinema scope… (see it on stereoscreen.de)

For the first time in its history BMW Classic is offering cars for sale. A BMW M1 and a BMW 3.0 CSL are to be sold by Bonhams auction house in Dubai this October. The two cars hail from the company’s own collection and rank among the icons of BMW’s automotive heritage.

The auction sale marks BMW Classic’s next step on its path towards customer orientation. Following the expansion of the historic workshop into the BMW Classic Center, which carries out restoration work on customer vehicles, further business segments are being broached: “Buying and selling classics is as much a part of our new range of services as the consignment of classics and advice on buying,” says Karl Baumer, Director of BMW Classic. “The auction of these two automobiles is our first move in that direction.” Since the 1990s, both the BMW M1 and the BMW 3.0 CSL have been owned by BMW Classic, and its forerunner BMW Mobile Tradition, where they were progressively restored and made public appearances at special events like the Concorso d’Eleganza Villa d’Este. (Full gallery after the break)

The auction of these two cars by Bonhams in Dubai will be the first time any model from the company’s own collection has been put up for sale. “I have no doubt that, for this debut, we have made the right choice in terms of the location and our partners,” declares a confident Baumer. Further purchases and sales will follow. “Documenting BMW’s heritage and our deployment potential for events naturally form the spearhead of our collection strategy, but beyond that we want to give BMW enthusiasts the opportunity to purchase classics directly from the manufacturer in Munich,” explains Ralf Vierlein, General Manager Sales and Aftersales at BMW Classic. “At the same time we are consolidating our presence in the Middle East – a region where we see a great deal more potential specifically on the classic car front,” adds Vierlein.

The partnership with renowned British auctioneers Bonhams began last November, when they placed the world’s largest private collection of classic BMW motorcycles under the hammer at the BMW Museum in Munich.

[Show as slideshow]

[View with PicLens]

[Source: BMW]

No not that M1. We’re talking about the classic Procar M1. I had a chance to ride shotgun with Martin Birkmann (M Brand Manager) at Road American earlier today and the only words that describe it is, “wow”. From the mechanical fuel injection to the flames out the rear it’s as visceral as you get. It’s also a complete time-capsule as you see in the photos below (after the break).

But perhaps just as cool was watching M Boss Kay Segler riding shotgun with Martin Birkmann earlier in the day. Clearly Dr. Segler loved the experience. And as you an see, it’s hard not to. (photos after the break)

Missed your chance to pick-up an M1 back in the late 70′s when BMW couldn’t sell them? Canepa Collection is selling a prime example finished in Alpine white with only 27,000 miles on the odometer. It’s an incredible car with very little wear and expertly maintained.

via MotorAuthority via BMW Blog

It seemed plausible at the time of release but now we’re starting to see some real confirmation that BMW will be going ahead with production of the Vision concept car that debuted in Frankfurt. The car was not only a concept in regards to design but also drivetrain. Sources told us at the time that BMW was actually creating a drive-able 3 cylinder diesel hybrid that did produce the numbers given at the time of release. Typically an automaker only goes to that kind of expense when there is a real chance of production on the horizon. That’s where we pick up the story from Insideline. Here’s an excerpt from their report:

Our executive source goes on to say that total volume is being debated, but that it will fall between 5,000 and 10,000 units. The prototype’s powertrain and basic sub-3,000-pound assembly will remain intact, but, says the source, “there will be less of the synthetic glass and more solid structure added to the final design.” Uh-oh. We know why these alterations are needed, but does this mean it’s going to migrate toward being a sort of sleek Toyota Prius? Let’s hope not.

When we asked if this could finally be BMW’s second true production supercar after the Giugiaro M1, the response was a firm “quite probably.” So maybe our Prius/Honda Insight fears are overreaching. It’d be nice to maintain that 0.22 drag coefficient and the hellacious looks.

IL went on to mention that a real world test in the south of France would be happening for a few publications later this summer. Oh and those Prius fears? Obviously those of us who are close to BMW and it’s products know better. Based on what we’ve been told this car will redefine the term hybrid.

+ 2013 BMW: Vision EfficientDynamics is a Go / Insideline

It’s //M week on the BimmerCast. In this episode we talk about the GTS and why it’s not called the CSL. And of course you’ll hear our takes on the new track-day special from the M Division. We also uncover some of what’s in store of 1 Series fans in the way of M versions. In short, a lot. You’ll want to listen if you’re interested in a lightweight, high performance M product that costs less than the current M3.

Download (21 MB MP3)

+ BimmerFile Podcast / iTunes Link

Burried in today’s interview Dr. Kay Segler was the first official confirmation that the M Division is officially working on an entry level product to be positioned below the current M3. As you’d expect based on our previous articles, we believe this is in referance to an M version of the upcoming F20 1 Series coupe. We believe this could come to market as early as 2013 but early 2014 may be more likely. Here’s the full excerpt:

MPW: What else can we expect from BMW M in the near future?

Segler: Our leitmotif is: “Automobile dreams come true”. The M3 GTS sends out a clear signal here. The X5 M and X6 M have just gone out to dealerships and round off the top of our product range. But what I would most like to see is for BMW M to stay a young brand within people’s reach. This is why a product below the BMW M3 more important to me than a super sports car which is only accessible to a few. As I have already mentioned in other interviews, we are currently looking closely at the options in this area. I hope to be able to tell you more the next time we speak.

Courtesy of Jalopnik

Autoexpress and our always interesting source Scott27 have both independently reported that BMW is forging ahead with a M only sports car based on the principles of the recently Vision concept. The car could include a small 3 cylinder engine and a hybrid system similar to that found in the new X6 Hybrid. Drag would be reduced to .22Cd and weight could come in just over 2200 lbs. Power would be around 350 hp and torque could easily eclipse the 590lb lbs the concept reportedly had.

The idea is that this car would slot below the M3 in both performance and price but would be a completely new kind of sports car taking not just performance seriously but efficiency as well. It’ll be based on the new 1 series architecture that will debut with the next 1 Series and MINI over the next several years.

It’ll be interesting to see what finally comes of this knowing that M is/was also planning on working on a 1 Series coupe vehicle. Does that car become a Tii or Supersport branded vehicle or will this new Vision based vehicle use the “Z” nomenclature?

It is no surprise that ///M sales are up for the year even with the current economic climate compared to last year. Simply because the year prior there was no ///M3. With three variants; coupe, sedan, and convertible BMW tapped all the markets at the same time instead of releasing models in succession. Most of the other models in the lineup also continue to sell well. ///M models while pricey to most are some of the best cars from a driving and engineering standpoint so it is no wonder they consistently sell well.

Official Release:

BMW M GMBH ON STABLE GROWTH COURSE: Worldwide sales as of November 2008 more than 50 percent over last year’s comparative period.

Munich. In the second half of the business year 2008, BMW M GmbH continues to hold a stable growth course. The significant increase in sales as compared to last year have resulted in 22,340 vehicles being sold worldwide as of November 2008. This means that BMW M GmbH has exceeded the previous year’s equivalent figures (14,092 units) by over 50 per cent.

A major contribution to this was the success of the new BMW M3, which has shown continuously increasing sales figures since its market launch and which is now offered in three body variations. With its attractive product range and worldwide presence, BMW M GmbH has succeeded in increasing its sales figures and market share despite the current difficulties in the market environment. As long ago as August 2008 the worldwide sales figures of BMW M GmbH reached a figure of over 16,150 units, thus surpassing the total figure of last year (16,128 units) early on. In the months that followed, this positive development actually continued. In November 2008 alone some 1,900 BMW M automobiles were delivered. “The fact that our dealers were able to supply significantly more vehicles than the average of the last nine months even in such dramatic times for the world economy demonstrates the fascination and attraction which BMW M automobiles exercise on our customers,” explains Ludwig Willisch, President of BMW M GmbH. The unique driving experience offered by a BMW M model is still a persuasive factor for customers who wish to express a passion for top performance in the choice of their vehicle. As usual, the final figures for total sales in 2008 will not be available until the annual report has been completed. Nonetheless, the currently available figures suggest that 2008 will be one of the most successful years for BMW M GmbH in its 30-year history of vehicle production.

Worldwide it was especially the new BMW M3 which caused a sensation during the course of 2008. The high-performance sports car sold almost twice as well in its first year of production than its predecessor model within the same period. The penetration of additional target groups and the associated increase in sales figures was in part due to the extended model variety. In addition to the BMW M3 Coupé, the BMW M3 Convertible and the BMW M3 Sedan have been on offer since spring 2008.

All in all, BMW M GmbH offers seven current models. The portfolio ranges from the three body types of the BMW M3 and the BMW M5 Sedan through to the models of the BMW M6 Coupé and BMW M6 Convertible.

We’re not going to even bother posting an image here but you can find it all over the automotive web if you look hard enough.

Yesterday BMW released a short video of Adrian Van Hooydonk talking about the new M1 Homage Concept. While we could have simple grabbed the file from the BMW press site and posted on Youtube like any other automotive site, we thought we’d try something a little different. In an effort to give you a better appreciation for what the M1 (in both road and racing form) we’ve edited together a handful of related clips (including quite a bit of vintage M1 footage) throughout the talk. Enjoy.

Official BMW AG Press Release: To mark the 30th anniversary of the BMW M1 super sports car, BMW Group Design is presenting a homage to this legendary model as part of the Concorso d’Eleganza Villa d’Este 2008. The BMW M1 designed by Giorgio Giugiaro was a car of superlatives and a highly emotive vehicle that was uncompromisingly primed for the race track. Spawning this development was the BMW Turbo by Paul Bracq, a revolutionary concept car which, in addition to its groundbreaking functional design, also boasted a raft of technical innovations. It is from these two unique vehicles that the BMW M1 Homage takes its cue – a design study that pays tribute to its forerunner models and an embodiment of the competence, creativity and potential of the BMW Group Design team.

“For BMW, heritage is always also a living heritage. Drawing inspiration from your own past and thereby reinventing yourself – that is exactly what the BMW M1 Homage demonstrates in impressive style.” Dr Klaus Draeger, BMW Group Board Member, Development

A particular forte of BMW Group Design is to draw on its own powerful history and actively feed this into the design of the future. The BMW M1 Homage is a design study in the tradition of a BMW Turbo that represents a contemporary take on the BMW M1 and the mid-engine concept. This tribute exhibits an emotional design that showcases technology and integrates it into the overall aesthetics of the vehicle.

The Concorso d’Eleganza Villa d’Este provides the perfect backdrop for the BMW M1 Homage. Here automotive beauties from the past meet the concept cars and design studies of the future. It is in this dynamic field of tension between past and present that the BMW Group Design team affords insights into its own perspective on a historically inspired automotive future.

Homage to the BMW M1.

“For a company as for a product, it is important to be aware of one’s roots. In the spirit of Giugiaro and Bracq, the BMW M1 Homage unites the BMW values of design and technology in a highly emotional and exciting interpretation.” Christopher E. Bangle, Director Design BMW Group

The BMW M1 was an utterly uncompromising super sports car oozing passion; its forerunner, the BMW Turbo by Paul Bracq, displayed innovative technical solutions that found their expression in emotional design. It is precisely this blend – of technology and design, rationality and passion – that the BMW M1 Homage embodies. It presents an exciting and authentic interpretation of the BMW M1 and the mid-engine concept from a present-day perspective, and the legacy of the BMW M1 Homage is obvious at first glance. Unquestioningly it takes up the graphic play of the hallmark BMW M1 colours black and orange and interprets them anew. The Liquid Orange paintwork exclusively developed for the BMW M1 Homage cites the classic BMW M1 colour, yet surprises with its powerfully iridescent play of colour and brilliant depth. It shapes the extrovert surface language and strikingly highlights the eloquent interplay of convex and concave surfaces.

Mention the BMW M1, and another feature that immediately springs to mind is the characteristic twin logo at the rear, on the right and left edge above the tail lights. For BMW, this particular arrangement of its emblems has always signalled a mid-engined model. In the development stage of the BMW M1 this dual emblem was the first styling element to be approved even before the initial sketches were drawn. Likewise, it was confirmed from the outset that the BMW M1 Homage would feature the same twin badges. Other specific styling cues taken from the BMW M1 are the air vents in the bonnet and the louvres on the rear windscreen, as well as the black cutline dividing the roofline from the rear section of the body. Overall, the exterior dimensions of the BMW M1 Homage are in keeping with those of the BMW M1; only the extended wheelbase indicates a larger passenger cell.

Emotional design at the flashpoint between tradition and modernism.

The BMW M1 Homage takes long familiar elements from the BMW Design repertoire, reinterprets them and couches them in a new context. Its design brings together past and present, expanding the observer’s perception through new design solutions that find their expression in typical BMW style. If the contrasting colours were a dominant design theme for the BMW M1, this contrast is perpetuated in the BMW M1 Homage through its surface styling. Familiar elements, such as the trademark proportions, are combined with new and exciting lines, surfaces and details to create an up-to-date interpretation of the BMW M1, which remains to this day an extraordinary car.

Shunning the strong wedge shape of other mid-engine cars, the BMW M1 Homage consciously opts for BMW’s characteristic proportions. A relatively long engine compartment, a clearly defined transition into the A-pillar and a stretched window line featuring the “Hofmeister” kink instantly give it away as a bona fide BMW. The horizontal flow of lines lowers the car’s visual centre of gravity and lends it an air of sovereignty.

Though the BMW M1 already boasted extremely harmonious and sporty proportions, its surface design was not yet an explicit styling issue and was dominated by high-contrast graphic themes. Today, however, next to the car’s proportions, it is primarily the unusual surface styling that determines the strong recognition value of a BMW model. For some years now, all BMW vehicles have exhibited a striking and unique design language. The sculpting of the surfaces demands substantial experience and craftsmanship at the highest level. Only through the combination of craft skills, state-of-the-art technology and a sure sense of the personality of each BMW can designers and modellers achieve the overall sculptural effect that lends a BMW its unique character. The BMW M1 Homage systematically melds the proportions and graphic themes of the BMW M1 with the surface language of the new BMW look – a combination that imbues the vehicle with an exciting, sporty and authentic emotionality.

The front-end styling of the BMW M1 Homage adopts many of the graphic design themes of the BMW M1: the contrast between the black, recessed surfaces and the car colour, the small, squat kidney grille and the “invisible” headlamps. And yet the front of the BMW M1 Homage is an absolute novelty for BMW. Each element assumes a function: the hallmark twin kidney, for example, is not only a distinguishing feature of the BMW brand but combines aerodynamic, cooling-air routing and safety solutions. The design of the headlamps, meanwhile, is a new iteration of the retractable headlights of the BMW M1. Like the lamps on the historic model, those on the BMW M1 Homage are only visible when switched on. When not in use they are discreetly integrated into the front-end design and “disappear” into the recessed black cutline, almost like pop-up headlights.

Along the side of the car all the lines, surfaces and details lead the eye from the front end along the stretched engine compartment and clearly defined A-pillars before converging at the centre of the vehicle. Two expressive lines are drawn from the front along the flanks of the vehicle towards the engine compartment area. The flow of lines begins in a straight, disciplined fashion at the front end, lowering the optical centre of gravity of the BMW M1 Homage and highlighting its low-slung stance. From the middle of the car, however, the lines break up. The power of the design is focused precisely where the power of the vehicle also lies – at the engine. Strong, sensuous sweeping lines accentuate the car’s mid-engine concept, the design emphasising the mechanics behind it, the engineering skills and the engine expertise of the BMW Group.

The roofline of the BMW M1 Homage is flatly tapered, extending into and around the rear. In so doing it draws a continuous line and forms a link between the two sides of the car. It is on this line, above the tail lights, that the hallmark twin BMW logo can also be found.

“Engineering is beautiful – let’s show it!”

The overall design is driven by functionality and each detail has its purpose. Aspects such as aerodynamics, cooling-air routing and safety lend the BMW M1 Homage technical substance and make it a genuine BMW. A telling symbol of this is the kidney grille design of the BMW M1 Homage, fulfilling as it does several functions at the same time. The twin kidney isn’t just a signature BMW feature, it is also part of the car’s honed aerodynamics: it guides the air to the engine cooling as well as constituting the front section of a crash box, similar to the monocoque chassis of a Formula One race car.

Inspired by aircraft design, the car as a whole also boasts sophisticated air ducting through the body. For example, the cooling-air routing for the engine is positioned below the roofline, in the black recessed cutline along the side of the vehicle behind the window graphic. Small flaps and openings guide the air stream into the engine compartment to ensure an adequate supply of cooling air.

Vision and inspiration.

“The BMW M1 Homage clearly manifests the creativity and potential of the BMW Design team. A project such as this is a valuable source of inspiration for our day-to-day work.” Adrian van Hooydonk, Director Design BMW Automobiles

The BMW M1 Homage holds great significance for the BMW Group Design team, its genesis epitomising both a living tradition and an innovative future. This vehicle is designed as a source of inspiration; it sets out to challenge us to question and rethink what we see around us. The BMW M1 Homage pays eloquent tribute to the BMW Turbo and the BMW M1, which in their design were well ahead of their time. Originally slated as “merely” a design study or small series, their influence remains very palpable today – 30 years on.

You can read some background on the M1 Homage Concept in our previous story here. And of course click on each photo for a larger view.

Photos of the new BMW M1 concept have hit the web. The concept car is intended to pay homage to the M1 and (if rumors are to be believed) generate interest in a potential production model. Does this mean that what you see to your right may actually point towards the long rumored mid-engined super-car? We’re doubtful but it’s certainly fun to speculate. And speaking of super-cars, Supercars.net has the entire scoop. Here’s an excerpt:

At the Villa d’€™Este Concours, BMW ignited passion for its heritage by reincarnating the seminal M1. The new design was shown at a private party over the weekend to generate interest in the program. It was placed alongside an original M1 as well as the 1972 Turbo Concept.

The scope of the new M1 project is uncertain, but BMW are dedicated enough to champion the new visual design. At the Villa d’Este Concours they showed a non-functional styling buck, with no engine and interior, but with working lights and steering.

The 2008 M1’s styling is a new direction for BMW and a departure from Chris Bangle’s flame surfacing that changed the entire BMW line. Now we have more purposeful lines, a void of extraneous curves and a more purposeful stance. BMW said this was a new direction that would trickle down to all BMW models.

You can see more photos and read the rest of the article below:

+ 2008 BMW M1 Concept / Supercar.net

Photo Courtesy of Matteo TT Stucchi

Official BMW AG Press Release: The star came in pure white: When the 64th Paris Motor Show opened its gates in autumn 1978, sports car fans and lovers had only one destination – the stand of BMW Motorsport GmbH. There they were able to admire a super-low, dynamic new model which made it clear at very first sight that this was Germany’s fastest road-going sports car: the BMW M1, 1,140 millimeters (44.9″ ) high, 204 kW (277 bhp) strong, and well over 260 km/h (160 mph) fast. “Everybody was crowding around BMW’s new mid-engined sports car”, wrote the press. And: “The list of orders coming in exceeds even the wildest expectations – an American fan of BMW, just to mention one example, has already put in an order for three M1s.”

That was quite something, considering that BMW’s super-sports car had a price-tag back then in 1978 of exactly DM 100,000, enough for four BMW 323is plus a couple of optional extras. It is fair to say that few cars have ever been expected with such excitement and anticipation as the BMW M1 which represented all of BMW’s know-how in motor racing. Project E 26, as the then still nameless M1 was initially called within the Company, had started in 1976. This was to be the first really unique car built by BMW Motorsport GmbH, BMW’s motor racing subsidiary established in 1972. The racing company, having already made a great name for itself in the international racing scene with the fast BMW 2002 and the highly successful BMW 3.0 CSI, now planned to lift this success to an even higher level with a competition car specially built and prepared for the Group four and five racing series.

According to Group four regulations at the time, qualification required a production run of at least 400 units in 24 successive months, it had to have two seats and bear a distinct resemblance from outside with its production counterpart. That made it quite clear that the E26 had to be not only a thoroughbred racing car, but also a street-legal sports car.

A Bavarian with Italian blood.

The problem was that BMW Motorsport GmbH totally lacked the capacity to develop and build such a car all by itself. After all, this team of specialists had concentrated on turning series-production cars into racing cars, making the chassis and suspension tauter and the engine more powerful. In its lines and design, the new coupe was intended to clearly boast that special Italian style. It was modelled around the gull-wing turbo, a turbocharged concept car created in 1972 by BMW designer Paul Bracq. Proceeding from this design study with its rounder lines, Giorgio Giugiaro created the sharp profile of the M1 with its distinct, almost jagged edges and corners. Bracq and Giugiaro had already cooperated in the past in creating the BMW 6 Series coupe.

First choice in the engine department: a inline-six engine.

Choosing the engine, BMW Motorsport GmbH initially focused on two concepts: Advance studies of Formula engines had led to a ten-cylinder code-named the M81, a V-engine with its cylinders at an angle of 144°. Suitably modified, this engine was also examined for its possible use in a sports car. But then the team around BMW’s Motorsport Director Jochen Neerpasch quickly opted in favor of a new inline-six, an engine concept supported by the excellent experience BMW had gained in the CSI races.

After all kinds of rumours with the grapevine running wild, BMW unveiled the secret in spring 1977, officially confirming the development of the new super-sports car. Then, in autumn of the same year, BMW published the first photos of the M1 in production trim. The car then made its first public appearance half a year later: Together with TV presenter Dieter Kürten, Jochen Neerpasch proudly introduced the Group four version in the colors of Motorsport GmbH in a prime-time Saturday evening sports program on Channel Two of German Television. Although this racing machine bearing number eleven was not yet ready to go, the first test drives were scheduled for April 1978.

277 bhp in a purebred sports car.

The big day finally came in autumn of the same year. The public was able to admire the first E26 at the Paris Motor Show. By that time the car bore the model designation M1 standing for the first car developed and built by BMW Motorsport GmbH.

Measuring 4,360 millimeters (171.7´´ ) in length, 1,824 millimeters (71.8´´ ) in width and 1,140 millimeters (44.9´´ ) in “height”, the M1 exuded a genuine flair for power. This mid-engined sports car was driven by a 3.5-liter inline-six fitted lengthwise in front of the rear axle and developing maximum output of 277 bhp. Code-named the M88, this engine was based on the volume-production six-cylinder combined with the four-valve cylinder head carried over from BMW’s CSI racing engines. Within this two-piece cylinder head, the lower section formed the combustion and coolant chamber, the upper half comprised the camshaft bearings and cup tappets.

The fuel/air mixture was delivered through three double throttle butterfly manifolds featuring six 46-millimeter individual throttle butterflies to the cylinders through two intake ducts per cylinder measuring 26 millimetres (1.02´´ ) in diameter. The all-electronic digital ignition system also reflected the latest state of the art.

Dry sump lubrication bore clear testimony to the sporting genes of the M1, the car being able to achieve a very high level of lateral acceleration. Fuel was supplied to the engine from two tanks right and left in front of the rear axle, each with a capacity of 58 liters (12.8 Imp gals). From the engine power was transmitted through a ZF five-speed gearbox connected to the engine by a two-plate dry clutch. The final drive differential came as standard with 40 percent locking action.

264.7 km/h (164.1 mph): Germany’s fastest sports car.

The six-cylinder engine was smooth and free of vibrations throughout its entire range of engine speed, even remaining quite docile at lower speeds. This changed instantaneously once the rev counter hit 5,000 rpm. From there the M88 pushed the M1 forwards up to its top engine speed of 7,000 rpm with gusto making even the most jaded car testers wax lyrical: “Once the throttle butterflies are fully open you feel a tremendous kick from behind continuing well beyond the 200 km/h-mark. There is no need to shift to fifth gear, for example, until you reach a speed of 213 km/h (132 mph) and from there you continue to accelerate up and up to the car’s top speed.” Which, as recorded by Germany’s leading car magazine in autumn 1979, was 264.7 km/h (164.1 mph). Acceleration from 0–100 km/h in 5.6 seconds also looked very good, which is not surprising considering the power-to-weight ratio of 4.7 kg/hp, making things relatively easy for the 204 kW (277 bhp) engine.

The M1 was conceived and built for racing right from the start. The elaborate suspension with double wishbones on each wheel, gas-pressure dampers and two anti-roll bars remain in command throughout the car’s entire speed range. With the exception of the more comfort-oriented response of the moving parts and the modified spring/damper setting, the road suspension was identical to the chassis and suspension on the Group four racing version. Four inner-vented brake discs ensured phenomenal stopping power from any speed and the front axle came with 30 percent anti-dive minimising body movement even when applying the brakes all-out. Tires measuring 205/50 VR 16 at the front and 225/50 VR 16 at the rear were certainly very big and muscular in those days.

A low center of gravity of just 460 millimeters (18.5´´ ) above the road, track measuring 1,550 mm (61.02´´ ) at the front and 1,576 mm (62.04´´ ) at the rear, together with the mid-engined concept providing weight distribution of 44.1/55.9, made the M1 a genuine performer in bends, even though the car called for an experienced driver when pushed to the limit. Typical of a mid-engined performance car with a low level of inertia around its vertical axis, the M1 required quick and forceful counter steering as soon as lateral acceleration exceeded a reasonable limit and the rear threatened to break away. But the rack-and-pinion steering without power assistance and with a direct transmission ratio was perfect for this kind of control. Displaced castor and a small steering roll radius served at the same time to combine ease of control with supreme road contact absolutely essential for the active driver. The twin-joint safety steering column, in turn, was adjustable for reach.

A racing car with crash-proven passive safety.

Although the M1 was a sports car par excellence, both the driver and passenger enjoyed a certain standard of comfort. Though the suspension was firm and taut, it nevertheless absorbed bumps on the road without requiring the occupants to take any heavy jolts. Indeed, the driver and passenger were safely cocooned in a rectangular steel-profile space-frame complete with a bonded and riveted plastic skin free of distortion. The luggage compartment beneath the front lid was sufficient for a weekend for two, and even air conditioning was available. And the BMW M1 was safe: Since the new sports car received general homologation for the entire production series (as opposed to individual approval of each single model one-by-one), BMW was required to substantiate the passive safety of the M1 in a series of crash tests – a precaution which later benefitted many a racing driver.

While the public was admiring the new super-sports car from Munich, with orders coming in one after the other, production of the M1 suffered a nasty setback: Lamborghini was unable to assemble the new car as planned and the order instead had to go to Baur, the coach-building specialist in Stuttgart. This made the M1 a genuine challenge in the production process with the space-frame built by Marchesi, the glass-fibre-reinforced plastic body shell by T.I.R., both in the Italian town of Modena, and Giorgio Giugiaro’s company ItalDesign assembling these two basic units and adding the interior trim and equipment. From there the car went to Stuttgart, where Baur fitted all the mechanical systems and components.

A big attraction in Formula 1: the Procar Series.

Facing these delays and re-planning requirements, BMW suddenly became hard pressed for time. After all, 400 units of the new car had to be built within 24 months for homologation as a Group four competition car. And other companies were also pressing forward. So to get the M1 on to the race track faster, Motorsport GmbH Director Jochen Neerpasch, teaming up with Bernie Ecclestone and Max Mosley, launched the Procar Series with races held just before most of the European Formula 1 Grand Prix events in the 1979/80 season.

The big difference versus the road going car was the engine of the Procar racing version. The first step for motor racing was to tune the M88 six-cylinder the classic, conventional way, with new camshafts, larger valves, forged pistons, optimized flow ducts, slides instead of throttle butterflies and a modified exhaust system boosting output to 470–490 bhp. With this kind of power, the Procar version weighing just 1,020 kilos and fitted with the longest transmission ratio had a top speed of approximately 310 km/h (192 mph). Goodyear racing tyres measuring 10.0/23.5 x 16 at the front and 12.5/25.0 x 16 at the rear, together with a mighty rear wing, served to provide the right kind of grip on the road. Driving one of these Group four BMW M1s, Marc Surer lapped the Northern Circuit of Nurburgring in just 7minutes 55.9 seconds.

Built to Group four regulations, the M1 was not only placed at the disposal of five Formula 1 drivers in each race for the Procar Trophy, but was also sold straight from the factory as BMW Motorsport GmbH’s first ready-to-go racing car at a price of DM 150,000. And indeed, some of the most renowned racing teams quickly took up this offer. Schnitzer and Heidegger raced their own M1s on the track, just like Osella in Italy and Ron Dennis in Great Britain.

Putting up a unique show for the crowd: Driving skill was the decisive factor.

Benefitting from this combination of BMW M1s prepared for racing by Motorsport GmbH and those entered by private teams, and with the cars driven by the big names in Formula 1 as well as ambitious racing drivers in other categories, the Procar Series gained unique popularity. This is where the world’s best drivers faced the old hands and newcomers in the scene, comparing their skills with cars virtually identical in every respect. The crucial factor, therefore, was driving skill – and this really caught the attention of the crowd. The Procar races proved just as popular as the ensuing races for the Formula 1 World Championship.

The recipe for success was perfectly prepared. The fastest five Formula 1 drivers in the Friday practice sessions were placed against 15 touring car specialists. With the Procar races held on the Saturday, the first five places on the grid went to the stars. The remaining places were shared by the touring car cracks lined up according to their practice times. And they all joined in: Drivers and racing teams were happy to participate in the Procar Series, provided they were not barred from doing so by their contracts.

“Maybe I was so fast because I just wanted to drive a BMW.”

This is why on 12 May 1979, the Saturday before the Belgian Grand Prix in Zolder, the two fastest drivers in practice were unable to take their seats in the M1: Gilles Villeneuve and Jean-Pierre Jabouille had exclusive contracts with other car manufacturers. But Jacques Laffite, the third-fastest driver in the practice sessions, was just as happy to start his engine in BMW’s mid-engined Gran Tourisme as Clay Regazzoni, the reigning World Champion Mario Andretti, as well as Niki Lauda and Nelson Piquet.

Nelson, who later became Formula 1 World Champion with Brabham BMW and at the time No. 2 in the Brabham Team after Niki Lauda, was unable to anticipate his great career back then when he said, grinning: “Maybe I was so fast because I just wanted to drive a BMW.”

But Nelson’s competitors also had great names and a great reputation: Hans-Joachim Stuck, who a day later came eighth in the Grand Prix racing for the German ATS Team, the then reigning Formula 2 European Champion Bruno Giacomelli, BMW Motorsport drivers Toine Hezemans and Dieter Quester, as well as Elio de Angelis, another star in Formula 1. When the lights switched to green in this truly outstanding line-up of Procar drivers, Hans-Joachim Stuck and young Austrian star Markus Höttinger pulled away from the rest of the grid after just a few laps. But in lap twelve the two of them got a little too close for comfort and ended up in the fences. So to quote a report on the race summing up the 20 laps, “Italian driver Elio de Angelis proved to be the superman in the first M1 race, not only winning the event, but also completing the fastest lap. And this was after starting from 15th place and plowing his way through the entire field.” Second place went to Toine Hezemans, Clay Regazzoni finished third. The Procar Champions: Niki Lauda and Nelson Piquet.

Ultimately, however, the initial results started to change in the course of the Procar season, Niki Lauda, already two-time Formula 1 World Champion back then, scored the largest number of points by the end of the season. In eight races in the M1 Procar Series, Niki scored three wins and finished second in one race. So while Hans-Joachim Stuck was able to bring home victory in the last two races, he ended up five points behind Lauda when the season finished. Clay Regazzoni held on to his third place until the end of the season.

Winning the last three races in the 1980 series, Nelson Piquet brought home overall victory in Procar racing a year later, followed by Alan Jones and Hans-Joachim Stuck. Maybe this was no coincidence, since Alan Jones, who later became Formula 1 World Champion, was a dedicated fan of the M1 anyway, as one of the first customers to buy this sports car for private use.

These spectacular events more or less marked the end of the M1 in Group four racing for a simple reason: The M1 was only homologated for racing on April 1st 1981 and the regulations were changed just nine months later, making it virtually impossible for the M1 to compete any more.

Boosted by up to 1,000 horsepower: Group five M1 with biturbo power.

Even the success of the M1 in Group five was unable to match the overwhelming Procar Series. Group five was for special production cars derived from cars homologated in other racing categories – and that was virtually the only restriction. The first M1s to enter Group five were powered by normal-aspiration engines developing maximum output of almost 500 bhp. To cope with engine torque of up to 800 Newton-meters or not quite 600 lb-ft, these cars featured a Hewland FG 400 five-speed gearbox, with locking action on the final drive ranging from 75–100 percent, depending on the racetrack. Later, the engines of the Group five M1 were boosted up to 1,000 bhp by two turbochargers. And to get as much of this huge power on to the road as possible, the body of the car was modified by all kinds of spoilers turning the M1 into real “wing monsters”. This was also when Team Schnitzer, the leading BMW tuning specialist, turned a Group five M1 into the then most powerful racing car in the German Motor Racing Championship, using a kevlar body on a specially reinforced chassis. With this kind of power, Hans-Joachim Stuck came home first on both Nürburgring and Salzburgring.

The IMSA GTO Champion in the USA: BMW M1.

1981 was a spectacular year of success for the M1 in the USA. Any driver wishing to play an important role at the time in the popular IMSA GTO Championship simply had to drive BMW’s mid-engined coupe. After forming the Red Lobster Team, Dave Cowart and Kenper Miller finished the season first and second, naturally both at the wheel of a BMW M1. The white number 25 M1 won twelve out of 16 races in the Championship. Only one driver among the top ten in the 1981 Championship drove another car. The driver who finished seventh, incidentally, was US racing legend Al Unser Jr., naturally at the wheel of an M1.

Presenting art on fast wheels: M1 Art Car in the 24 Hours of Le Mans.

The M1 was not only an outstanding racing and sports car, but also an equally unique work of art. In 1979 world-famous pop art idol Andy Warhol tried his hand on a ready-to-race M1 coupe, using his brush and paint to turn the M1 into one of the fastest works of art in the world. This was BMW’s fourth Art Car, a series of artistic achievements based on various BMW models. Warhol was the first artist to paint the body of the car directly with powerful swipes of his brush: “But the car is better than the art”, Warhol said himself afterwards in a rather dry comment. Boasting number 76, the BMW M1 Art Car struggled for the title in Le Mans throughout the whole 24 hours, ultimately finishing the race sixth.

Transplanting the M1 six-cylinder into production cars: the M5 and M 635 CSi.

Production of the M1 ended in 1981 after a production run of 445 units, 399 for the road and 46 in Procar trim. But the heart of the M1, the M88 six-cylinder 24-valve power unit, was far too good to retire from the scene. It was much too progressive and powerful. So in 1984 Motorsport GmbH once again hit the headlines, making aficionados of high-performance cars wax lyrical once again when the 255 km/h (158 mph) M 635 CSi coupe and the M5 brought back the M1’s fast-revving power machine.

The hand-built M5 quickly became a real legend. This was truly a wolf in sheep’s clothing, with maximum output of 286 bhp almost three times as powerful as the 518i. At first sight it almost looked the same as its large-volume counterpart, top speed of 245 km/h (152 mph) quickly captured the attention and admiration of countless owners of large sedans and sports cars having to give way to the M5 on the Autobahn even with the gas pedal pushed right down to the floor. Not surprisingly, therefore, this marked the birth of the “Businessman’s Express”.

Specifications BMW M1 – production model. Engine: Water-cooled inline-six in mid-engine arrangement Four valves per cylinder, two overhead cam-shaft with double roller chain drive
Capacity (cc) 3,453
Stroke (mm/in) 84/3.31
Bore (mm/in) 93.4/3.68
Max output (kW/bhp) 204/277 at 6,500 at rpm
Max torque (Nm/lb-ft) 330/243 at 5,000 at rpm
Max engine speed (rpm) 7,000
Mean piston speed at max output (m/sec) 17.4
Compression ratio 9:1
Fuel supply Kugelfischer system mechanical fuel injection three double throttle butterfly manifolds with six throttle butterflies, dia 46 mm
Fuel grade (RON) 98
Fuel tank capacity (ltr.) (2 x 58) 116
Lubrication Pressure-circuit lubrication with dry sump oil system Triple suction pump next to crankcase, pressure pump in the oil sump

Electrical system. Battery voltage (V) 12
Battery output (Ah) 55
Alternator 14 V/65 A
Ignition Magneti-Marelli contact-free, all-electronic digital ignition system controlled by the flywheel Spark plugs Bosch x 4 CS

Chassis and suspension. Frame Spaceframe with plastic body
Front axle Double track control arm (wishbone) with light-alloy wheel mounts Independent suspension
Rear axle Double track control arm (trapezoid arm at the bottom) with light-alloy wheel mounts
Independent suspension
Dampers/springs Bilstein gas pressure dampers Concentric coil springs adjustable for height Anti-roll bar dia (mm/in) front 23/0.91 rear 19/0.75
Brakes Inner-vented fixed-calliper disc brakes in two-circuit system with brake servo pressure reducer on the rear axle
Brake disc dia(mm/in) front 300/11.81 rear 297/11.69
Brake disc width (mm/in) front 32/1.26 rear 26/1.02
Swept brake area (cm²) front 96/wheel rear 69/wheel
Parking brake Operated mechanically, acting on separate brake callipers on the rear axle
Steering Rack-and-pinion steering, two-joint safety steering column adjustable for reach
Steering wheel dia (mm/in) 360/14.2
Wheels Cast light-alloy wheels
front 7´´ x 16´´ rear 8´´ x 16´´
Tyres Pirelli P7 front 205/55 VR 16 rear 225/50 VR 16

Power transmission. Clutch F + S hydraulically operated, double-disc dry clutch
Gearbox ZF five-speed manual gearbox with integrated final drive
Transmission ratios, manual gearbox: 1st 2.42 2nd 1.61 3rd 1.14 4th 0.846 5th 0.704 Reverse 2.86 Final drive 4.22

Dimensions (mm/in). Wheelbase 2,560/100.8
Track, front 1,550/61.0
Track, rear 1,576/62.0
Length 4,360/171.7
Width 1,824/71.8
Height, unladen 1,140/44.9
Ground clearance, laden 125/4.9
Turning circle 13,000/512

Technical Description BMW M1 Group four.

Grand Tourisme based on international motorsport regulations. Grand Tourisme cars are built in a small series and must have at least two seats. They may be improved and modified in the interest of enhanced performance. The modifications allowed for this purpose are specified in detail in the International Motorsport Regulations.

In their looks and appearance, Group four cars bear a close resemblance to the production model.

Engine.

Six-cylinder in-line power unit, water-cooled, four valves per cylinder, mechanical fuel injection, dry sump lubrication, oil cooler at the front end of the car, 94 mm/3.70´´ bore, 84 mm/3.31´´ stroke, 3,500 cc capacity, max output 345 kW (470 bhp) at 9,000 rpm, max torque 390 Nm (287 lb-ft) at 7,000 rpm.

Power transmission.

Hydraulically operated double-plate clutch, ZF five-speed gearbox, differential and gearbox cooling system.

Chassis and suspension.

Double track control arms on the front and rear axles, magnesium wheel mounts, aluminum wheel hubs with central bolt, Bilstein dampers with bolted spring plates, anti-roll bars front and rear, exchangeable and adjustable, ATE brake system, swing callipers and vented discs front and rear, twin master brake cylinders, brake forces adjustable while driving, rims 11.0 x 16 at the front, 12.5 x 16 at the rear, tyres 10.0/23.5 x 16 at the front, 12.5/25.0 x 16 at the rear, rack-and-pinion steering with direct transmission ratio.

Technical Description BMW M1 Group five.

Special production car based on international motorsport regulations. Special production cars do not require a minimum production volume, but must be derived from cars homologated in Groups one, two, three or four. All modifications allowed on Group one to four cars as well as additional Group five modifications are admissible, as specified by the International Motorsport Regulations.

Greater freedom in the shape and dimensions of the flared wheel arches as well as the use of aerodynamic improvements front and rear significantly change the looks of the body. Beneath the body shell the manufacturer is able to choose and configure the various systems (engine, transmission, suspension, brakes) with hardly any restrictions.

The Group five BMW M1 features a 3.2-litre six-cylinder 24-valve power unit with an exhaust gas turbocharger developing up to 850 bhp at 9,000 rpm. Boost pressure is between 1.2 and 1.4 atmosphere. The Group five version benefits from technical optimisation of all units and systems. The car’s final specifications will be published at a later date.

On the BMW stand, the spectrum of brand and product history stretches from the BMW R 32 – BMW’s first motorcycle – and the vintage 1928 Dixi, to the Goggomobil and the Isetta, all the way to the BMW 6 Series and the Z1. The focus of this year’s exhibition is the 30th anniversary of the legendary BMW M1. This mid-engined sports car was first unveiled before the public in 1978 and soon ranked as a dream model among young Top Trumps players and uncompromising sports car drivers alike. The M1 derived its legendary status from a high-profile sporting career: the Procar Series, which involved the BMW M1 Group 4 version with 480 hp, was among the spectacular highlights at European Formula One events in the years 1979 and 1980. Visitors to Essen will see a production version of the M1 as well as a Procar on the BMW stand.

Ten years before the BMW M1 arrived on the scene, two models were launched that were to redefine the large saloon segment from Munich. Models such as the BMW 2500 symbolised the inroads driving pleasure was now making into the automotive luxury class, their six-cylinder engines becoming renowned for their turbine-like running smoothness. The related Coupé similarly reflected a new BMW philosophy: from the 2800 CS to the BMW 3.0 CSL, these two-door models were the epitome of elegance and sportiness, attributes that have earned this model variant international fame and desirability to this day. Three production versions each from the two model series will be on display in Essen. Another exhibit will be a BMW 3.0 CSL Group 5 representing the sporting ambitions of the large BMW Coupé.

At its unveiling 25 years ago it was still regarded as somewhat of an oddity in the BMW fleet; today it is seen as signalling the birth of a success story: the BMW 524td launched in 1983 was the first diesel model to sport the blue-and-white logo. Parked next to this first BMW diesel at Essen will be the BMW 525e and 325e, two engine concepts which already stood for the compatibility of performance and fuel economy back in the 1980s.

As in previous years, MINI will also be casting its eyes back on the past in Hall 12. With an Austin Seven Countryman of 1961 and a current MINI Clubman Cooper S, the historical sweep will extend from the infancy of the Mini to the very latest models. Two small runabouts of a rather special kind will conjure up for visitors an entirely different dimension of the classic Mini: the Mini Marcos GT 850 dating back to 1965 and the Rover Mini Cooper MPI of 1997 demonstrate just how strong the will for performance enhancement and individualisation was in their respective eras.