• World premiere of an exclusive, limited-production ALPINA model for the United States and Canada — full details released Friday, March 6 at 2:15 PM ET.
• BMW Classic USA presents a six-generation BMW M3 display at The Amelia Concours 2026, marking 40 years of the iconic sports sedan.
• Sunday's Cars & Caffeine event celebrates three BMW milestones: 40 years of the M3, 50 years of the 6 Series, and 60 years of the BMW 2002.

Fernandina Beach, FL – March 2, 2026…At The 31st Amelia Concours d'Elegance, held March 6–8, 2026, at the Golf Club of Amelia Island and The Ritz-Carlton Resort, BMW will mark three milestones in its performance heritage — 40 years of the BMW M3, 50 years of the BMW 6 Series, and 60 years of the BMW 2002 — alongside the world premiere of an exclusive, limited-production ALPINA model for the United States and Canada.

North American Debut: An Exclusive ALPINA Model for the United States and Canada.

BMW’s activities at The Amelia Concours 2026 begin on Friday with the debut of an exclusive, limited-production model for the United States and Canada. ALPINA has long defined a singular expression of maximum performance and supreme ride comfort — an exceptional balance that has made the marque revered among connoisseurs of refined performance.

Full details remain under embargo until the reveal on Friday, March 6, 2026, at 2:15 PM ET / 11:15 AM PT. The new ALPINA model will remain on display at the main entrance to The Ritz-Carlton throughout the weekend of The Amelia Concours 2026.

40 Years of the BMW M3: Six Generations on Display at The Amelia Concours 2026

2026 marks 40 years since the introduction of the BMW M3 — released in 1986 as a homologation special for Group A racing competition. At The Amelia Concours 2026, BMW Classic USA will present a curated six-generation display tracing the M3's evolution from the E30 to the current G8x, with each example illustrating the direct connection between BMW Motorsport's racing development and the road cars BMW M has delivered to customers worldwide.

1^st Generation: E30 - The BMW E30 3 Series spawned the first BMW M3 – a car designed by BMW Motorsport to represent BMW in race series around the world. Initially, 5000 street examples needed to be produced to homologate the car for Group A competition. The car that will be on display is one of 600 1990 Sport Evolution street examples produced to allow further racing development. It is equipped with a 2.5-liter 4-cylinder engine, revised aerodynamics and 18-inch wheels. Through the course of its racing career, E30 M3 became the most successful racing sports touring car ever.

2^nd Generation: E36 - Although the E36 M3 was raced very successfully in the US and Europe, its primary focus was performance on the road. The E36 M3 was the only generation with a unique engine for the US market; a 240 hp 3.2-liter inline-6, and the first M3 offered as a sedan and convertible as well as a coupe. The formula was successful; the E36 M3 was on Car and Driver’s 10Best list every year it was in production. The pinnacle of the E36 M3 in the US was the limited edition M3 Lightweight displayed – available only in white with the Motorsport checkered flag motif. This track-focused model deleted the air conditioning and other comfort and convenience features and had aluminum doors, all of which made it 200 pounds lighter than the stock M3 coupe. It also featured an adjustable front splitter, a rear wing, and an oil scavenge pump.

3^rd Generation: E46 - The E46 M3 continued the evolution of The Ultimate Driving Machine with a somewhat larger yet significantly stiffer body shell than the E36 it replaced. The third generation M3 was offered as a coupe and convertible and was powered by a high revving, 333 hp 3.2-liter inline 6-cylinder engine paired with either a 6-speed manual or 6-speed SMG-II transmission. A highly successful sales leader in its day, the E46 M3 is today revered as one of the all-time best handling cars. The E46 M3 GTR race version became a dominant force in racing around the world – both with 6-cylinder and V8 power. The example on display is a well preserved 2006 model.

4^th Generation: E92 - The E9x M3 is the only road-going M3 to be powered by a V8 engine. The 4-liter, 414 hp V8 with an 8,300 RPM redline was a masterpiece of engineering and could be paired with either a 6-speed manual or a fast-shifting M-DCT double-clutch gearbox. High US demand meant the fourth generation M3 was again offered as a sedan as well as a coupe and convertible. The E9x was the first M3 to include the BMW iDrive system to control navigation, infotainment, and essential vehicle functions. It was also a remarkably successful race car, sweeping the ALMS Championship in 2011 and winning the 12hrs of Sebring in 2011 and 2012. The example shown here is one of 200 US market-only M3 Lime Rock Park Editions produced in 2013.

5^th Generation: F8x - The 5th generation saw substantial changes for the M3/M4. Going forward, coupes and convertibles would be badged M4s, with the M3 badge reserved for the sedan. The F8x generation was the first one turbocharged, powered by a new S55 TwinPower Turbo inline-6 cylinder 3-liter engine developing 425 hp and 406 lb-ft of torque. Acceleration from 0-60 mph dropped to 3.9 seconds with the optional M-DCT dual clutch transmission. The peak version was the track oriented, limited production M4 GTS shown here. The hardcore GTS included extensive use of carbon fiber inside and out, a standard partial roll cage in place of the rear seats, and water injection for the higher output S55 engine.

6^th Generation: G8x - The G8x M3/M4 is the result of the continuous evolution of the definitive M sports sedan and coupe over the past four decades. Today’s M3/M4 have benefitted from extraordinary advancements in technology and engineering, improving performance, safety, efficiency, comfort, and convenience, all without compromising the emotional experience of The Ultimate Driving Machine. The G8x generation are available in rear wheel drive or xDrive all-wheel drive, with a 6-speed manual or a fast shifting 8-speed automatic derived from the GT4 race car. The example on display is a manual transmission version in BMW Individual Laguna Seca Blue with accessories from BMW M Performance.

Saturday, March 7: The 31st Amelia Concours d'Elegance — BMW Award for Engineering Excellence

The 31st Amelia Concours d'Elegance takes place Saturday, March 7, 2026, on the fairways of the Golf Club of Amelia Island at The Ritz-Carlton Resort, featuring over 250 vehicles across 35 classes. Among the awards presented is the BMW Award for Engineering Excellence, recognizing vehicles that demonstrate forward-thinking technologies and innovations that transcend their era. The Amelia Concours d'Elegance is open from 9:30 AM to 4:00 PM.

Sunday, March 8: Cars & Caffeine Celebrates 50 Years of the BMW 6 Series and 60 Years of the BMW 2002

Sunday, March 8, Cars & Caffeine at the Golf Club of Amelia Island will feature over 400 vehicles. BMW Classic USA will mark three milestone anniversaries: 40 years of the BMW M3, 50 years of the BMW 6 Series, and 60 years of the BMW 2002 — with dozens of excellent examples from each model's history entered by members of the BMW Car Club of America. Cars & Caffeine runs from 9:00 AM to 1:00 PM.

BMW Group in the United States

BMW Group began operations in the U.S. over 50 years ago. In addition to the sales, marketing, and distribution of BMW, MINI, Rolls-Royce, and BMW Motorrad vehicles, BMW Group’s business in the U.S. spans 30 locations in 12 states including BMW Group Financial Services, BMW Manufacturing, Designworks, BMW Technology Office USA, and BMW i Ventures. The company’s U.S. plant in South Carolina is the largest single BMW production facility in the world and the global center of competence for BMW Sports Activity Vehicles. The BMW Group sales organization is represented by a nationwide network of 355 BMW retailers, 147 BMW motorcycle retailers, 105 MINI passenger car dealers, and 37 Rolls-Royce Motor Car dealers. Taken together, BMW Group’s business activities in the U.S. provide and support over 120,000 jobs and contribute more than $43.3 billion to the U.S. economy annually.

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Journalists note: For more information about BMW Group’s business and products in the U.S., please visit: PressClub USA.

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The first Mini rolled off the production line in Oxford on August 26, 1959 .

Woodcliff Lake, N.J., August 26, 2019. Sixty years ago, driving changed forever. The year was 1959. The first Barbie Doll was introduced, The Twilight Zone premiered on television, the first American astronauts were publicly announced by NASA as part of Project Mercury, and Hawaii and Alaska became the 49^th and 50^th states in the United States of America. Meanwhile, another event occurred on the other side of the world that would forever change the automotive industry, the first Mini was introduced to the world.

On August 26, 1959, the first Mini debuted in Oxford, England. Charged with creating a competitor to French- and German-made micro-cars produced during the Suez oil crisis in 1956, Sir Alec Issigonis was driven to design the first mass-produced car to use a transverse engine. This, along with the car’s unique placement of its wheels at the four corners, allowed the Mini to create a fun to drive car that comfortably fit four adults despite its compact size, thus establishing the brand’s famous go-kart handling and design philosophy focused on creative use of space.

“There are few automobiles in history that were created and developed based on a design philosophy that have gone on to be recognized by so many pioneers, rebels, and racers.” said Steve Ambeau, Department Head, MINI Brand Communications. “Both the Classic Mini and the modern-day MINI have become the centerpiece of passionate owner communities and clubs, while retaining their status as an authentic cultural icon chosen as a daily driver by movie stars, musicians, athletes and automotive enthusiasts around the world.”

A Racing Legend is Born

Just two years after the introduction of the Mini, John Cooper of Cooper Car Company got involved with the brand in a big way. Cooper – a pioneer for developing rear-engine racecars – made modifications to the Mini and eventually created the Mini Cooper S, which was seen as a sportier version of the iconic original. His modifications eventually lead to the Mini Cooper S winning numerous racing championships against more formidable competitors throughout the 1960s, including the well-known Monte Carlo Rally in 1964, 1965 and 1967.  The image of Mini as a champion on the track helped it gain notoriety that propelled Mini to become a symbol of the growing youth culture.

Popular Culture Phenomenon

The year was 1967. The first Super Bowl of all time was played between the Green Bay Packers and the Kansas City Chiefs. The world’s first heart transplant was performed. And Barbara Streisand performed in front of 135,000 people in Central Park. While this was all happening, the Mini was making its feature film debut on screens across the globe in The Italian Job, a film starring Michael Caine. Its appearance now legendary, at the time the film helped to drive awareness of the Mini to new heights. Being seen in a Mini soon became a statement many wanted to make, especially those in Europe. And with celebrity owners such as George Harrison and Steve McQueen, who could blame them? Alas, 1967 was also the final year the classic Mini was sold in the US after a seven-year run.

A Galaxy Far, Far Away

By 1977, Star Wars hit the screens and captured the imaginations of millions, beginning what has proven to be a long-running and lucrative franchise. The same year, Apple launched the Apple II and the Concord embarked on its first commercial flight. Mini celebrated the sale of its 4 millionth car, surprisingly without the assistance of a burgeoning automotive market far, far away – the United States. Sales of the Mini were hindered by stricter safety and emissions standards that went into effect in 1968, which meant the brand would have to wait for its time to party in the U.S.A.

European Car of the Century

In 1999, the world population crossed six billion for the first time, the internet reached 150 million users, and the Euro was introduced as a currency in 11 European countries. Meanwhile, Mini celebrated its 40th anniversary in style – by receiving the distinguished honor of “European Car of the Century,” which was voted upon by 130 international automotive journalists. The brand sold 5.3 million classic Minis between 1959 and 2000 and revolutionized the automotive industry in the process.

The Dawn of a New Era

As the new millennium arrived, the human genome was deciphered and the first live-in crew arrived at the International Space Station, and the Mini brand – a part of Rover Group at the time – had found itself in the very capable hands of BMW Group. Rover Group was originally acquired by BMW in 1994. However, in 2000, BMW chose to sell the Rover Group while retaining the Mini brand.

As the world continued to change at a rapid pace, BMW was tasked with updating an icon for the modern era. This was no easy task. The classic Mini only underwent minor changes over the course of its first 40 years, so maintaining key Mini design hallmarks such as its round headlights, flat tops and contrasting paint jobs, remained a top priority. Engineers were tasked the unenviable job of trying to keep the familiar Mini look and feel that everyone loved, as well as the famous fun to drive go-kart handling, while also trying to figure out how to inject modern horsepower and technology into vehicles designed for the modern age.

But that’s exactly what they did in 2001 when the new generation of MINI Cooper models were introduced. Originally available in Cooper, Cooper S, and One variants, the performance-based John Cooper Works range of tuning options soon followed. The new MINI models inspired the 2003 remake of The Italian Job – featuring the new models as an homage to two classics.

In 2005, MINI took a step into unchartered territory for the brand when it launched its first-ever convertible. The first-generation MINI Convertible, which was available in Cooper, Cooper S, and One variants, featured a fully-automatic roof and several design choices that harkened back to the classic Mini. It was followed by a second generation of MINI Hardtop models in 2007 and its first John Cooper Works model in 2008.

In the years that followed, MINI expanded the model range beyond the Hardtop and Convertible with the introduction of new models, including the Coupe, Roadster, and Paceman. MINI also introduced the Countryman and Clubman, both of which are still part of the MINI lineup today.

To Infinity… and Beyond!

Fast-forward to 2019 - earlier this year, the Toy Story franchise saw the release of its fourth installment, and Marvel completed its decade-long, 23-film Infinity Saga with the release of Avengers: Endgame and Spider-Man: Far From Home. As these long-running franchises look to the future and begin to write new chapters in their success stories, so too does MINI.

After the initial success of its MINI Cooper S E Countryman ALL4, a plug-in hybrid vehicle, the brand announced in 2017 its intent to build a fully electric vehicle at its Oxford plant. In 2019, MINI has delivered on this promise by introducing the MINI Cooper SE, which will be available at dealerships in the U.S. in early 2020. The new electric vehicle combines sustainable mobility with the driving fun, expressive design and premium quality that are typical of MINI.

“The new MINI Cooper SE, the first purely electric premium small car, like the original Mini in 1959, will amaze people with its driving dynamics.”  said Patrick McKenna, Department Head, MINI Product Planning & Consumer Events. “It represents the next chapter of our illustrious history bringing sustainability and MINI legendary go kart handling together.”

With the new MINI Cooper SE, this uniquely British brand once again sets a pioneering impetus for urban mobility. Sixty years ago today, the revolutionary design principle of the classic Mini established itself, offering space-efficient, fuel-efficient mobility. This was the case when MINI was re-launched in 2001, it was a modern re-interpretation of Mini’s creative space usage and performance that became the definitive premium small car, establishing the segment.

About MINI in the US
MINI is an independent brand of the BMW Group. In the United States, MINI USA operates as a business unit of BMW of North America, LLC, located in Woodcliff Lake, New Jersey and includes the marketing and sales organizations for the MINI brand. The MINI USA sales organization is represented in the U.S. through a network of 122 MINI passenger car dealers in 39 states. MINI USA began selling vehicles in the U.S. in 2002 with the introduction of the MINI Cooper and MINI Cooper S Hardtops. Since then, the MINI Brand in the U.S. has grown to encompass a model range of five unique vehicles.

Journalist notes: Media information about MINI and its products is available to journalists on-line at www.miniusanews.com.

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Munich. 2016 marks the 30th anniversary of a motoring icon, one which revolutionised the mid-size sports car segment when its production started in 1986. The very first BMW M3 set a new standard by which other carmakers would be measured – and, five model generations later, are still judged today. BMW Motorsport Division, the precursor to BMW M Division, was incredibly rigorous in its deployment of undiluted motor racing technology in the development of the first-generation BMW M3. Its endeavours produced a thoroughbred high-performance sports car – based on the series-produced BMW 3 Series – that was perfectly suited to daily use. Over the three decades that have followed, BMW M has gently refined its trailblazing and highly successful creation from one generation to the next, while always taking great care to preserve the original character of the M3. The upshot is that there is arguably still no other car that blends such prominently honed motor sport genes and uncompromised everyday practicality into such an emotionally stirring overall package.

The 30th anniversary of the BMW M3 provides an ideal opportunity to look back at four highly intriguing model variants that, for various reasons, never made it past the prototype stage. Four surprise guests will therefore be attending their progenitor’s birthday party: the BMW M3 Pickup from 1986, the BMW M3 Compact from 1996, the BMW M3 Touring from 2000 and the second incarnation of the BMW M3 Pickup unveiled in 2011.

Use in touring car racing was the overriding development objective for the first-generation BMW M3.
The BMW M3 was not an attempt to produce a sporting flagship for a volume-produced model range; instead it originated from the idea of developing a racing car for motor sport that would also be available in a road-going version. The selected category of racing was Group A production touring cars – as seen in the German Touring Car Championship (DTM) that had succeeded the German Racing Championship (DRM). The Group A regulations stated that for a racing car to be homologated, at least 5,000 road-legal units had to be sold within 12 months.

Having the chance to develop the production and race versions of the car alongside one another presented the development team with a tremendous opportunity, which they duly capitalised on. The axle kinematics, suspension and damping were all perfectly tailored to the future demands of motor racing, as was the braking system, which combined the standard ABS with inner-vented brake discs at the front and an engine-driven high-pressure pump. Details such as the transmission’s shift pattern with first gear at the bottom left also gave a clear indication of the vehicle’s singular focus on racing.

On top of this came extensive weight-saving measures. While the body with broad wheel arches was manufactured from sheet metal in the traditional manner, the front and rear bumpers along with the side skirts, boot lid and spoiler were made of plastic, reflecting the engineers’ commitment to intelligent lightweight construction. The BMW Motorsport experts tweaked the car’s aerodynamics too, with the C-pillar of the BMW M3 following a slightly shallower angle than the standard body and having a broader base. This allowed the airflow to be directed towards the distinctive rear spoiler more effectively.

Extensive use of high tech in the powertrain, too.
The experts at the Motorsport department used the two-litre four-cylinder engine fitted in series-production models as the basis for the M3’s unit, as the low weight of its construction and its high-revving capabilities meant it had exactly the right ingredients for a racing engine. To transform the well-mannered everyday engine into an athletic performer with sports car credentials, however, they had to subject it to some intensive power therapy.

First, they increased its displacement to 2.3 litres and converted it to a four-valve arrangement. For this purpose, the team employed a suitably modified cylinder head taken from the six-cylinder engine featured in the BMW M1, whose combustion chambers were – conveniently enough – spaced exactly the same distance apart as the four-cylinder unit’s. The crank drive on the BMW M3 was designed to be so rigid that it could handle 10,000 revolutions per minute and more. The standard production car’s rated engine speed of 6,750 rpm therefore left plenty of margin for further evolutions of the motor sport off-shoot.

From sporting machine to heavy-duty transporter: the BMW M3 Pickup (1986).
When the first generation of the BMW M3 was brought out, it wasn’t just customers who were enthralled by its exceptional dynamic abilities. It also caused quite a stir within the BMW Motorsport department responsible for its development, who saw it as the perfect means of transporting work equipment and parts around the premises of what is now BMW M Division in Garching near Munich. The only problem was that goods transport didn’t figure very highly on the list of the first BMW M3’s many talents.

It didn’t take long to remedy the situation, the body of a BMW 3 Series Convertible being transformed into a BMW M3 Pickup. “The convertible bodyshell was chosen as the basis for two reasons,” recalls Jakob Polschak, head of vehicle prototype building and workshops at BMW M Division and an employee at the company for more than 40 years. “Firstly, we happened to have such a model at our disposal and in perfect condition. And secondly, the convertible’s built-in bracing made it the ideal choice for a pickup conversion.”

The first BMW M3 Pickup did not sport the original’s boldly flared wings, as it was equipped with the narrower body of its regular, volume-produced sibling. At first it was powered by the engine fitted in the so-called “Italian M3”, which had a reduced two-litre displacement due to tax regulations there and an output of 192 hp. “Later we switched to the original 2.3-litre four-cylinder engine with 200 horsepower,” reveals Polschak. The BMW M3 Pickup went about its work around the factory premises reliably for over 26 years before finally being retired four years ago.

The BMW M3 Pickup’s long service life alone is clear evidence that the one-off versions being presented here are not mere gimmicks or engineering exercises. On the contrary, they are high-performance cars that have been optimised to perfectly match their intended task or field of use. As such, they epitomise the philosophy of BMW M. Plus, they also fulfilled another important purpose: “Our apprentices, graduate trainees and placement students assisted in the construction of all of these prototypes,” explains Polschak. “This allowed them to gain invaluable hands-on experience at the same time as freeing up resources for us – a classic win-win situation.”

A starter model for young target groups: the BMW M3 Compact (1996).
The same was also true of the 1996 BMW M3 Compact, of course. The idea behind this model was to present younger customers, in particular, with an entry point into the world of BMW M cars. “To a certain extent, the M3 Compact can be regarded as the forefather of today’s BMW M2,” remarks the BMW M workshop chief with a twinkle in the eye, and it’s easy to see why he draws the comparison. If it had gone into production, the M3 engine’s power would in all likelihood have been lowered somewhat. In the prototype, however, it was allowed to unleash its full 321 hp, which made easy work of propelling a lightweight car (it tipped the scales at just 1.3 tonnes). “It is 150 kilograms lighter, more agile, firmer and even more uncompromising,” enthused German motoring magazine “auto motor und sport” (issue no. 13/1996) after testing it.

A feasibility study under real-world conditions: the BMW M3 Touring (2000).
The BMW M3 Touring prototype likewise materialised because a production model was under consideration. The M3 Compact was made available to journalists for testing in order to both project an image and sound out customer interest. But the M3 Touring served entirely in-house purposes. “This prototype allowed us to show that, from a purely technical standpoint at least, it was possible to integrate an M3 Touring into the ongoing production of the standard BMW 3 Series Touring with very little difficulty,” explains Jakob Polschak. “One important thing we needed to demonstrate was that the rear doors of the standard production model could be reworked to adapt them to the rear wheel arches without the need for new and expensive tools.” Once it had passed through the assembly line, the M3 Touring required only minimal manual follow-up work to fit the M-specific add-on parts and interior details, for example.

History repeats itself: the BMW M3 Pickup (2011).
Once the first-generation BMW M3 Pickup described above eventually started to show the first serious signs of wear after around a quarter of a century of service, it was time for a successor. As with the original, those responsible for its creation again opted for a convertible body due to the existing strengthening elements. “The conversion work had initially proceeded in the usual, largely unspectacular manner during the spring of 2011. But then someone came up with the idea of marketing the vehicle as an April Fools’ joke, as April 1 was just around the corner,” recounts Polschak. To prime the public, spy shots of calibration runs on the Nürburgring’s Nordschleife circuit emerged in the run-up to the day, which served to fuel speculation about plans to build a production model.

And it worked. Reports from the time show that a good many journalists and bloggers took the bait and believed the rumours. Even the official press release published on 1 April 2011 did not immediately set matters straight, first presenting the BMW M3 Pickup as the “fourth body variant” following the Sedan, Coupe and Convertible, before going on to say: “309 kW/420 hp under the bonnet and a payload capacity of 450 kilograms over the rear axle take the BMW M models’ hallmark blend of racing-style driving pleasure and everyday practicality to a whole new level.” It also pointed out that the Cd was only marginally higher than that of the BMW M3 Coupe, the car was 50 kilograms lighter than the Convertible and the 20-kilogram targa roof could be removed to further lower the centre of gravity and therefore deliver even sharper handling dynamics.

It wasn’t until the final paragraph that the press release discreetly revealed the model in question was actually a one-off built for use as a workshop transport vehicle. Unlike its predecessor, however, it had also been licensed for road use.

The BMW M3: a sporting icon and dynamic benchmark for five generations.
30 years ago almost to the day production began of the first series-produced BMW M3s. This represented the opening chapter in a story of success which has no equal in the automotive world. The 2.3-litre four-cylinder unit with four-valve technology produced 147 kW/200 hp and accelerated the M3, which weighed just 1,200 kilograms, from 0 to 100 km/h (62 mph) in just 6.7 seconds. Top speed was 235 km/h (146 mph). In 1988 the Evo version was unveiled, with power increased once again to 220 hp and its top speed to 243 km/h (151 mph). And this was followed in 1990 by the final development stage of the first-generation M3: the BMW M3 Sport Evolution with 238 hp 2.5-litre engine, produced in a limited run of 600 examples.

The second generation of the BMW M3 – not developed specifically for use in motor sport this time – was a much more understated affair. Unveiled in 1992, its six-cylinder engine developed 210 kW/286 hp from three-litre displacement and peak torque of 320 Newton metres (236 lb-ft). It also featured the innovative new camshaft control system VANOS. The new model set two world records – for the highest output per litre (97 hp/l) and the highest specific torque (108 Nm (80 lb-ft)/l) produced by a volume-produced naturally-aspirated engine.

An extensive facelift in 1995 saw the displacement of the six-cylinder in-line engine increased from 2,990 to 3,201cc, with output rising to 236 kW/321 hp. Added to which, the new engine also employed Double-VANOS, which brings fully variable camshaft control on both the intake and exhaust sides. In summer 1996 the BMW M3 became the first series-produced car to be offered with the option of an SMG automated manual gearbox.

Featuring an aluminium bonnet with powerdome, prominently flared wheel arches, an aerodynamically optimised boot lid with rear spoiler lip and four tailpipes exiting the dual-flow exhaust system, the third-generation BMW M3 unveiled in 2000 cut an extremely eye-catching figure once more. Power again came courtesy of a naturally-aspirated six-cylinder in-line engine. The completely newly developed unit developed output of 252 kW/343 hp from its 3,246 cc and peak torque of 365 Newton metres (269 lb-ft).

Instead of being equipped with a straight-six engine, like the two previous generations of the car, the fourth incarnation of the BMW M3 presented in 2007 was powered by a high-revving, naturally-aspirated V8 developing 309 kW/420 hp. Among the extensive intelligent lightweight design measures employed were the carbon fibre-reinforced plastic (CFRP) roof fitted as standard and a front axle made almost entirely from aluminium.

The current (fifth) generation of the BMW M3 was introduced in spring 2014. In keeping with the change in nomenclature for BMW’s series-produced models, only the four-door sedan is badged “M3”, while the coupe and the convertible variants were given the model designation M4. In all three body variants, a free-revving straight-six engine with M TwinPower Turbo technology and 317 kW/431 hp provides the power. Rigorously applied intelligent lightweight design elements include the extensive use of lightweight materials such as CFRP and aluminium for many chassis and body components. All of which has shaved around 80 kilograms off the weight of its predecessor.

This summer, BMW M Division released an exclusive special-edition model – limited to 500 units worldwide – as a special tribute to the successful 30-year history of the BMW M3. With its Macao Blue metallic exterior paint finish, the BMW M3 “30 Jahre M3” harks back to the first generation of car, for which this colour shade was first offered. The Competition Package, which is included as standard and comprises extensive powertrain and suspension modifications, pushes the engine output of the anniversary model up by 14 kW/19 hp to 331 kW/450 hp.

Woodcliff Lake, N.J., August 17, 2015 — The full, rich heritage of the Ultimate Driving Machine® will be celebrated when Bavarian Motor Works is honored on the occasion of its 100th anniversary at the Rolex Monterey Motorsports Reunion. The celebration takes place August 18-21, 2016 at Mazda Raceway Laguna Seca on the scenic Monterey Peninsula.

“The Rolex Monterey Motorsports Reunion is a perfect stage on which to celebrate 100 years of BMW,” stated Ludwig Willisch, President and CEO, BMW of North America, LLC. “The BMW brand and the legend of The Ultimate Driving Machine® was forged on and continues to be refined on racing circuits all over the world. In the United States, Laguna Seca has played a starring role. This year, our BMW Z4 GTLM racing cars finished 1-2 in IMSA competition there - almost 40 years to the date a BMW 3.0 CSL won our very first race on the classic circuit. BMW is delighted to be able to share our passion for great automobiles and motorsport with the world next year.”

Bavarian Motor Works has an enormously rich history. The patriarchs of the brand, Karl Rapp and Gustav Otto instilled a robust DNA in the company in 1916 through the combination of their respective businesses. Beginning as an aircraft engine manufacturer, adding motorcycles in 1923 and automobiles in 1928, a century later BMW has become one of the most respected, innovative and popular brands in the world.

“We are honored that BMW will celebrate its milestone anniversary at the Rolex Monterey Motorsports Reunion,” said Gill Campbell, CEO/General Manager of Mazda Raceway Laguna Seca. “Ludwig Willisch and his management team have been enthusiastic supporters of historic racing here in Monterey, right down to having Ludwig drive in the 1975 BMW 3.0 CSL. It will be a truly international gathering.”

More than 900 entry applications will be received for the limited 550 positions when requests for the Rolex Monterey Motorsports Reunion is open October to February. For many, the Rolex Reunion is a motorsports museum springing to life, as authentic cars from as far back as the pre-war era fire up and tackle the challenging circuit.

Following the Rolex Monterey Motorsports Reunion, Mazda Raceway Laguna Seca will remain the center of BMW focus for a second consecutive week as the circuit will host the BMW Car Club of America’s annual Oktoberfest and the BMW Rider’s Association Annual Rally on August 24 - 28.

BMW Group In America

BMW of North America, LLC has been present in the United States since 1975. Rolls-Royce Motor Cars NA, LLC began distributing vehicles in 2003. The BMW Group in the United States has grown to include marketing, sales, and financial service organizations for the BMW brand of motor vehicles, including motorcycles, the MINI brand, and Rolls-Royce Motor Cars; Designworks, a strategic design consultancy based in California; a technology office in Silicon Valley and various other operations throughout the country. BMW Manufacturing Co., LLC in South Carolina is part of BMW Group’s global manufacturing network and is the exclusive manufacturing plant for all X5 and X3 Sports Activity Vehicles and X6 and X4 Sports Activity Coupes. The BMW Group sales organization is represented in the U.S. through networks of 339 BMW passenger car and BMW Sports Activity Vehicle centers, 149 BMW motorcycle retailers, 123 MINI passenger car dealers, and 36 Rolls-Royce Motor Car dealers. BMW (US) Holding Corp., the BMW Group’s sales headquarters for North America, is located in Woodcliff Lake, New Jersey.

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Journalist note: Information about BMW Group and its products in the USA is available to journalists on-line at www.bmwusanews.com and www.press.bmwna.com.

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Munich/Cernobbio. Amid the audacious design studies and automotive beauties from a bygone era gathered at the Concorso d’Eleganza Villa d’Este, the BMW Group presents its new BMW 3.0 CSL Hommage – and in the process makes a pretty formidable statement of its own. This model is the BMW Design Team’s tribute to the 3.0 CSL, a timeless classic and iconic BMW Coupé from the 1970s.

“Our Hommage cars not only demonstrate how proud we are of our heritage, but also how important the past can be in determining our future,” says Adrian van Hooydonk, Senior Vice President BMW Group Design. “The BMW 3.0 CSL Hommage represents a nod to the engineering achievement exemplified by the BMW 3.0 CSL in its lightweight design and performance. With intelligent lightweight construction and modern materials, the 3.0 CSL Hommage brings the character of that earlier model into the 21st century, showing it in a new and exciting guise,” he says, summarising the approach the design team took with the BMW 3.0 CSL Hommage. 

Lightweight design past and present.

“CSL” stands for “Coupé Sport Leichtbau” (coupé, sport, lightweight). With its aluminium bonnet, boot and wings, Plexiglas windows and equipment rigorously pared down to the bare essentials, the old BMW 3.0 CSL tipped the scales around 200 kg lighter than its sibling model, the BMW 3.0 CS. Unsurprisingly, then, it was predestined for a career on the race track. Whereas the material of choice in the 1970s was aluminium, today carbon fibre – or carbon-fibre-reinforced plastic (CFRP) – offers the optimum weight-to-strength ratio. These high-strength fibres are even lighter and stronger than aluminium. And the
BMW 3.0 CSL Hommage makes generous use of the high-tech composite, reinterpreting the concept of lightweight design for the modern age. Wherever CFRP is used, it is also visible – rendering the lightweight design principle tangible both inside and out. The BMW Group is a world leader in the production and application of CFRP in automotive design and can already boast many years of experience in series production of CFRP structural parts for the BMW M and, in particular, the BMW i. 

The exterior: power and elegance.

Karim Habib, Head of BMW Design, explains the thinking behind the design of the BMW 3.0 CSL Hommage: “For BMW designers like us, the BMW 3.0 CSL is a style icon. Its combination of racing genes and elegance generates an engaging aesthetic that continues to win hearts even today.
The BMW 3.0 CSL Hommage celebrates many of those characteristic features, but without copying them. Indeed, some of the parallels are not immediately obvious. We wanted people to sense the family resemblance rather than see it straight off.”

The BMW 3.0 CSL Hommage is a vision of pure athleticism: the elongated body is set off by distinctive air deflectors, powerful wheel arches and prominent spoilers to the roof and tail. Despite its size, the aerodynamic elements are key in enabling air to flow optimally along the sides of the vehicle. The front air deflector serves to vent the engine compartment, while wings over the rear wheels ensure optimum airflow around the vehicle. Small rear-view cameras serve to further reduce aerodynamic drag. The large rear spoiler increases downforce on the driven rear axle and in so doing improves power transmission. The Air Curtain and Air Breather systems guarantee optimum ventilation of the wheel housings. And the sheer self-confidence and sporting prowess of the BMW 3.0 CSL Hommage are perfectly summed up in the original colour of its spiritual predecessor – Golf Yellow. 

The front end – muscular athleticism.

Boasting one of the broadest and lowest front ends of any vehicle in the
BMW Group, the BMW 3.0 CSL Hommage’s front exudes pure power and athleticism. At the centre, the characteristic BMW kidney grille stands tall in citation of the more upright styling of the kidney grille of yesteryear. The size and spatial depth of the kidney grille symbolise the output of the powerful six-cylinder in-line engine with eBoost. At the same time, the finely wrought geometry of frame and kidney struts lends the front end an air of quality and exclusivity. The characteristic four-eyed face gives a contemporary, hexagonal interpretation of front-end sportiness. Laser light and LED technology facilitate slender, state-of-the-art lighting graphics, and the flat contours of the headlamps generate that characteristically focused BMW look. A stylised “X” inside the lights divides the lighting functions and conjures up memories of the X-shaped headlamp stickers once used in long-distance racing. Horizontal LED strips create a visual bond between headlamps and kidney grille while at the same time emphasising the broad, flat impact of the front end. A large carbon-fibre front splitter reduces the gap between road and front end and, in combination with the kidney grille, offers a modern interpretation of the earlier car’s highly distinctive shark nose. Two circular openings and a series of elongated slots pay tribute to other elements featured in the earlier car, but offer a new interpretation for the 21st century. 

The sides – contrapuntal elegance.

The vehicle sides are in elegant counterpoint to the marked athleticism of front and rear. The long wheelbase and elongated bonnet appear to stretch the Hommage’s silhouette. A continuous, horizontal line encircles the vehicle by way of paying tribute to a distinctive stylistic feature of the earlier BMW 3.0 CSL: its all-round chrome trim. In combination with the black highlight beneath, the continuous line intensifies the flat, elongated appearance of the sides.

A particular detail of the BMW 3.0 CSL Hommage is the roofline. Consciously subdivided into three, the line recalls the distinctive upper section of the
BMW 3.0 CS – one of the first coupés to feature a roof that did not flow into the tail. Compared with the ubiquitous fastback coupés of the day, this was both an innovation and a design statement, a feature that exuded athleticism and elegance in equal measure. In keeping with the BMW 3.0 CSL, the Hommage features a BMW logo on each of the C-pillars.

The all-round shoulderline is also the starting point for the subtle, finely sculpted surfaces of the sides. It follows the development of the shadowy areas behind the front wheel all the way to the lit surfaces above the rear wheels. This interplay between light and shade lends movement and dynamic intensity to the generous surfaces of the vehicle’s sides. Dark CFRP areas narrow the gap between the sides and the road, again paying tribute to the consistent lightweight design of the BMW 3.0 CSL. In combination with the black graphic accents, the dark lightweight elements reduce the perceived height of the vehicle and further emphasise its flat silhouette. The black 21" alloy wheels in matt and high-gloss bi-colour versions offer an additional unique highlight. Air control blades in the interstices of the wheel rims, meanwhile, serve to further optimise aerodynamics. 

The rear end – a muscular presence.

As with the front end, the vehicle’s tail is broad and muscular in design. Generous surfaces generate presence, horizontal elements emphasise width.
A particular highlight is the styling of the rear lights: an LED strip above the spoiler links the two lights, thus giving the rear end a formal framework. The powerfully sculpted rear apron with CFRP diffusor creates a visual impression of the BMW 3.0 CSL’s raw power. Even viewed from above, the BMW 3.0 CSL is extremely dynamic. From kidney grille to headlamps, the bonnet traces a broad “V” – a nostalgic throwback to a distinctive and dynamic element of earlier
BMW coupés. 

The interior – purist elegance.

Pared down to a minimum, the interior of the BMW 3.0 CSL Hommage puts its lightweight design on show and renders its racing character elegantly tangible. All interior elements are there out of absolute necessity, every part has a high-quality design, structural or drive-related function. In the all-CFRP interior, the only wood-like presence is the “instrument panel” – a cross-member and purely structural element. This is a clear reference to the interior of the earlier
BMW 3.0 CSL, which featured an all-round wood trim throughout the interior. In the new version, only the small central eBoost charging display interrupts the wooden instrument panel. Infotainment is equally minimalist in concept: a central display on the steering column informs the driver of the current gear, speed, revs and shift point. 

Racing genes and lightweight design with finesse.

Other racing features include bucket seats with high-quality stitching, a six-point belt and red anodised safety features such as the outlet nozzles for the extinguishing foam, the fire extinguisher itself, and the two switches on the centre console for the emergency shut-off and fire extinguishing mechanism. The only elements in the rear of the vehicle are two helmets integrated into the transmission tunnel. These are held in place by a belt when not in use. In the place of a rear seat bench, there are only covers for the eBoost energy accumulators. Special reflector technology in combination with LED strips create an impressive 3D effect on the covers.

In its use of cutting-edge materials and detailed solutions, the BMW 3.0 CSL Hommage displays technical sophistication and subtlety of form. Meticulously crafted aluminium sleeves add high-quality accents at the junctions between individual structural elements. The door design is as minimalist as it is expressive: precise, clean surfaces trace an arc rearwards, lending the door element a flowing, dynamic quality. The door openers combine a DTM-style pull strap with the elegant handle-integrated opener of the earlier BMW 3.0 CSL, resulting in the hybrid solution of a nylon pull strap located directly behind the grab handle in the door. As with the interior as a whole, this detail lends expression to the unique character of the BMW 3.0 CSL Hommage: a winning combination of lightweight design, athleticism and elegance.

Munich/Cernobbio. On 22 May 2015, the BMW Group will unveil the new BMW 3.0 CSL Hommage to the global public for the first time at the Concorso d’Eleganza Villa d’Este. This model is the BMW Design Team’s tribute to the BMW 3.0 CSL, a timeless classic and iconic BMW Coupe from the 1970s. The BMW 3.0 CSL Hommage is a nod to the engineering achievement exemplified by the BMW 3.0 CSL in its lightweight design and performance. The Hommage draws on the character of the earlier model and endows it with cutting-edge materials to translate it into the present in a new and exciting guise.

Exclusive, confident, athletic: the exterior design.

The design of the BMW 3.0 CSL Hommage exudes sheer dynamics, with the body framed by striking air deflectors, powerful wheel arches and a prominent roof and rear spoiler. The stretched flanks serve as an elegant counterpoint to the distinctly sporty front and rear end. Subtle and finely sculpted surfaces convey dynamics and exclusivity, while the extensive use of carbon fibre for the lower section highlights the car’s systematic lightweight design concept.

Elegant purism: the interior design.

The rigorously pared-down interior of the BMW 3.0 CSL Hommage renders its lightweight concept not only visible but tangible as well. All the elements in the cabin are absolutely essential and each constituent has a high-quality structural or driving-related function. In its materials and detail solutions, the Hommage displays technical supremacy and formal sophistication. Like the interior as a whole, it reflects the special character of the BMW 3.0 CSL Hommage, embodying as it does a consummate combination of lightweight design, sportiness and elegance.

39 Years after winning the 1975 12 Hours of Sebring, BMW 3.0 CSL #25 Wins Best-in-Class at 2014 Amelia Island Concours d’Elegence.

Woodcliff Lake, NJ – March 11, 2014 . . . The BMW 3.0 CSL Group 4 race car that won the 1975 12 Hours of Sebring wins Best-in-Class at the 2014 Amelia Island Concours d’Elegance. The BMW 3.0 CSL Group 2 race car that won the 1973 European Sedan Championship takes second at the Concours. The highlight of the class of BMW 3.0 CSL race and road cars was the Alexander Calder BMW Art Car from 1975—the very first in the now legendary series of BMW Art Cars.

The 3.0 CSL race cars were the first cars to be developed under the then-new BMW Motorsport GmbH subsidiary, established in 1972 and led by Jochen Neerpasch.  They were also the first to sport the new official colors of BMW Motorsport—red, purple and blue. Based on the production 3.0 CS coupe, the aluminum skinned CSL (L = lightweight) homologation special, nicknamed the ‘Batmobile’ by its fans, formed the basis for an assault on Group 2 through Group 5 European touring car racing that would make it one of the most successful production racers of all time.

The class-winning 3.0 CSL was one of a group of five chassis campaigned by BMW of North America in the 1975 and 1976 IMSA Camel GT Series in Group 4 specifications. Campaigned under the racing numbers #24 and #25, the CSL enjoyed considerable success winning at Sebring, Riverside, Laguna Seca, Daytona and Talladega in 1975. Several iconic drivers were involved in the American success of the CSL’s, including Brian Redman, Hans Stuck, Sam Posey, Ronnie Peterson, Dieter Quester, Benny Parsons, Peter Gregg and David Hobbs. This car, sporting race number 25, is part of the BMW of North America Classic collection and is configured as it raced and won at the 1975 running of the 12 Hours of Sebring with drivers Brian Redman, Hans Stuck, Sam Posey and Alan Moffat.

The BMW 3.0 CSL race car that took runner-up honors was built in 1972 to compete in FIA Group 2. This particular car brought the 1973 European Sedan Championship to Dieter Quester and Toine Hezemans and is owned and vintage raced by BMW collectors Scott and Fran Hughes of Sunset, South Carolina.

The BMW 3.0 CSL class also included the car that won the 24 Hours of Daytona in 1976 driven by Brian Redman, Peter Gregg and John Fitzpatrick.

A limited number of BMW 3.0 CSL models were produced and sold for street use in order to homologate the car for racing. The road-going BMW 3.0 CSLs featured in the class at the 2014 Amelia Island Concours d’Elegance included a car entered by Indy 500 winner and BMW Team RLL team principal, Bobby Rahal.

The class-winning BMW 3.0 CSL #25 will be featured in the Gallery of Legends at the 62nd running of the 12 Hours of Sebring this weekend.

BMW Group In America

BMW of North America, LLC has been present in the United States since 1975.  Rolls-Royce Motor Cars NA, LLC began distributing vehicles in 2003.  The BMW Group in the United States has grown to include marketing, sales, and financial service organizations for the BMW brand of motor vehicles, including motorcycles, the MINI brand, and the Rolls-Royce brand of Motor Cars; DesignworksUSA, a strategic design consultancy in California; a technology office in Silicon Valley and various other operations throughout the country.  BMW Manufacturing Co., LLC in South Carolina is part of BMW Group’s global manufacturing network and is the exclusive manufacturing plant for all X5 and X3 Sports Activity Vehicles and X6 Sports Activity Coupes.  The BMW Group sales organization is represented in the U.S. through networks of 339 BMW passenger car and BMW Sports Activity Vehicle centers, 139 BMW motorcycle retailers, 119 MINI passenger car dealers, and 35 Rolls-Royce Motor Car dealers.  BMW (US) Holding Corp., the BMW Group’s sales headquarters for North America, is located in Woodcliff Lake, New Jersey.

Information about BMW Group products is available to consumers via the Internet at: www.bmwgroupna.com.

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Journalist note: Information about BMW and its products in the USA is available to journalists on-line at www.bmwusanews.com. 

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• BMW-Powered McLaren F1 GTR featured in class of McLaren cars
• BMW Group Classic display  includes the David Hobbs 320 Turbo race car as well as BMW M1 and first generation M3 and 3 Series Convertible
• All-new BMW i8 Sports Car and M4 Coupe also Highlighted
• BMW Technology Award to recognize the best example of cutting edge technology in its day

Woodcliff Lake, NJ – March 7, 2014 . . . The very first BMW Art Car, a BMW 3.0 CSL, designed by American artistAlexander Calder, will be a key highlight of a class of BMW 3.0 CSLs at the 2014 Amelia Island Concours d’Elegance. The class will include both the winners of the 1975 Twelve Hours of Sebring and the 1976 Daytona 24 Hour race. BMW Group Classic will showcase the heritage of the BMW 3 Series in a display that will feature a first-generation 3 Series in the US, the 320i, as well as the first BMW 3 Series Convertible. The BMW 320 Turbo race car, driven to multiple IMSA wins, poles, and track records in 1977/78 by racer David Hobbs will also be a highlight. On display throughout the weekend will be the company’s very first exotic, the BMW M1, as well as the first generation BMW M3.  A highlight of the Concours will be a class of McLaren cars which includes the 1996 McLaren F1 GTR race car, with its 6.1-liter V-12 engine conceived and built by BMW M GmbH.

BMW will not only celebrate its past but also the future. The all-new BMW M4 Coupe and the exotic for the 21st Century, the BMW i8 plug-in hybrid sports car will be on display throughout the weekend.

As befits the company’s long history as an innovation leader, the BMW Technology Award will be bestowed upon the vehicle entered in the 2014 Amelia Island Concours d’Elegance that best represents cutting edge technology in its day.

Alexander Calder BMW Art Car highlights class of BMW 3.0 CSLs

The original in the legendary series of BMW Art Cars will be the highlight of the BMW CSL class at the 2014 Amelia Concours d‘Elegance. For over 40 years, the BMW Art Car Collection has captured the imagination of art and design enthusiasts as well as lovers of cars and technology with its unique combination of fine art and innovative automobile technology. The collection first started when French race car driver and art aficionado Hervé Poulain, together with Jochen Neerpasch, then-director of BMW Motorsport, asked his artist friend Alexander Calder to design an automobile. The result was a BMW 3.0 CSL which competed in the 1975 24 Hours of Le Mans, driven by Poulain and American Sam Posey. Also included in the class are both the BMW CSL that won the 1975 Twelve Hours of Sebring and the CSL that won the 1976 Dayona 24 Hour race.

BMW M Powered McLaren F1 GTR Featured in the McLaren Class

The 2014 Amelia Island Concours d’Elegance will include the McLaren F1 GTR race car that finished 8th in the 1996 24 Hours of LeMans driven by racing legends Nelson Piquet, Danny Sullivan, and Johnny Cecotto. Powered by a 627 hp 6.1-liter V-12 conceived and built by BMW M GmbH, the original McLaren F1 street car rocketed from 0-60 mph in just 3.2 seconds to a then-record top speed of 231 mph. The F1 is still widely recognized as the world’s fastest normally-aspirated production car, and will be remembered as possibly the last street car capable of taking the overall win at Le Mans.

BMW Group Classic highlights the BMW 3 Series

BMW Group Classic will showcase its restoration and vintage parts services with a display that will celebrate the BMW 3 Series. Included will be an example of the first 3 Series offered in the US, the BMW 320i, as well as a rare example of the first 3 Series Convertible, a 1987 BMW 325i. On display throughout the Concours weekend will be the first-generation BMW M3. The BMW M3 was originally conceived for competition in the German Touring Car (DTM) series, and dominated touring car racing in the late 1980s and early ‘90s.

Also on display throughout the weekend will be the BMW M1, the company’s first exotic sports car and the first car completely conceived by BMW M GmbH, in 1978.

BMW i8 Sports Car: An Exotic for the 21st Century

The BMW i8 looks like no other car on the road and is indeed like no other car on the road. It combines a carbon fiber reinforced passenger cell with an aluminum space frame. The plug-in hybrid powertrain combines a small TwinPower Turbo gasoline engine driving the rear wheels and a two-speed electric motor powering the front wheels. The 2+2 sports car will accelerate from 0 – 60 mph in under 4.5 seconds and yet delivers efficiency beyond even the most efficient subcompact. The BMW i8 is capable of driving on electric power alone for up to 22 miles and, while EPA numbers are not yet available, highway fuel economy could be well into the 80 mpg range. The BMW i8 is an exotic for the 21st century that will arrive in US showrooms in late summer 2014.

BMW M4 Coupe: The legacy continues

The all-new 2015 BMW M4 Coupe and its sibling, the all-new M3 Sedan, continue the legacy of uncompromising performance that began with that first M3 back in 1987 and through the three generations that followed. Featuring a return to the inline-6 engine format made famous by BMW M, the all-new, 3.0-liter M TwinPower Turbo BMW M3 and M4 engine is approximately 10 kilograms lighter than its V-8 predecessor and packs an even stronger punch. With 425 horsepower from 5,500 – 7,300 rpm, 406 lb-ft of torque from 1,850 – 5,500 rpm, the M4 Coupe is capable of going from 0-60mph in 3.9 seconds when equipped with the M-DCT transmission (4.1 seconds with standard 6-speed manual). Use of advanced light-weight technology makes the new M4 Coupe lighter than its predecessor to ensure that, even though it delivers improved performance, it will do so more efficiently. The new BMW M4 Coupe and M3 Sedan will arrive in US showrooms in Summer  2014.

BMW Group In America

BMW of North America, LLC has been present in the United States since 1975.  Rolls-Royce Motor Cars NA, LLC began distributing vehicles in 2003.  The BMW Group in the United States has grown to include marketing, sales, and financial service organizations for the BMW brand of motor vehicles, including motorcycles, the MINI brand, and the Rolls-Royce brand of Motor Cars; DesignworksUSA, a strategic design consultancy in California; a technology office in Silicon Valley and various other operations throughout the country.  BMW Manufacturing Co., LLC in South Carolina is part of BMW Group’s global manufacturing network and is the exclusive manufacturing plant for all X5 and X3 Sports Activity Vehicles and X6 Sports Activity Coupes.  The BMW Group sales organization is represented in the U.S. through networks of 339 BMW passenger car and BMW Sports Activity Vehicle centers, 139 BMW motorcycle retailers, 119 MINI passenger car dealers, and 35 Rolls-Royce Motor Car dealers.  BMW (US) Holding Corp., the BMW Group’s sales headquarters for North America, is located in Woodcliff Lake, New Jersey.

Information about BMW Group products is available to consumers via the Internet at: www.bmwgroupna.com.

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Journalist note: Information about BMW and its products in the USA is available to journalists on-line at www.bmwusanews.com. 

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Woodcliff Lake, N.J. – September, 3, 2013 . . . BMW of North America is pleased to feature its M1 Art Car by Andy Warhol at Boston’s biennial ARTcetera fundraising event to support the AIDS Action Committee.  Originally raced in Le Mans, Warhol’s hand painted BMW M1 is the 4th in the Art Car collection, and showcases the artist’s unique depiction of speed. In his own words, Warhol described the piece as “Portray[ing] speed pictorially. If a car is moving really quickly, all the lines and colors are blurred.”

The Art Car series began in 1975 when Le Mans driver Hervé Poulain commissioned American artist Alexander Calder to transform his racecar into a canvas. Since then, the collection has gone on to feature dynamic and impressive artists from around the world, including Frank Stella, Roy Lichtenstein, and Robert Rauschenberg. Warhol’s M1 Art Car has amassed an impressive resume from museums and galleries worldwide, and will serve as the perfect complement to the high caliber pieces up for auction at ARTcetera.

Additionally, the Massachusetts BMW centers are pleased to announce their first year of sponsorship for ARTcetera 2013. Established by Boston area artists as a response to the AIDS epidemic in the early 1980’s, ARTcetera has flourished into one of New England’s premier art auctions, as well as an invaluable yearly fundraising event for AIDS Action. ARTcetera asks artists, both established and emerging, to submit pieces representative of their unique style across a wide range of mediums. In addition to the artwork, local and national sponsors help to ensure the biennial continuation of the program. The event will be held on Saturday, October 5, 2013 at the Park Plaza Castle in Boston. Information for purchasing tickets or making donations can be found at www.aac.org.

As a longtime proponent of the arts, BMW is proud to partner with ARTcetera 2013. For years, BMW has been a long term partner of Art Basel, Art Basel Hong Kong, Art Basel Miami Beach, Frieze London and New York, as well as Tefaf Maastricht and many other international artistic gatherings. With more than 100 programs worldwide, BMW Group cultural commitment has been an essential part of corporate communications for over 40 years. Unrestricted freedom of creative potential is equally crucial for the field of art as it is for groundbreaking innovations within a business enterprise. Accordingly, the BMW Group places the main focus of its cultural commitment on modern and contemporary art, jazz and classical music as well as architecture and design.

More Information on the Massachusetts BMW Centers can be found at:

http://www.bmwmass.com/

BMW Group In America

BMW of North America, LLC has been present in the United States since 1975.  Rolls-Royce Motor Cars NA, LLC began distributing vehicles in 2003.  The BMW Group in the United States has grown to include marketing, sales, and financial service organizations for the BMW brand of motor vehicles, including motorcycles, the MINI brand, and the Rolls-Royce brand of Motor Cars; DesignworksUSA, a strategic design consultancy in California; a technology office in Silicon Valley and various other operations throughout the country.  BMW Manufacturing Co., LLC in South Carolina is part of BMW Group’s global manufacturing network and is the exclusive manufacturing plant for all X5 and X3 Sports Activity Vehicles and X6 Sports Activity Coupes.  The BMW Group sales organization is represented in the U.S. through networks of 338 BMW passenger car and BMW Sports Activity Vehicle centers, 139 BMW motorcycle retailers, 119 MINI passenger car dealers, and 34 Rolls-Royce Motor Car dealers.  BMW (US) Holding Corp., the BMW Group’s sales headquarters for North America, is located in Woodcliff Lake, New Jersey.

Information about BMW Group products is available to consumers via the Internet at:  www.bmwgroupna.com

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Journalist note: Information about BMW Group and its products in the USA is available to journalists on-line at www.bmwgroupusanews.com and www.press.bmwna.com. 

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When the first production version of the BMW i3 rolls off the assembly line in Leipzig in late 2013, it will mark the provisional culmination of 40 years of development work at BMW. It all began at the 1972 Olympic Games in Munich, where the BMW starting line-up included two electrically powered test vehicles. The converted BMW 1602 models served as a means of transport for the members of the organising committee, and were also deployed as support and camera cars in various long-distance events. However, there could be no questioning that lead batteries weighing 350 kilograms and with a range of around 60 kilometres (37 miles) were hardly ideal for a production car. BMW therefore launched a series of research and development projects with the aim of bringing an improved and, above all, more efficient technology for electric drive systems onto the road.

Please find attached the full version.

Munich. 2012 is a special year for all BMW M fans with BMW M GmbH – formerly known as BMW Motorsport GmbH – marking its 40th birthday. BMW Classic is celebrating the anniversary with an array of highlights at this year’s edition of Germany’s largest classic car race at the Nürburgring. BMW M is not alone in reaching an important landmark; the event itself also has its 40th birthday this year. Organisers are once again expecting in excess of 60,000 spectators to flood to the circuit in the Eifel from 10 – 12 August 2012 for the double anniversary.

BMW involved as a key partner. 

BMW is a partner of this year’s AvD Oldtimer Grand Prix. BMW Classic will therefore have a suitably prominent presence at the Nürburgring and offer visitors an extensive programme of attractions. Topping the bill are activities celebrating the “40 Years BMW M GmbH” anniversary and the division’s illustrious motor sport heritage. And attracting particular attention – alongside the display of BMW M cars and racing machines at the approximately 1,000 m² BMW Classic exhibition area in the paddock – will be the BMW M “Jubiläumsrennen” (anniversary races) and 10-minute demonstration drives with BMW M models immediately before the races. Added to which, a major element of BMW Classic’s activities at the event will be the supply of parts to the expanding ranks of both recent and older BMW classics.

BMW M Jubiläumsrennen contested by distinguished drivers.

BMW Classic is teaming up with the AvD to hold the BMW M Jubiläumsrennen races, in which the full gamut of BMW racing cars since 1972 will be represented. “I’m sure we’ll be able to wave off a packed field of wonderful cars from the past 40 years,” says Norbert Knerr, Head of Classic Motorsport at BMW Classic.

The races are open to all BMW racing cars developed by BMW Motorsport GmbH (today’s BMW M GmbH) since 1972, and the cars will be split into relevant classes. The AvD is accepting entries up to 17 July 2012. BMW Classic will line up with five BMW racing cars piloted by familiar figures. These will include two BMW M1 Group 4 racers, a BMW 320 Group 5 car, a BMW M3 Group A (1987) model and the BMW 320i STW (1995). Four highly successful BMW touring car drivers will be doing battle, with Dieter Quester, Prince Leopold of Bavaria, Marc Surer and Marc Hessel all getting behind the wheel. Adrian van Hooydonk, Senior Vice-President BMW Group Design, rounds off a rare quintet of drivers.

Schedule:
Qualifying: Friday, 10 August, 16.00 – 16.25 hrs
BMW M Jubiläumsrennen 1: Saturday, 11 August, 13.30 – 14.00 hrs
BMW M Jubiläumsrennen 2: Sunday, 12 August, 13.30 – 14.00 hrs

The third highlight of the anniversary festival will be demonstration drives, each lasting 10 minutes, which will take place before the anniversary races. The demonstration drives are open to all BMW M cars – indeed, standard road models are also very welcome – and will each start at 13.00 hrs.

40 Years BMW M – a history of success.

In 1972 BMW brought together the company’s motor racing activities under the umbrella of a new company, BMW Motorsport GmbH. Former racing driver and team boss Jochen Neerpasch took over the reins and built the wholly-owned BMW subsidiary into a powerful race team – one that would go on to earn BMW countless triumphs in motor sport competition over the years that followed. The construction of ultra-sporty BMW road cars was also part of the company’s brief. In 1978 the BMW M1 super-sports car became the first BMW M model to make its debut, laying the building blocks for a tradition that continues to define BMW M to this day. By the early 1990s a new company name was required to reflect the BMW subsidiary’s wider spheres of activity, which now included BMW M cars, BMW Individual and BMW Driver Training. The legendary “M” – “the most powerful letter in the world” – provided the inspiration for the company’s rechristening as BMW M GmbH on 1 August 1993. Motor sport activities have since been handled by the specially formed BMW Motorsport division.

The guest list for the anniversary celebrations will include a line-up of well-known racing drivers and former members of the BMW Motorsport GmbH and BMW M GmbH management.

Pictures from the Oldtimer Grand Prix 2012 event will be available from the BMW Group Pressclub from Monday, 13 August 2012.

Details about specific BMW M models noted in the release pertain to the European market and may not coincide with model introductions in the US.

“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.

Munich. In August 1985, a rumour surfaced in motor magazine Auto-Deutschland which emanated from a new sports car. An A Group Car from BMW that was a thoroughbred racing car according to the rules but was also to be produced in a version licensed to drive on open roads for everyday use. Speculation about this dream car that could take to normal roads and was intended for the “Most dynamic among BMW 3 Series drivers” was right on target. But the pundits missed the mark about the motor-sport car by a mile on one prediction: They were convinced that anyone who “wants to be a key player in the A Team needs to be turbocharged under the bonnet”. Not true. The BMW M3 had a naturally aspirated engine. And it became the most successful touring car in the history of BMW.

The M3 project was launched just a few months earlier. Production of the M1 mid-engine sports car had already been discontinued for some time and BMW CEO Eberhard Kuenheim commissioned a design for a successor, almost as an aside, according to legend. After one of his regular visits to Motorsport GmbH in Munich’s Preußenstraße he said, almost as he was leaving: “Mr. Rosche, we need a sporty engine for the 3 Series.” His aspiration was in good hands. Motorsport GmbH with its managing director of technical development Paul Rosche had demonstrated its expertise with the legendary 5 Series saloons driven by M engines as well as developing the Formula 1 turbo engine that powered Brazilian Nelson Piquet to win the World Championship in the Brabham BMW in 1983.

Power source: a four-cylinder engine with 2.3 litres displacement and four-valve engineering.

The new 3 Series engine had something in common with this: the crankcase. It originated from volume production and actually formed the basis for the two-litre engine with four cylinders. Four cylinders meant less weight and high torque, an ideal platform for a sports engine in the projected displacement class.  Naturally enough, the series four-cylinder engine was much too tame for a sports engine. A comprehensive power boost was called for in order to turn the plucky daily workhorse into an athletic and sporty power unit. The BMW design engineers increased the displacement to 2.3 litres and applied a formulation that had already achieved significant successes over a period of many years: four-valve engineering. There was also another reason for the decision to opt for a four-cylinder engine and not adopt the six-cylinder engine introduced in the BMW 3 Series. The longer crankshaft in the big engine started to vibrate much earlier than the shorter four-cylinder shaft. The design engineers therefore designed the crankshaft drive of the BMW M3 with sufficient torsional stability to achieve 10,000 revolutions a minute and more. By comparison with the four-cylinder engine installed in the series vehicles, this represented an increase of more than 60 percent.

Paul Rosche recalls: “We started work immediately. One advantage was that the big six-cylinder engine originally had the same cylinder gap as the four-cylinder engine. We therefore cut two combustion chambers off the four-cylinder head of the M88 and bolted a panel over the hole on the rear side.” This meant that the new four-cylinder engine had a second forebear. The six-cylinder engine that had initially created a sensation in the M1 and had meanwhile transformed the M635CSi into one of the fastest coupés in the world. Paul Rosche: “Whether you believe it or not – we had created an outstanding four-cylinder engine for the 3 Series within the space of two weeks. Under the development name S14, this engine was to generate headlines in sport and in volume production over the years to come. One Sunday, I drove to von Kuenheim’s flat and gave him the car for a test drive. When he came back he said: ‘Good, I like it.’ And that’s how the M3 came into being.”

Contrary to the situation with the mid-engine sports car, the BMW M3 was not going to be crafted by hand in small batches. This car was to be produced as a mass-production automobile on an assembly line. It was destined to compete in near-production touring car motor sport, or more precisely as a Group A racing car, defined as a “production car”, of which at least 5,000 units have to be built within the space of twelve consecutive months in accordance with Annex J of the international automobile sport regulations.

300 hp for competitive racing.

However, many of them immediately disappeared again into garages and workshops to be given a new outfit. After all, the M3 had been designed as a racing car, and this was the time to prove that it really could “race”. A World Touring Car Championship was held for the first time in 1987. And that was exactly what the M3 had been built for. But not quite in the guise in which it was seen on the streets. Instead of 200 hp, the 2.3 litre engine delivered up to 300 hp at 8,200 rpm in the racing version. This put it on a par with the BMW M635CSi. BMW didn’t line up on the starting grid with its own team but supported a number of famous racing outfits like Schnitzer, Linder, Zackspeed and Bigazzi. Drivers like Markus Oestreich, Christian Danner, Roberto Ravaglia and Wilfried Vogt took the wheel, and Annette Meeuvissen and Mercedes Stermitz were the first women drivers.

Roberto Ravaglia in the M3: first World Touring Car Champion.

The first race for the 1987 World Touring Car Championship started in Monza on 22 March 1987 – and ended with a sensation. All the M3 cars were excluded from the placings. The vehicles were checked under chaotic conditions and disqualified because of sheet-metal thicknesses that were allegedly contrary to the regulations. BMW appealed but the sports tribunal decided that the appeal had been lodged too late. There was no longer any talk of infringements of the rules. All the brouhaha naturally didn’t have any effect on the result of the championship. At the end of the season, Roberto Ravaglia was standing on the podium as the first World Touring Car Champion. But that was only the pinnacle of the success list. Wilfried Vogt took the title of European Champion. Altfried Heger came in second – both driving a BMW M3. In 1987, the German Touring Car Championship (DTM) also went to the new BMW M3, with Eric van de Poele behind the wheel. Moreover, the most sporty 3 Series car was also winning competitions off the race track. An M3 crossed the finishing line in first place in the Corsica Rally and secured a victory for BMW after a gap of 14 years in a race for the World Rally Championship.

24 Hour Race: M3 one-two victory on the Nürburgring.

In 1988, the BMW M3 continued the success story and took the national titles in France, England and Spain. In the following year came another victory in the German Touring Car Championship (DTM), this time with Roberto Ravaglia in the driver’s seat, alongside wins at the national championships in Belgium, Holland, France, Italy, Finland, Spain, Sweden and Yugoslavia. Meanwhile, the displacement had been increased to 320 hp and the BMW M3 drove the competition into the ground. Belgian driver Marc Duez battled his way through the Monte Carlo Rally with an M3 and took eighth place as best driver in a car without a four-wheel drive.  The sensational one-two victory in the 24-hour classic on the Nürburgring crowned this series of successes in 1989 with the driver combinations Pirro/Ravaglia/Giroix and Heger/Grohs/Manthey.

Playing with displacement: the right engine for each race.

The M3 had a commanding presence on the international touring car racing scene for five years. It became the most successful touring car of all times by winning the two champion’s titles in the European Touring Car Championship and twice in the German Touring Car Championship. There were also numerous further victories and championship wins at international level. Depending on the competition rules, the four-valve engine had to be adapted to national regulations. For example, the capacity for England was limited to 2 litres while for Germany and France it was raised to 2.5 litres with effect from 1990. This enabled the four-cylinder to deliver up to 355 hp. In the version with the biggest capacity, the engineers of BMW M GmbH went up against the limits of what was feasible. In order to make full use of the 2.5 litre limit, they not only increased the stroke of the 2.3 litre unit from 84 to 87 millimetres, but also increased the cylinder bore from 94 millimetres to 95.5 millimetres. This reduced the width between the cylinders to just 4.5 millimetres. But success proved the development engineers right. The engines withstood the stresses and strains of touring-car racing even at maximum output without any problem.

1992: the first BMW M3 with a six-cylinder engine.

The year 1992 saw the birth of a completely new M3, this time with an advanced six-cylinder engine. Once again, Motorsport GmbH developed a version for competition in record time.  In April 1993, the new M3 was due to line up at the start of the first race for the German Touring Car Championship (DTM). But due to discrepancies in the new regulations, BMW changed its strategy and instead set up a BMW M3 GTR in the striking design of a starting flag and entered the Warsteiner ADAC GT Cup organised by the German Automobile Association. The six-cylinder now generated 325 hp, the car weighed 1300 kilos in accordance with the regulations. A strong BMW team lined up at the start with Johnny Cecotto and Kris Nissen, and Cecotto ended up taking the championship at the end of the season. However, this was the end of the motor-sport chapter for this M3 GTR for the time being. Changes in the regulations meant that the potent 3 Series had no realistic changes of victory any more.

The BMW M3 GTR: the most powerful M3 ever.

BMW only returned to motor sport as a works team with a BMW M3 seven years later. In 2001, the first starting flag came down for the new BMW M3 GTR powered by a 450 hp V8 engine. The most powerful M3 ever set benchmarks in the GT class of the American Le Mans Series (ALMS) with its four-litre engine and raced in a quartet: Team BMW Motorsport entered two cars under the management of Charly Lamm and two other cars were raced by the American BMW Team PTG run by Tom Milner, who hailed originally from Germany. The coupé took seven victories in ten races, six of them were from pole positions. BMW works driver Jörg Müller won the driver’s championship in the GT Class, BMW Motorsport won the team placings, and BMW became constructors’ champion in the company’s most important export market.

But the advanced BMW M3 GTR also caused a sensation in Europe. Two each of these eight-cylinder racing cars lined up at the start of the 24 Hour Race at Spa-Francorchamps in Belgium and on the Nürburgring in 2004 and 2005.The result: In both years, BWM took a one-two victory on the Nürburgring, and class victory went to BMW in Spa in 2004.

In 2009, the next generation of the M3 started in the American Le Mans Series. The V8 engine was beefed up to 485 hp and entered the Twelve Hour Race at Sebring for the first time.  The successes meant that the M3 was also raced in Europe in the following year. It lined up at the start of the 24 Hour Race on the Nürburgring, in Le Mans and in Spa-Francorchamps. The result: outright victory on the Nürburgring – for the 19th time – and class victory in Spa.

And the next winner will soon be on the starting line in 2012. BMW will be back at the German Touring Car Masters (DTM) with three teams and the new BMW M3 DTM.

All-New BMW 650i Coupe and Z4 sDrive28i featuring all-new TwinPower
Turbo four-cylinder also featured during the biggest enthusiast weekend of the year

Woodcliff Lake, NJ – August 18, 2011...The celebration of the 75th anniversary of the BMW 328 continues with the North American debut of the BMW 328 Hommage Concept at the 2011 Rolex Monterey Motorsports Reunion and the Pebble Beach Concours. The all-new BMW 650i Coupe and Z4 sDrive28i will also be featured this weekend.

BMW 328 Hommage

The BMW 328 Homage concept was created in honor of the 75th anniversary of the venerable BMW 328, considered by many to be not only the best looking sport cars of the 1930s but also one of the most successful on the track.  The BMW 328 was the embodiment of what the BMW brand still stands for today – dynamics, aesthetics and a high level of innovation.

In its day, the BMW 328 was noted for its lightweight design, powerful inline six-cylinder engine and responsive handling.  The expressive exterior design of the BMW 328 Hommage depicts the modern interpretation of a highly emotional and dynamic two-seater Roadster – just like the BMW 328 75 years ago.

 The BMW 328 Homage is the modern embodiment of those attributes.  Translating the idea of lightweight construction into this day and age, most of the exterior and interior of the BMW 328 Hommage are made of carbon fiber reinforced plastic. Today CFRP offers the best balance between weight and strength.  In order to highlight the use of this cutting-edge material, the CFRP used on the BMW 328 Hommage is visible to the eye. The entire interior structure is also made of CFRP.

In order to highlight the use of this cutting edge material, wherever it is employed it is visible to the eye. The instrument panel is fitted with two iPhones located in special holders which offer additional display functions for the driver and co-driver. The iPhones function as stopwatches for measuring lap times as well as digital roadbooks. Using two iPhones, both functions can be operated at the same time.

As did its predecessor, the 328 Hommage uses BMW’s most powerful inline six-cylinder engine, continuing another longstanding BMW tradition.

BMW M5 Sedan

Since the “M5” badge was first placed on the deck lid of a BMW back in 1988, this iconic model has exemplified the luxury and daily usability of a BMW sedan combined with true super-car performance.  When it arrives in 2012, the all-new 5th generation BMW M5 will again redefine the performance envelope possible in a luxury sedan.

Under the hood lies a new, high-revving V8 engine with M TwinPower Turbo Technology.  This includes Twin Scroll Twin Turbos, a cross-bank exhaust manifold, High Precision direct injection and VALVETRONIC fully variable valve control. Maximum output of 560 hp (US preliminary figure) and peak torque of 500 lb-ft results in a 0– 60 mph times well under 4.5 seconds.

The  improved balance between the performance-focused M experience and fuel consumption is due to the efficiency of the new V8 and from leading-edge BMW EfficientDynamics technology, including Auto Start-Stop, in conjunction with the standard seven-speed M Double Clutch Transmission with Drivelogic. The M DCT with Drivelogic, developed especially for the new M5, has been tuned to the performance characteristics of this engine.

Getting and keeping the power down is made easier with the Active M Differential, an electronically controlled multi-plate limited-slip differential programmed to optimize traction and stability.

Substantial compound, cross-drill brakes will ensure that the new BMW M5 will stop as well as it goes.

BMW 650i Coupe

The new BMW 650i Coupe fulfills the wishes of the most discerning automotive enthusiast seeking The Ultimate Driving Machine® with groundbreaking luxury and crisp good looks, advanced chassis technology and innovative comfort, infotainment and safety features. A sweeping hood, aft-set passenger compartment, long wheelbase and muscular profile embody the hallmark proportions of a BMW 6 Series.

The new BMW 650i Coupe retains the swept back greenhouse of a typical BMW Coupe. Powerfully contoured surfaces promise the anticipated BMW driving experience. The luxurious ambience of the interior is highlighted by a driver-oriented cockpit which wraps the front and rear passengers in a feeling of aesthetic security. Nowhere is the high-class functionality of the interior in the new 6 Series underlined more prominently than in the redesigned freestanding 10.2” Central Display of the standard iDrive control system.

The 4.4-liter V-8 engine develops a maximum 400 horsepower between 5,500 and 6,400 rpm, and makes peak torque of 450 lb-ft between 1,750 and 4,500 rpm. The 650i Coupe arrives this fall with an MSRP of $83,875..

Z4 sDrive28i with new TwinPower Turbo Four

BMW’s classic roadster enters the 2012 model year as the first US model to receive BMW’s all-new TwinPower Turbo four-cylinder engine. The new 2.0-liter TwinPower Turbo 4-Cylinder will first power the Z4 sDrive28i that will arrive in BMW Centers this fall. Like the company’s latest TwinPower Turbo 3.0-liter turbo inline-6, the new 2.0-liter enginecombines high-pressure direct-injection and BMW’s VALVETRONIC intake control (hence the name: TwinPower) with a forced induction system consisting of a single twin-scroll turbocharger.  With 240 horsepower and 260 lb-ft of torque, it offers more power and torque than BMW’s normally aspirated 3.0-liter inline-6 that it replaces in the Z4 sDrive30i.

The Z4 sDrive35i with its twin-turbo inline six continues for 2012 as does the top-of the-line Z4 sDrive35is.

The MY2012 Z4 sDrive28i and Z4 sDrive35i start at $49,525 and $56,025 respectively, including $875 Destination & Handling. The MY2012 Z4 sDrive35is will retail for $65,025 including $875 Destination & Handling.

The anticipation began in August 1985. That summer Germany’s automobile magazines built up their readers’ expectations for the fastest 3 Series BMW of all times. The key data revealed a sports car that would punch way above its class: 200 hp, top speed in excess of 230 km/h, sprint from a standing start to 100 km/h inside 6.7 seconds. However, the story was that “the most dynamic BMW 3 Series drivers” would have to wait until mid-1986. The pundits were right on that count. But one prediction missed the mark by a mile: anyone who “wants to be in the A Team needs to be turbocharged under the bonnet”. Not true.

The BMW M3 became the most successful touring car in motor-sport history. The M3 project was launched just a few months earlier. Production of the M1 mid-engine sports car had already been discontinued for some time and BMW CEO Eberhard Kuenheim commissioned a design for a successor, almost as an aside, according to legend. After one of his regular visits to Motorsport GmbH in Munich’s Preußenstraße he said, almost as he was leaving: “Mr. Rosche, we need a sporty engine for the 3 Series.” His aspiration was in good hands. Motorsport GmbH with its managing director of technical development Paul Rosche had demonstrated its expertise with the legendary 5 Series saloons driven by M engines as well as developing the Formula 1 turbo engine that powered Brazilian Nelson Piquet to win the World Championship in the Brabham BMW in 1983.

The new 3 Series engine had something in common with this: the crankcase. It originated from volume production and actually formed the basis for the two-litre engine with four cylinders. Four cylinders meant less weight and high torque, an ideal platform for a sports engine in the projected displacement class. Naturally enough, the series four-cylinder engine was much too tame for a sports engine. A comprehensive power boost was called for in order to turn the plucky daily workhorse into an athletic and sporty power unit. The BMW design engineers increased the displacement to 2.3 litres and applied a formulation that had already achieved significant successes over a period of many years: four-valve engineering. There was also another reason for the decision to opt for a four-cylinder engine and not adopt the six-cylinder engine introduced in the BMW 3 Series. The longer crankshaft in the big engine started to vibrate much earlier than the shorter four-cylinder shaft. The design engineers therefore designed the crankshaft drive of the BMW M3 with sufficient torsional stability to achieve 10,000 revolutions a minute and more. By comparison with the four-cylinder engine installed in the series vehicles, this represented an increase of more than 60 percent. The rated speed for the road version of the BMW M3 was still significantly below the critical range at 6,750/min and therefore offered sufficient scope for further developments.

Paul Rosche recalls: “We started work immediately. One advantage was that the big six-cylinder engine originally had the same cylinder gap as the four-cylinder engine. We therefore cut two combustion chambers off the four-cylinder head of the M88 and bolted a panel over the hole on the rear side.” This meant that the new four-cylinder engine had a second forebear. The six-cylinder engine that had initially created a sensation in the M1 and had meanwhile transformed the M635CSi into one of the fastest coupés in the world. Paul Rosche: “Whether you believe it or not – we had created an outstanding four-cylinder engine for the 3 Series within the space of two weeks. Under the development name S14, this engine was to generate headlines in sport and in volume production over the years to come. One Sunday, I drove to von Kuenheim’s flat and gave him the car for a test drive. When he came back he said: ‘Good, I like it.’ And that’s how the M3 came into being." 

Munich. BMW Group Classic is expanding its mission: from the beginning of this year the newly established Motorsport division is offering assistance in everything to do with classic competition vehicles that carry the BMW and Mini badges. The activities of the motorsport specialists extend from advice on servicing and repair, through parts procurement, right up to complete restoration – drawing on the definitive skills of the manufacturer.

Oldtimer Grand Prix, Festival of Speed, Mille Miglia, Le Mans Classic – motor racing with historic cars is experiencing an unstoppable boom. More and more competitions are exerting a magnetic pull on participants and spectators alike. And almost always there are one or more BMWs on the starting grid. To ensure that these vehicles remain raceworthy, as from January 2010 BMW Classic has set up a dedicated Motorsport division whose aim is to provide the same comprehensive service for classic racing cars as BMW Classic does for road vehicles. 

The experts expect to find their main customers among the owners of racers from the 1960s, 70s and 80s. “Anyone who owns a high-performance car like that will also want to drive it,” says Friedrich Nohl, who heads up the Motorsport division of BMW Group Classic. And he should know: Nohl was previously head of sports and touring car technology at BMW Motorsport. Whatever the event, the drivers are scarcely less ambitious to win than those who drove the classics in their heyday. And just as in those days, the mechanical stresses of racing can sometimes cause something to drop off or blow up. “Even in historic motor sport we are pushing men and materials to their limits,” Nohl adds. With these thoroughbred race cars, procuring replacement parts of a commensurate quality is not so easy. In future, the specialists at BMW Group Classic Motorsport intend to offer their help, even to the extent of replicating special components. Where damage or wear to a vehicle is more extensive, BMW Group Classic will in future also offer maintenance, repair or rebuilding.

Mini Cooper and BMW 1602 as demonstration models.

As demonstration models, the specialists are building two competition vehicles in the course of this year. One is a Mini Cooper S Mark 1 dating from 1964, which can be entered for circuit races. The other is a 1970s BMW 1602 Touring.  “Both will be rebuilt from the ground up, in other words starting from the bodyshell,” says Friedrich Nohl. Whereas the Mini is being converted to a competition car, the 1602 already has a racing history.

BMW Group Classic has set up the Motorsport division to meet the growing demand for skilled servicing of racing classics while remaining faithful to the originals. “We are getting more and more frequent enquiries of this kind,” says Friedrich Nohl. That is no surprise, since many of the one-time circuit and rally cars have survived and are still being raced today. They originate predominantly from the period from 1960 to 1990 – three decades in which BMW and Mini were helping to make a decisive mark on motor sports.

1960-1990: the heyday of the classics.

In the summer of 1961, BMW launched the 700 Sport as the first postwar car intended for motor racing. With its 40 hp this 640 kg flyweight outstripped the competition in its sports class right from the start. In the very first year the German Circuit Championship and the Rally and Touring Car Championship went to the “Little Fury”, as the public christened it. In the same era, the Mini made an indelible mark on the history of rallying: its overall victory in the 1964 Monte Carlo Rally is the stuff of legend. 

The 1970s were dominated by the 3.0 CSL dream coupé, which became the most successful tourer of its era. Between 1973 and 1979 it won the European Championship six times and dominated the international touring car racing scene for the best part of a decade. At the end of its career, as a turbo coupé, it had an impressive power output of up to 800 hp and, on account of its extravagant set of spoilers, went down in history as the “Batmobile”. 

The 1980s are symbolised by the BMW M3, born in 1986. Right from the start the racer made a clean sweep of victories, trophies and titles: in 1987 it won the World Touring Car Championship – the first and only world title ever awarded in this vehicle category. In the following five years the M3 was undisputed leader of the touring car racing scene. With several European touring car championships, a second win in the German Touring Car Championship (DTM) as well as a fistful of other victories and championships at international level, it became the most successful tourer of all. 

“We want to make it possible for the owners of our successful classics to get involved in events and competitions without having to sacrifice the driving fun which these cars offer to this day,” Friedrich Nohl stresses.

Munich. 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.

Pictures of BMW M1 you will find under https://newsroom.bmwgroup.com/global/en

1. Twenty Years of the BMW M3 - a Legend in Sports. (Short Version) 2 2. The Birth of a Sports Legend. 5 3. The Successor: Six Cylinders for Ongoing Success. 13 4. Continuing the Success Story: The Third-Generation BMW M3. 19 5. The BMW M3 - a Spearhead in Innovation. 28 6. The BMW M3 Models. 32

1. Twenty Years of the BMW M3 - a Legend in Sports.
(Short Version)
It is one of the most successful chapters in the history of the automobile
and in international motorsport alike: the story of the BMW M3 - and to this
day, the end of this unique success story is not even in sight.

In 2006 BMW and BMW M GmbH celebrated the 20th birthday of the most successful
touring car of all times. Within two decades, three generations of the BMW M3
have successfully entered and conquered both the market and the race track,
each of these models quite unique and legendary in its own right. Dominating
the racing scene and paving the way on the road for a new species of
particularly sporting, but nevertheless highly practical series-production cars
fully suited for everyday use, the BMW M3 to this day thrills a loyal and
constantly growing group of enthusiasts and aficionados the
world over.