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Munich/Milan. Presenting A Garden of Curiosity – an immersive installation cocreated by MINI and Paul Smith for the Salone del Mobile. Set in the historic Palazzo Borromeo d’Adda in Milan, A Garden of Curiosity adds yet another highlight to the rich history the collaborators already share. Connected by their British heritage and iconic designs, the two design houses come together to celebrate optimism, curiosity and innovative spirit. The installation combines Paul Smith’s signature use of colour with the eye for detail for which MINI is renowned and invites visitors to explore and enjoy the playful world of design. 

“Paul Smith and MINI complement one another perfectly, as our collaboration for this project demonstrates once again. We are united by the joy of design, and our shared enthusiasm for craftsmanship, innovation and individuality makes A Garden of Curiosity an experience full of colour, sound and expression,” said Holger Hampf, Head of MINI Design.

Visitors immerse themselves in colour and sound: an experience for all the senses

Set amid the enchanted garden of the Palazzo Borromeo d’Adda, the installation is accessed via a wooden footbridge that takes visitors across the courtyard and through a red door. The door represents a symbolic invitation to look and see. On the other side is the green space created by MINI and Paul Smith. It consists of pathways that are lined with plants and grasses and lead to open platforms and cubic installations. The iconic Paul Smith Signature Stripe runs discreetly through the garden as a recurring design element. Architecture, textures, colour and sound converge to create sensory experiences. 

Interactive theme rooms

The Colour Theory Room acts as a visual intersection between Paul Smith’s signature colour palette and the colours of the new MINI Paul Smith Edition. Visitors can arrange colour samples on an interactive wall, the overall picture changing constantly throughout the day with each new personal design. In keeping with the philosophy of Sir Paul, the wall also gives visitors the opportunity to experiment with colour combinations.  

The Listening Room builds on this experience with Sir Paul’s voice recordings, highlighting the importance of colour theory. Another open platform invites visitors to experience the space with all their senses, allowing them to consciously enjoy a moment away from the hustle and bustle of Milan.

Adding the joy of discovery to the installation, the new MINI Cooper Convertible Paul Smith Edition is waiting to be found and invites visitors to take a closer look. Its appearance and details not only reflect Paul Smith’s distinctive style, but also capture the brand’s playful, optimistic and independent spirit. This exclusive highlight of the installation merges into the charming overall scene.

“I’ve always adored my visits to Milan for Salone del Mobile and I’m delighted to be back in the city to introduce the world of design to my new MINI. I look forward to sharing this special project with you all,” said Sir Paul Smith.

Heritage meets curiosity

Walking through the courtyard to the installation, visitors are immersed in the history of MINI and Paul Smith. Here, they can explore three cars from the collaboration between the two companies, which stretches back to 1998: the Paul Smith 40th Anniversary Mini, the MINI STRIP by Paul Smith and another MINI Cooper from the latest Edition. The specially created colour Nottingham Green adds stylish accents to the Edition’s mirror caps, octagonal radiator grille and wheel hub covers with Paul Smith lettering. A selection of others details also reflect the distinctive style of Paul Smith and ensure this MINI Edition captures the essence of ‘classic with a twist’. 

The Paul Smith 40th Anniversary Mini: A one-off car from 1999, whose bodywork morphed into a living work of art with 86 stripes in 26 colours. The interior also contained surprising use of colour (e.g. the lime green glove compartment) and highlighted Paul Smith’s playful style.

The MINI STRIP by Paul Smith: Another one-of-a-kind creation, the MINI STRIP of 2021 – based on the MINI Cooper  – was reduced to the essentials, as per the principle of ‘less is more’. The minimalist design put the focus on construction and function, with the aim of showcasing a new-at-the-time, responsible approach to design.

A Garden of Curiosity will be open on 21 – 26 April 2026 as part of the Salone del Mobile in Milan. It can be visited in the House of MINI at Via A. Manzoni 41 each day between 10.00 a.m. and 7.00 p.m.

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Regensburg. Plant Regensburg achieved a new production record of 356,901 vehicles in 2025, making it the BMW Group’s highest-volume car plant in Europe. Since the plant opened in 1986, 8.7 million vehicles have rolled off its production line. “With this record production, we not only reached a new all-time high in the plant’s 40-year history but also – as in the previous year – helped the BMW Group’s German plants build more than one million vehicles again in 2025,” says Plant Director Armin Ebner. “For 40 years, the plant has been a central development powerhouse for the eastern Bavarian region.”

Continuous efforts to increase competitiveness as key success factor 

“Continuous and consistent efforts to increase our competitiveness remain the key to our success. Every single day in Regensburg, we demonstrate that competitive production is possible in Germany,” adds Ebner. By implementing efficiency measures within its production system, BMW Group Plant Regensburg has lowered costs by more than a quarter since 2019.

“Digitalisation is an important lever for this,” says Ebner. Examples include the use of artificial intelligence in automated surface processing in the paint shop and for quality controls during vehicle assembly, or a cloud-based traffic control system for supplying parts. Since early 2025, new vehicles have also been able to navigate autonomously, without a driver, from the assembly line to the loading area.

More than 150,000 electrified models in 2025

More than 150,000 of the vehicles manufactured in Regensburg in 2025 were electrified – that is, either fully-electric vehicles or plug-in hybrids. The BMW X1 was the highest-volume model, with over 266,000 vehicles produced, while the BMW X2 accounted for more than 90,000 vehicles.

Over 55,000 vehicles remained in the company’s domestic market of Germany. More than half of the cars produced in Regensburg in 2025 went to customers in other European countries. More than 100,000 vehicles were shipped overseas.

Ebner is optimistic about the plant’s anniversary year: “With our attractive BMW X1 and BMW X2 models, we are producing exactly what our customers want, while continuing to operate three shifts around the clock.” Every 57 seconds, a new vehicle rolls off the assembly line. This currently adds up to more than 1,400 vehicles per workday, which are then delivered to customers around the world. Different types of drive train are flexibly manufactured on a single production line – from models with internal combustion engines to plug-in hybrids and fully-electric vehicles.

BMW Group Plant Regensburg – powering jobs across the region

As part of the settlement agreement with the City of Regensburg in the 1980s, BMW pledged to produce 400 vehicles per day and create 3,500 jobs. With the ramp-up and expansion of the plant in subsequent years, both employee numbers and production capacity increased: In 1991, the plant exceeded the 100,000-vehicle threshold for the first time, with around 128,000 cars manufactured. By 1999, it was building about 750 vehicles daily and more than 200,000 annually. In 2005, annual production surpassed 300,000 vehicles for the first time – with a daily output of around 1,000 units. Having assembled its one-millionth vehicle back in 1995, Plant Regensburg is set to produce its nine-millionth vehicle this year.

Employee numbers have also continued to climb: In 1988, the plant employed around 3,300 people. By 1991, that number had risen to about 7,300. Today, the BMW Group’s core staff at its Regensburg and Wackersdorf locations in eastern Bavaria comprises around 9,000 employees, including approximately 380 apprentices.

This makes the plant a significant economic factor and employer across the region. Ebner: “Our employees’ commitment, their innovation mindset and their forward-looking decisions have shaped BMW Group Plant Regensburg into what it is today: a driving force and economic engine for the entire region.”

40 years of BMW Group Plant Regensburg – overview of milestones:

1983      Decision, contract signing for establishment of Regensburg site

1984      Groundbreaking with Minister-President Franz-Josef Strauß;
              construction of production halls begins

1985     Topping-out ceremony

1986     Start of production for BMW 3 Series (E30); around 1,300 employees

1987      Paint shop commissioned;
first networked computers in assembly usher in the computer age

1988     Around 3,300 employees

1990      Body shop commissioned

1991      Annual production: around 128,000 vehicles, surpassing the 100,000 mark;
around 7,300 employees

1995      Production milestone: 1,000,000 vehicles manufactured in Regensburg

1997      Press shop completed

1999      Annual production exceeds 200,000 vehicles for the first time;
              more than 8,700 employees

2001      Groundbreaking for plant expansion: paint shop and body shop

2005      Annual production exceeds 300,000 vehicles for the first time

2007      Groundbreaking for press shop expansion

2010      Assembly/finish refurbishment

2013      New press system commissioned

2014      Completion of automated small parts warehouse

2015      EFQM Excellence Award; BMW X1 series launch

2017      West expansion of assembly commissioned

2018     Start of BMW X2 series production

2025      Additional body shop commissioned in Neutraubling

2026      Around 9,000 employees, including approx. 380 apprentices

40 years of BMW Group Plant Regensburg – vehicle models produced:

*Updated: Dec. 2025

BMW Group Corporate Communications
Saskia Graser, head of Communications Regensburg and Wackersdorf +49 151 6060 2014, Email: Saskia.Graser@bmw.de

Media website: https://newsroom.bmwgroup.com/global/en

Email: presse@bmw.de

BMW Group Plants Regensburg and Wackersdorf
BMW Group Plant Regensburg has been in operation for more than four decades. After construction of the production halls was completed in 1984, series production of the BMW 3 Series (E30) began in autumn 1986. As part of the settlement agreement with the City of Regensburg, BMW pledged at that time to produce 400 vehicles per day and create 3,500 jobs.

Today, Plant Regensburg is one of more than 30 BMW Group production locations worldwide. More than 1,400 BMW X1 and BMW X2 model vehicles roll off the assembly line each day, destined for customers around the globe. Different types of drive train are flexibly manufactured on a single production line – from models with internal combustion engines to plug-in hybrids and fully-electric vehicles.

Within the framework of the BMW iFACTORY, the BMW Group is also setting standards at its Regensburg location in the fields of digitalisation, circularity and competitiveness – as confirmed by recent awards. For example, in 2025, the plant was named “FACTORY OF THE YEAR” in the category “Excellent Large-Series Assembly”. In addition, the BMW X1 from Regensburg was once again voted Best in Class in “Best Cars 2025”. It is already possible to experience, in virtual form, what the factory will look like in the coming years. Production of the “Neue Klasse” – BMW’s next model generation – is set to ramp up in Regensburg in the second half of this decade.

BMW Group Plant Wackersdorf is home to cockpit production and parts supply for overseas plants, and also serves as the door and flap production centre for Rolls-Royce. With its battery testing centre, the site also makes a significant contribution to electromobility.

The BMW Group's core staff at its Regensburg and Wackersdorf locations in eastern Bavaria comprises around 9,000 employees, including approximately 380 apprentices.

www.bmwgroup-werke.com/regensburg/de.html

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+++ Over 18 million BMW 3 Series built worldwide +++ Manufactured at 18 plants in 13 countries since 1975 +++ A driving force for the production network and a trailblazer for the BMW iFACTORY +++

Munich. Built on four continents, the BMW 3 Series has been one of the most important products in the BMW Group’s international production network for 50 years. Since manufacturing began in 1975, the BMW 3 Series has rolled off the assembly line more than 18 million times at 18 plants across 13 countries. Core themes of the BMW iFACTORY – such as efficiency, flexibility, digitalisation and resource-efficient production – thread consistently throughout the production history of the BMW 3 Series.

BMW Group Plant Munich: Origins and role as a technology pioneer

The main plant in Munich has been the centre of BMW 3 Series production since 1975. From an early stage, the BMW Group committed to flexible manufacturing at the site, enabled by modern technologies, such as overhead conveyor systems and freely programmable welding machines. A fully-automated body shop was introduced in Munich in 1982 for the second generation of the BMW 3 Series. Through the use of industrial robots, it was possible to achieve an automation rate of more than 90 percent for this technology. Supplemented by flexible shift systems and modified work-time models, capacity increased significantly. Continuous modernisation, from powder coating technologies to computer-controlled engine production, ensured that the facility always remained state-of-the-art. Today, the plant deploys numerous digitalisation applications and AI-supported quality systems. In this way, the BMW 3 Series has consistently been a major driving force for the technological development of BMW Group production.

BMW 3 Series as a driver of growth and internationalisation

Volume growth at the plants was also influenced by the BMW 3 Series. In 1980, 3 Series production expanded from the main plant in Munich to Plant Dingolfing, and later to Plant Regensburg in 1986. The BMW 3 Series also provided the momentum for the internationalisation of BMW production. In the 1980s, additional production lines were established at other sites, including Rosslyn, South Africa (from 1984) and Spartanburg in the United States (from 1994). These locations enabled local supply for their respective markets and laid the foundations for the company’s global distribution of value creation – today, a key feature of the BMW Group production network.

The BMW 3 Series – an enabler for new plants

Since the opening of the Regensburg plant, the BMW 3 Series has served as the enabler for all new BMW plants – with the exception of the facility in Debrecen. The plants in Spartanburg, Leipzig and San Luis Potosí, as well as the BBA joint venture in China, all initially ramped up with the BMW 3 Series. Over the decades, various 3 Series derivatives – ranging from sedans and convertibles to Touring and M versions – have been produced at nearly all BMW Group plants with maximum flexibility. Multiple derivatives and different drive technologies – vehicles with internal combustion engines, plug-in hybrids and fully-electric drive trains – all come off the same assembly line.

Today, the seventh generation of the BMW 3 Series is produced in Munich, Shenyang (China), San Luis Potosí (Mexico) and at the company's own regional plants in Chennai (India), Rayong (Thailand) and Araquari (Brazil), as well as at partner plants in further countries.

Preparations for the eighth generation of the successful model series are proceeding in parallel: A fully-electric version of the BMW 3 Series will ramp up at Plant Munich from the second half of 2026 as the next vehicle of the NEUE KLASSE, with subsequent production in China and Mexico. A return of the BMW 3 Series to Plant Dingolfing is also planned.

Seven generations of the BMW 3 Series across the production network (full plants)

If you have any questions, please contact:

Corporate Communications

Sandra Schillmöller, Head of Communications Production Network BMW Group

Cell phone: +49-151-601-12225

Email: Sandra.Schillmoeller@bmwgroup.com

Martina Hatzel, Communications Production Network BMW Group

Cell phone: +49-151-601-11966

Email: Martina.Hatzel@bmwgroup.com

Media website: https://newsroom.bmwgroup.com/global/en

The BMW Group

With its four brands, BMW, MINI, Rolls-Royce and BMW Motorrad, the BMW Group is the world’s leading premium manufacturer of automobiles and motorcycles and also provides premium financial services. The BMW Group production network comprises over 30 production sites worldwide; the company has a global sales network in more than 140 countries.

In 2024, the BMW Group sold 2.45 million passenger vehicles and more than 210,000 motorcycles worldwide. The profit before tax in the financial year 2024 was € 11.0 billion on revenues amounting to € 142.4 billion. As of 31 December 2024, the BMW Group had a workforce of 159,104 employees.

The success of the BMW Group has always been based on long-term thinking and responsible action. Sustainability is a key component of the BMW Group’s corporate strategy – from the supply chain through production to the end of the use phase of all products. 

www.bmwgroup.com

LinkedIn: http://www.linkedin.com/company/bmw-group/

YouTube: https://www.youtube.com/bmwgroup

Instagram: https://www.instagram.com/bmwgroup

Facebook: https://www.facebook.com/bmwgroup

X: https://www.x.com/bmwgroup

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• Rolls-Royce Motor Cars marks 100 years of Phantom at Goodwood Revival 2025
• Five magnificent examples of historic Phantoms displayed on the Aerodrome Lawn
• On-track appearances by four Phantom course cars throughout the event
• Continues a year-long centenary celebration of the marque’s pinnacle product

“No motor car has played such a pivotal role in shaping automotive and cultural history as the Rolls-Royce Phantom. Over eight generations spanning 100 years – a remarkable anniversary we’re honouring throughout 2025 – it has represented the very best in engineering, comfort and personal expression for its owners, and won admirers around the world. Goodwood Revival – on the doorstep of the Home of Rolls-Royce – is the perfect setting in which to celebrate this extraordinary motor car and its continuing legacy, with five of the most distinctive and historically important Phantoms ever created on public display. They vividly illustrate the aesthetic, technical and emotional through-lines that connect the original ‘New Phantom’ created by Henry Royce in 1925 to the highly Bespoke Phantom commissions we bring to life for our clients a century later.”
Andrew Ball, Head of Corporate Relations, Rolls-Royce Motor Cars

Rolls-Royce Motor Cars continues its year-long programme marking the centenary of its pinnacle product, Phantom, at this weekend’s Goodwood Revival.

The centrepiece of the marque’s annual presence at the event will be a display on the Aerodrome Lawn, consisting of five magnificent Phantoms representing key moments and developments in the model’s 100-year history.

The selected motor cars are:


PHANTOM I BROUGHAM DE VILLE – ‘THE PHANTOM OF LOVE’

Dating from 1926 – the year after the original New Phantom was launched – this celebrated motor car is one of the finest examples of automotive art and craftsmanship ever created. It was commissioned by Clarence Warren Gasque as a gift for his wife, Maude, an heiress to the Woolworth family fortune, and was both a magnificent monument to his devotion, and an immoderate homage to her passion for 18th Century French history and design. Interior details include bespoke Aubusson tapestries, a hand-painted ceiling with gilded cornices, and a drinks cabinet topped with a French Ormolu clock and a pair of French porcelain vases filled with gilded metal and enamel flowers.


PHANTOM II CONTINENTAL TOURING PARK WARD

The now rare and highly prized Phantom II Continental was the production version of an experimental compact, sporting Phantom II variant produced for Henry Royce’s personal use. It was designed for high-speed touring over long distances on the smooth, straight roads of Europe and one of the few Phantoms of its era in which weight, wind resistance and other performance-related factors were as important as passenger comfort. This example, chassis 92PY, was commissioned by Mr A Y Gowen, an American industrialist who owned 16 Rolls-Royce motor cars during his lifetime. Intended for his travels around Europe, it’s fitted with a sunroof as well as the unique yellow tinted sun visor.


PHANTOM III

This beautiful motor car was originally ordered and delivered to Major Frederick Warren Pearl of Eaton Square, London SW1, in 1937. It passed through a number of hands before being exported to the United States. In 1989 it was repatriated to the UK and acquired by its current owner in 1995, following a comprehensive restoration.


PHANTOM IV LANDAULETTE

Phantom IV is the most exclusive model to bear the Phantom name: just 18 examples were produced between 1950 and 1956 and were offered only to royal families and heads of state. The chassis was 23.5 inches longer than that of the similar Silver Wraith; it was also the only Rolls-Royce to be fitted with a straight 8-cylinder engine. Phantom IV is still used by the British royal family for state occasions.


PHANTOM V

A magnificent and rare Rolls-Royce Phantom V with coachwork by James Young, this elegant PV22 model is finished in its original Midnight Blue. It was ordered by Marks & Spencer in January 1963 for the use of its chairman, Lord Marks, and delivered to him in March 1964. In perfect mechanical order, it has covered just 92,000 documented miles from new.

During the Revival, Phantom will also make regular appearances on the legendary Goodwood Motor Circuit. Four Phantom course cars will run from the assembly area between each race, demonstrating the power, precision and dynamic ability that continue to define Phantom as ‘the best car in the world’ after 100 years.

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• Rolls-Royce celebrates the enduring links between Phantom and the world of music
• Spanning every era of modern music, from jazz and rock to rap and R&B
• Embraced by artists from Marlene Dietrich to Sir Elton John, John Lennon and 50 Cent
• Explores Phantom as a canvas for personal expression and an icon of icons
• Click here to view Rolls-Royce I Behind The Scenes: Diving into Rock ‘n’ Roll Legend

“From the Golden Age of Hollywood to the rise of hip-hop, over the last 100 years, music artists have used Phantom to project their identity and challenge convention. Their motor cars often became icons in their own right, with a lasting place in the history of modern music. This enduring connection reminds us that Rolls-Royce and the extraordinary people who are part of the marque’s story are united by one ambition: to make their presence felt.”
Chris Brownridge, Chief Executive, Rolls-Royce Motor Cars

The connection between Rolls-Royce and the world of popular music is almost as old as the recording industry itself. Long before icons like John Lennon, Elvis Presley and Pharrell Williams wrote themselves into Phantom’s story, artists including Duke Ellington, Fred Astaire, Count Basie, Ravi Shankar, Edith Piaf and Sam Cooke all travelled by Rolls-Royce, recognising the brand as the definitive symbol of success and artistry. Personalities for whom the term ‘music mogul’ was created, including Brian Epstein, Berry Gordy and Ahmet Ertegun, were also among the marque’s most notable owners. Across genres, geographies and generations, Rolls-Royce remains the ultimate reward for creative brilliance and a canvas for personal expression.

Of all models, Phantom – the pinnacle of the marque – is the Rolls-Royce most closely associated with the world of music. Over eight generations and 100 years – a centenary the nameplate celebrates in 2025 – this extraordinary motor car has been consistently chosen by some of the most creative and influential figures in musical history. Phantom’s appeal to these individuals endures; it retains its status as the world’s pre-eminent luxury product, comprised of the very best in engineering excellence, fine materials and exquisite, highly skilled craftsmanship. It also offers its owner the freedom to define their identity – a quality that has helped many Phantoms owned by musical luminaries achieve legendary status in their own right.


MARLENE DIETRICH: FALLING IN LOVE AGAIN

Most actors travel to Hollywood in search of stardom. Marlene Dietrich arrived already part of the constellation. Fresh from her breakout role in The Blue Angel, and having introduced the world to what would become her signature song, Falling in Love Again, she travelled to California in 1930 to begin filming Morocco. Her welcome was as dramatic as her screen presence: at Paramount Studios, she was greeted not only with flowers, but with the gift of a green Rolls-Royce Phantom I. Morocco earned Dietrich an Academy Award nomination – and her Phantom also took its share of the spotlight, appearing in the film’s closing scenes and publicity images.


ELVIS PRESLEY: ALL SHOOK UP

In 1956, a self-titled album by a promising young singer named Elvis Presley became the first rock ‘n’ roll album to top the Billboard chart, where it remained for 10 weeks. In 1963, at the height of his fame, ‘The King’ bought a Midnight Blue Phantom V with a host of Bespoke features. In what may have been an early version of in-car karaoke, the features included a microphone, a writing pad in the rear armrest – ready for flashes of inspiration – along with a mirror and clothes brush to ensure Elvis was always ready to make an entrance. In a charming domestic detail, the original mirror-polished paint famously attracted the attention of Elvis’s mother’s chickens, which would peck at their reflection in the coachwork. The motor car was refinished in a lighter Silver Blue that did not show the chips.


JOHN LENNON: LOVE ME DO

In December 1964, John Lennon rewarded himself for The Beatles’ A Hard Day’s Night by commissioning a Phantom V. The motor car was entirely black, including the windows, bumpers and hub caps; it also boasted a cocktail cabinet and a television, as well as a refrigerator in the boot. However, like Elvis’s Phantom V, Lennon’s would also undergo a complete transformation. In May 1967, just before Sgt Pepper’s Lonely Hearts Club Band was released, the motor car was resprayed yellow, then hand-painted with swirls of red, orange, green and blue, with floral side panels and Lennon’s star sign, Libra, completing the motor car’s new persona.

For the younger generation, Lennon’s Phantom perfectly captured the mood of the carefree ‘Summer of Love’ that year. To their elders, it was an outrage, memorably summed up by a woman who, on seeing the Phantom driving down London’s Piccadilly, shouted, “How dare you do that to a Rolls-Royce!” before swatting at the paintwork with her umbrella. When the motor car was sold in 1985, it reached $2,299,000, almost 10 times the reserve price. It was both the most expensive piece of rock ‘n’ roll memorabilia at the time, and the highest price ever achieved for a motor car sold by auction.

This Phantom is arguably the most famous Rolls-Royce connected with Lennon, but he owned another. Lennon purchased a white Rolls-Royce Phantom V in 1968 to coincide with the launch of the White Album and to mark a new phase of his life with Yoko Ono. This was characterised by his wearing white clothes, decorating the interior and exterior of his Berkshire home in bright white, and pursuing a distinctly minimalist aesthetic.

Originally commissioned in a two-tone black-over-green by Wing Commander Paddy Barthropp, a wartime Spitfire pilot turned chauffeur, Lennon individualised this motor car in line with his personal style at the time. He paid £12,000 – equivalent to the price of a sizeable house at the time – to have the motor car transformed to white inside and out, and had it fitted with a sunroof, Philips turntable, 8-track player, telephone and television. It would later appear in the Beatles film Let It Be, as well as Performance, which starred Rolling Stones frontman Mick Jagger. In September 1969, Lennon sold the car to Allen Klein, founder of ABKCO Records and The Beatles’ manager at the time, for a reported $50,000.


LIBERACE: I’LL BE SEEING YOU

Another musical iconoclast was Władziu Valentino Liberace. Flamboyant and multi-talented, Liberace was the world’s highest-paid entertainer in the 1950s and ‘60s thanks to his TV shows and long residencies in Las Vegas. Among the extravagances that earned him the soubriquet ‘Mr Showmanship’ was a 1961 Phantom V covered in tiny mirror pieces that he would use to drive on stage during his long-running residency at the Las Vegas Hilton. The motor car appeared in the award-winning Liberace biopic, Behind the Candelabra, in which Michael Douglas recreated its short but famous journey.


SIR ELTON JOHN: A RIDE FOR THE ROCKETMAN

Liberace’s playing style influenced a generation of performers, including a budding pianist named Reginald Dwight, today known as Sir Elton John, who would later take inspiration from his hero by owning several Phantoms. In 1973, en route to a concert in Manchester in his white Phantom VI, Sir Elton saw a newer example in a showroom window. He instructed his chauffeur to stop, bought the car, and used it to complete his journey to the venue.

Later, he would update the Phantom with black paintwork, a black leather interior, tinted windows, a television, a video player, and even a fax machine. The most significant addition, however, was a bespoke audio system that was so powerful that the back windscreen had to be strengthened to prevent it from shattering when the volume was turned up.

Sir Elton also owned a Phantom V, for which he commissioned a striking pink-and-white exterior paint finish and matching interior. Following a tour of the USSR, where he was paid in coal, rather than cash, Sir Elton was unable to pay his musicians. Instead, he gave the Phantom to his percussionist, Ray Cooper, in lieu of a cash fee. Cooper later used the motor car to pick up a young Damon Albarn from school, who went on to find stardom of his own with Blur. History came full circle in 2020, when Albarn and his virtual band, Gorillaz, recorded The Pink Phantom, with Sir Elton appearing as a guest vocalist.


KEITH MOON: WON’T GET FOOLED AGAIN?

Legend has it that, while celebrating his 21st birthday, the gifted but fatefully self-destructive drummer of The Who, Keith Moon, plunged his Rolls-Royce into the swimming pool at the Holiday Inn in Flint, Michigan, creating one of rock ‘n’ roll’s most enduring legends.

Accounts of what really happened that night differ wildly. In an interview with Rolling Stone in 1972, Moon stated the motor car was a Lincoln Continental belonging to another hotel guest; he said he let off the handbrake and rolled the car into the pool. Other party guests maintain that no motor car ended up in the pool at all. Whether a car ended up in the pool or not, the myth is so potent that it has become the definitive image of rock ‘n’ roll indulgence – and as such, the car in the pool could only be a Rolls-Royce.

To mark Phantom’s centenary and the motor car’s place in rock ‘n’ roll mythology, Rolls-Royce brought legend to life by submerging an Extended body shell – a retired prototype destined for recycling – in a swimming pool. The chosen location was Tinside Lido in Plymouth, England, a celebrated Art Deco landmark next to the English Channel. Linked to John Lennon, one of Phantom’s most famous clients, the Lido served as a backdrop to a photograph of The Beatles taken on 12 September 1967 during their visit whilst filming for The Magical Mystery Tour. That same year, Lennon unveiled his yellow, hand-painted Phantom V, further cementing the nameplate’s place in music legend.


HIP-HOP STAR

Since moving to Goodwood, where production began in 2003, Rolls-Royce has only strengthened its ties with contemporary music. By 2016, it had become the most name-checked brand in song lyrics, driven in part by the meteoric rise of hip-hop. The genre was a cultural powerhouse by the 1990s, and a household staple at the turn of the century, coinciding with Rolls-Royce’s Goodwood renaissance and the launch of Phantom VII in 2003.

A year later, Pharrell Williams and Calvin ‘Snoop Dogg’ Broadus Jr, would famously feature a Phantom VII in the 2004 music video for Drop It Like It’s Hot, which would top the US Billboard Hot 100 for three weeks and commence Phantom’s lasting connection with the genre’s most influential artists. Curtis ‘50 Cent’ Jackson appeared in the TV series Entourage in a Phantom VII Drophead Coupé – a scene that would go on to become a widely shared meme; Tha Carter II by Dwayne ‘Lil Wayne’ Carter is one of many albums to feature Phantom on its cover. The genre has also played a key role in popularising one of the marque’s most distinctive features: Starlight Headliner. The phrase ‘stars in the roof’ – and its variations – recurs in rap lyrics and has become a suitably poetic shorthand for Rolls-Royce ownership.


ENCORE: PHANTOM’S LASTING LEGACY

Phantom has maintained a constant, evolving presence in the story of modern music. In each era, it has offered artists and innovators a means of self-expression, aspiration and identity. As Phantom enters its second century, it continues to symbolise success, individuality, and the power of human imagination.

Click here to view Rolls-Royce I Behind The Scenes: Diving into Rock ‘n’ Roll Legend.

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• Rolls-Royce celebrates Phantom’s century-long presence in the art world
• How Phantom was connected to leading artists, and how it became art itself
• Art for every Phantom: Charles Sykes and the Spirit of Ecstasy mascot

“For 100 years, the Rolls-Royce Phantom has moved in the same circles as the world’s leading artists. As a symbol of self-expression, Phantom has often featured in incidents of creative significance – many of them defining moments of the last decade. As we mark Phantom’s centenary, it is the perfect time to reflect on this motor car’s endlessly intriguing legacy and the artistic personalities who played a role in shaping its story.”
Chris Brownridge, Chief Executive, Rolls-Royce Motor Cars

Rolls-Royce has been associated with the greatest names in contemporary art since its foundation. Masters including Salvador Dalí, Andy Warhol, Henri Matisse, Pablo Picasso, Christian ‘Bébé’ Bérard and Cecil Beaton all travelled by Rolls-Royce. Dame Laura Knight, the first woman elected to full membership of the Royal Academy of Arts, even used a Rolls-Royce as a mobile studio, painting from its interior at racecourses such as Epsom and Ascot. The world’s most notable collectors, too, were drawn to the brand, among them Jacquelyn de Rothschild, Peggy Guggenheim and Nelson Rockefeller.

However, it is Phantom, the marque’s pinnacle product which celebrates its centenary in 2025, that is most closely linked to the art world. Over eight generations and 100 years, this motor car has been owned by some of the most famous creatives in modern history. Phantom itself has been exhibited in galleries around the world as an artwork in its own right – from institutional collections, such as London’s Saatchi Gallery and the Smithsonian Design Museum in New York, to countless independent galleries and exhibition spaces.

This enduring connection between Phantom and the art world reflects a long tradition of creative exchange. Over the years, Phantom has attracted the most vivid artistic imaginations, giving rise to encounters that are as unexpected as they are unforgettable.


SALVADOR DALÍ, THE CAULIFLOWER, AND THE FROZEN PHANTOM

Anyone rejoicing in the title Salvador Domingo Felipe Jacinto Dalí i Domènech, Marquess of Dalí of Púbol, is always likely to attract attention. But the Spanish artist better known by his abbreviated name, Salvador Dalí, nevertheless went out of his way to occupy the limelight. Having shocked the art world with his surrealist images of nightmarish landscapes, chimeric animals, suggestive food and melting clocks, he was eager to bring his unique brand of excess and eccentricity to a wider audience.

In the winter of 1955, he was asked to give a lecture at Paris-Sorbonne University. Seeing a golden opportunity to create a moment in modern art, Dalí borrowed a friend’s black and yellow Phantom and filled it with 500kg (1,100lb) of cauliflowers.

After a wild ride through the streets of Paris in his brassica-laden motor car, Dalí pulled up outside the university and flung open the Phantom’s doors, sending the cauliflowers cascading to the cold December ground. How many of the 2,000-strong audience now remember his exposition on ‘Phenomenological Aspects of the Paranoiac Critical Method’ is debatable, but his arrival before the lecture became legendary.

To honour this defiantly surreal performance, Rolls-Royce has commissioned a contemporary artist to create an original artwork inspired by this gloriously eccentric, cauliflower-filled Phantom moment.

This memorable moment was not the only time Dalí immortalised Phantom. An artwork he produced for a 1934 illustrated book titled Les Chants de Maldoror (The Songs of Maldoror) incorporated a surreal interpretation of Phantom. In this piece, Dalí depicts the motor car stranded in a bleak, icy landscape, seemingly frozen in desolation. The image is both elegant and eerie, epitomising Dalí’s knack for juxtaposing opulence with the absurd.


ANDY WARHOL AND MORE THAN 15 MINUTES OF FAME

Dalí spent every autumn and winter in New York City, where he based himself in a suite at the St Regis Hotel in Manhattan. It was here, in 1965, that he first met a young visual artist named Andy Warhol. This seminal moment in art was captured by British photographer David McCabe, who later recalled: “Dalí turned the whole event into theatre. Andy was petrified".

Seen by many as Dalí’s natural successor, Warhol became one of the most influential artists of the 20^th century. Unlike his mentor, however, he actually owned a Phantom; a 1937 model that had been converted into a shooting brake in around 1947. In 1972, Warhol and his Swiss agent, Bruno Bischofberger, happened to pass an antique shop in Zurich where it was on sale. Warhol bought it on the spot and shipped it to New York. He owned the car until 1978, when he sold it to his friend and manager, Fred Hughes.

In tribute to Pop Art’s lasting impact, Rolls-Royce has commissioned a contemporary artist to reimagine Phantom in the style that propelled this bold style from Studio 54 into the cultural mainstream.


AN ARTWORK FOR EVERY PHANTOM: CHARLES SYKES AND THE SPIRIT OF ECSTASY

This tradition of artistic collaboration and connection with the world’s most famous and provocative creatives dates back to Rolls-Royce’s earliest days, when a fine artist would sculpt the brand’s most enduring symbol.

Since 1911, Rolls-Royce motor cars have been graced with the most famous and evocative mascot in the world: the Spirit of Ecstasy. This defining feature of the brand’s iconography was originally created by talented and prolific artist Charles Robinson Sykes.

Following a scholarship at the Royal College of Art in London, in 1902 he was hired by The Hon. John Douglas-Scott-Montagu, 2nd Baron Montagu of Beaulieu, to provide the illustrated elements of his magazine, The Car Illustrated. Later, Montagu asked Sykes to create a series of paintings depicting his Rolls-Royce Silver Ghosts. These images caught the attention of Claude ‘CJ’ Johnson, the marque’s first commercial managing director, who commissioned six Sykes oils showing Rolls-Royces arriving at locations including the opera, the golf links, and the salmon stream, for the company’s 1910-11 catalogue.

Soon afterwards – and despite Sir Henry Royce’s antipathy to the concept – CJ had decided Rolls-Royce needed an official mascot. He commissioned Sykes to create a sculpture inspired by the imposing Greek statue The Winged Victory of Samothrace, which he had admired at the Louvre in Paris. Sykes captured its impact, but created a more ethereal figure that better expressed his experience of travelling in a Rolls-Royce. Indeed, his daughter Jo recalled that he was "very impressed with the smoothness and speed of the car and imagined that even so delicate a thing as a fairy could ride on the bonnet without losing her balance".

Whatever Sykes’ primary inspiration had been, CJ was delighted with the new mascot and appointed Sykes as sole supplier in 1911. From then on, Sykes personally supervised his production team, with his daughter Jo succeeding him in 1928. Until Rolls-Royce took production in-house in 1948, every Phantom owner may therefore have unknowingly owned a Sykes original.

Though now best remembered for his work with Rolls-Royce, Sykes enjoyed a successful career as an artist. His work remains highly regarded and is held in several institutional collections, including the British Museum and the V&A in London.


PHANTOM: A CANVAS AND A CATALYST

As Phantom enters its second century, its artistic legacy feels more relevant than ever. For creatives and collectors, it remains both a canvas and a catalyst that offers visionary thinkers something rare: a form of expression that is personal, timeless, and charged with purpose.

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On the occasion of the 50th anniversary of the BMW 3 Series, the press kit “40 Years of BMW 3 Series” from 2015 was comprehensively revised, supplemented and updated.

Please find it in the appendix.

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Munich. BMW Group Classic publishes digital historical model overviews for use by the general public and supplements the recently revised BMW Group Online Archive with a comprehensive historical online product catalog of the BMW, Mini and BMW Motorrad brands.

First, the historic model overviews of the Mini and BMW Motorrad brands were made available to the general public in 2021. The historical model overview of the BMW brand is now also available online.

This research tool is available for media, enthusiasts and fans at
https://www.bmwgroup-classic.com/en/history/historic-modeloverview-bmw.html. 424 BMW models are available there. The BMW product range includes all series vehicles from the BMW 3/15 hp model to the BMW 3 Series (E46), including BMW Z4 (E85/E86). A total period of 80 years (1928 to 2008) was prepared. The historical model overviews of the Mini and BMW Motorrad brands round off the online research offering.

In all brand areas, there are overviews of all classic vehicles with short and informative texts on model series, body variants and engines.

These are enriched with current images from the BMW Group Classic vehicle collection and the historic BMW media archive. For this purpose, 614 data sets and 524 images were processed. During the design, emphasis was placed on the future viability of the tool. The historical model overviews can be extended with future vehicle generations.

Anyone who would like to delve even deeper into BMW Group cars and other topics related to BMW Group corporate history can do so under further links to the BMW Group Classic online archive, revised in 2024. For example, publications (brochures, workshop literature, on-board literature, etc.) and specialist books can also be found there.

Katrin Gfrörer, Head of BMW Group Archives and Historic Vehicle Collection: “By making our complete historical model overviews available online, we meet a high external demand for historical product information that has existed for many years and maximizes customer satisfaction with another digital tool. In addition, most of the database in our online archive is publicly available on the BMW Group Archive website and can be used for information and research purposes. These measures impressively underline BMW Group Classic's digitization strategy."

You can access the historical model overviews and the BMW Group Archive under the following links.

Hist. BMW model overview:
https://www.bmwgroup-classic.com/en/history/historic-modeloverview-bmw.html

Hist. Mini model overview:
https://www.bmwgroup-classic.com/en/history/historic-modeloverview-mini.html

Hist. BMW Motorrad model overview:
https://www.bmwgroup-classic.com/en/history/historic-modeloverview-bmwmotorrad.html

BMW Group Archive: https://bmw-grouparchiv.de/irc/

BMW Group Classic Website: https://www.bmwgroup-classic.com/en.html

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Munich. This landmark year is particularly special as MINI introduces an all-new lineup, featuring the beloved MINI Cooper, the versatile MINI Countryman, and the bold MINI Aceman. These new models represent the next chapter in MINI's storied history, combining cutting-edge technology with the classic driving excitement that MINI is known for.

In addition, Fall 2024 will see the debut of the entire new John Cooper Works lineup, available in both petrol and electric versions. These high-performance models continue the legacy of MINI’s racing heritage, offering enthusiasts a choice between 4-cylinder TwinPower engines and the latest in electric performance.

This year also marks the 60th anniversary of MINI’s first victory at the Monte Carlo Rally - an achievement that solidified MINI’s reputation in motorsport. Fittingly, MINI celebrated this heritage with a category victory at the 2024 24 Hours of Nürburgring race, thanks to the exceptional performance of the MINI John Cooper Works PROtotype prepared by Bulldog Racing.

As MINI commemorates 65 years of automotive excellence, the brand looks forward to continuing its legacy of innovation, racing success, and driving excitement for many years to come.

In case of queries, please contact:

Corporate Communications

Franziska Liebert, Pressesprecherin MINI
Telefon: +49-89-382-28030
E-Mail: franziska.liebert@mini.com    

Andreas Lampka, Head of Communications MINI
Phone: +49-89-382-23662
E-mail: andreas.lampka@mini.com

Dodatne informacije so na voljo spodaj in v priponki v angleščini.
  
Dingolfing. Exactly 50 years ago, cars built by the Bavarian premium manufacturer began rolling off the assembly line at BMW Group Plant Dingolfing. Since 27 September 1973, the people who work at what is now the BMW Group's largest European plant have produced Sheer Driving Pleasure more than twelve million times. “This anniversary is naturally an opportunity to look back on this plant’s amazing success story – but it is also an excellent reason to look ahead to the future with optimism,” said Plant Director Christoph Schröder, at a ceremony attended by representatives from business and the political sector. “Because this plant will continue to be of tremendous importance to the BMW Group, to the region and to many thousands of people.”

12 million BMW cars in 50 years

The figures presented to guests by Plant Director Christoph Schröder and Stefan Schmid, Chairman of the Dingolfing Works Council, in the light-hearted speech they delivered together, are impressive. In purely mathematical terms, with 12 million vehicles produced over the past five decades, that means a BMW rolled off the Dingolfing assembly line every 60 seconds: from the very first Iberian Red BMW 520 on that Thursday back in 1973, right up to today.

Almost two thirds of the production volume comes from Dingolfing’s core model series, the BMW 5 Series: The eighth generation, which has been in production since early July, will be hitting showrooms in the coming days. The range of models produced has gradually expanded over the decades and, today, with vehicles from the BMW 4 Series, 5 Series, 6 Series, 7 Series and 8 Series, as well as the BMW iX and BMW M GmbH models, it has reached a dimension that sets the benchmark for the whole automotive industry.

However, Dingolfing’s carmakers not only excel in large-scale production, with the highest level of efficiency and precision, but also in craft-scale manufacturing. The 99 BMW 8 Series models designed by American artist Jeff Koons in 2022, the 50 recently-delivered highly exclusive BMW 3.0 CSL and the BMW i7 Protection, the world's first fully-electric security vehicle, all testify to this outstanding expertise. The body shop also meets the highest standards of quality and craftsmanship required for all Rolls-Royce models in Unterhollerau.

Plant Dingolfing as job engine for the region

Plant Dingolfing is closely associated with the economic rise of the eastern Bavaria region. “In the past ten years alone – including permanent jobs for apprentices and temporary staff – we have hired 12,000 people here at the site,” said Stefan Schmid. The Works Council Chairman also announced that the number of new apprentices starting their training at the Dingolfing location in the coming year will increase to 350, with a view to the planned site in Irlbach-Straßkirchen. “We will continue to be the BMW Group's largest vocational training facility.”

The decisive guarantee of this 50-year success story is the continuing adaptability of the Dingolfing workforce. “Pioneers never stand still,” said Schröder, underlining that: “We have stayed young in our thinking, we are technology leaders with our processes and our products are clearly geared towards the future.” The plant is shaping the transformation towards e-mobility in a way that is “strategically smart, forward-looking and proactive”. With its strategy of a highly flexible production system that allows all drive train variants to be built efficiently on one line, according to market demand, the plant is ideally positioned, Schröder explained: “We have every reason to be optimistic about the future.”

Three series launches of electric models in two years

With the BMW iX, i7 and i5, Plant Dingolfing has celebrated the premiere of three fully-electric models within the space of two years. With the start of production for the BMW i5 Touring in the coming year, Schröder expects fully-electric vehicles to account for about 40 percent of Dingolfing's total production in 2024. “I am confident production volumes will climb to well over 300,000 units in the next year as the entire 5 Series family becomes available.”

Schröder also believes digitalisation will become even more important, explaining that both the product and the production process will increase in complexity – all of which needs to be controlled and validated. “Dingolfing is doing an excellent job,” explained the plant director: “We are leaders in our industry, with a large number of projects, such as Automated Driving In-Plant, AI-based camera systems and smart logistics applications.” In many respects, a vehicle plant has been a tech company for years. “That is why we are deliberately strengthening our IT functions – for example, through the Innovation Hub, which the BMW Group established together with Microsoft, Intel and NTT at the Dingolfing training centre.”

The BMW Group in Dingolfing – more than just a car plant.

In addition to cars, vehicle components such as pressed parts and chassis and drive systems are also produced in Dingolfing. Component plant 02.20 is home to the Competence Centre for E-Drive Production, with about 2,400 employees, which supplies the BMW Group’s vehicle plants worldwide with electric motors and high-voltage batteries for production of plug-in hybrids and fully electric models. Since 2015 alone, more than one billion euros have been channelled into expanding the component plant, which is capable of producing electric powertrain components for more than 500,000 electrified vehicles.

Another important element of the Dingolfing location is the so-called Dynamics Centre, the heart of the BMW Group’s central aftersales logistics, which provides the global BMW and MINI retail organisation with original parts and accessories.

The BMW Group recently invested several hundred million euros in the site each year – with the next investments in future products and technologies already becoming apparent. “Because, of course, the models of the future being built in Dingolfing will also benefit from the innovations and technology clusters of the NEUE KLASSE,” says Schröder. The assembly plant for high-voltage batteries planned in Irlbach-Straßkirchen will be an essential element of this. “On the one hand, it will secure the jobs of thousands of people; on the other, it will enable the successful transition of Plant Dingolfing towards electromobility.”

If you have any questions, please contact:

Julian Friedrich, BMW Group Plant Dingolfing, head of Communications

Telephone: 49 8731 76 22020, Email: Julian.Friedrich@bmw.de

Thomas Niedermeier, BMW Group Plant Dingolfing, Communications

Telephone: +49 8731 76 27666, Email: Thomas.Niedermeier@bmw.de

Media website: https://newsroom.bmwgroup.com/global/en www.bmw-werk-dingolfing.de

Instagram: https://www.instagram.com/bmwgroupwerkdingolfing/

Email: presse@bmw.de

BMW Group Plant Dingolfing

Plant Dingolfing is the BMW Group’s largest European production site.

Over 1,500 BMW 4 Series, 5 Series, 6 Series, 7 Series and 8 Series cars, as well as the fully-electric BMW iX, come off its production lines every day. Around 282,000 vehicles were built at the plant in 2022.

More than 18,000 people currently work at the site and 850 apprentices are being trained in 15 occupations. This makes the BMW Group site in Dingolfing not only the region's biggest employer by far, but also one of the country's largest industrial production sites and vocational training facilities.

In addition to cars, vehicle components such as pressed parts and chassis and drive systems are also produced in Dingolfing. Component plant 02.20 is also home to the company-wide Competence Centre for E-Drive Production, which supplies the BMW Group’s vehicle plants worldwide with electric motors and high-voltage batteries for production of plug-in hybrids and pure electric models.

The car bodies for all Rolls-Royce models are also built at the site. The so-called Dynamics Centre, a large storage and transshipment facility at the heart of the BMW Group’s aftersales logistics, provides the global BMW and MINI retailer organisation with original parts and equipment.

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.

BMW, eden izmed svetovno najuspešnejših proizvajalcev premium avtomobilov se prav tako ponaša z izvrstnim položajem na trgu štirikolesnega pogona, segmentu, kamor je prvič vstopil pred 30 leti. Približno vsako tretje prodano vozilo BMW po vsem svetu je danes opremljeno z inteligentnim sistemom štirikolesnega pogona BMW xDrive. Uspešnost znamke BMW v tem segmentu ni le rezultat priljubljenih modelov BMW X, ampak tudi štirikolesnih modelov drugih modelnih serij, od BMW serije 1 do BMW serije 7. Vzdolž teh modelnih serij je na voljo široka izbira modelov s štirikolesnim pogonom za zelo različne verzije motorjev. Hkrati pa BMW nadaljuje z razvojem štirikolesne tehnologije in jo nenehno izpopolnjuje. Z nudenjem BMW xDrive v kombinaciji s hibridnim pogonom in platformo podvozja s sprednjim pogonom, proizvajalec vedno znova dokazuje svojo usposobljenost na tem področju, ki mu bo zagotovila vodilni položaj v tem segmentu tudi v prihodnje. BMW nudi danes več kot 110 modelov – s katerimkoli tipom menjalnika – z BMW xDrive v 12 različnih modelnih serijah, prav tako pa je ta oprema na voljo tudi pri priključnem hibridu BMW i8 in kompaktnem BMW 225xe z električnim pogonom.

Žarišče od prvega dne naprej: trakcija in dinamika.
Prvi naskok znamke BMW na trg štirikolesnega pogona se je zgodil z razkritjem BMW 325i “Allrad” na mednarodnem avtomobilskem salonu v Frankfurtu leta 1985. Novinec navzven ni takoj razkril svojih notranjih kvalitet, zato je imela njegova predstava, ko so ga novinarji odpeljali na testno vožnjo še toliko večji “vau” efekt. Prvi sistem štirikolesnega pogona BMW ni izboljšal le trakcije izven urejenih cest in v neugodnih vremenskih razmerah, ampak je omogočal tudi bolj dinamično vožnjo skozi zavoje. “Novi BMW je nov šampion, ko gre za obnašanje vozila med vožnjo,” se je glasila soglasna sodba testnih voznikov nemške avtomobilistične revije Auto Zeitung kmalu po prvem razkritju.

Današnji inteligentni sistem štirikolesnega pogona BMW xDrive pomika značilno vozno dinamiko BMW na novo raven. Aktualna generacija tega sistema je krmiljena s pomočjo integriranega upravljanja šasije (ICM), ki zagotavlja, da se xDrive vedno odzove ustrezno in v najbolj zgodnjem možnem trenutku, ki se določi na osnovi zanesljivega zaznavanja in nadzorovanja trenutne vozne situacije. Posegi se lahko izvajajo bodisi izključno z BMW xDrive bodisi z xDrive v kombinaciji z dinamičnim nadzorom stabilnosti (DSC) ali dinamičnim nadzorom zmogljivosti (DPC). Hiter in natančen nadzor porazdelitve pogonskega momenta zagotavlja značilne vozne lastnosti BMW tudi pri ekstremno dinamični vožnji skozi zavoj.

S tem je sistem štirikolesnega pogona natančno prilagojen tipičnim lastnostim pogona BMW na vsa štiri kolesa. To pomeni, da se pri modelih s štirikolesnim pogonom večji delež pogonskega momenta posreduje na zadnji kolesi, če vožnja poteka v normalnih voznih razmerah. Na ta način se ohrani natančna povratna informacija krmiljenja BMW, ki praktično odpravi navor krmiljenja. Za natančno zavijanje in visoko stabilnost ohranjanje smeri vožnje, najnovejša generacija sistema BMW xDrive povečuje količino moči na zadnji kolesni par, kakor hitro vozilo vstopi v zavoj, kar še izboljša užitek v vožnji, ki je sinonim za BMW.

Tehnologija štirikolesnega pogona BMW: neprekinjena evolucija od leta 1985.
Stalni sistem štirikolesnega pogona, ki je vgrajen v BMW 325i “Allrad” iz leta 1985, porazdeli pogonski moment med sprednjo in zadnjo premo v razmerju 37 : 63. Kot odgovor na razlike pri vrtilni frekvenci koles sta viskozna sklopka v razdelilnem gonilu in zadnji diferencial lahko zagotovila praktično togo povezavo med sprednjo in zadnjo premo, da bi se izboljšala trakcija in stabilnost. Ime modela se je kmalu preimenovalo v BMW 325iX, od leta 1988 pa je bil na voljo tudi v različici “touring” (mala začetnica v veljavi do in vključno s serijo E46).

1991: BMW 525iX.
Tri leta pozneje je BMW vpeljal štirikolesni pogon tudi v BMW serije 5. Prvič je bila porazdelitev moči uravnavana elektronsko. Prenovljen sistem je vključeval lamelne sklopke, ki so omogočale, da se je standardna porazdelitev moči med sprednjo in zadnjo premo v razmerju 36 : 64 spreminjala brezstopenjsko in avtomatsko v skladu z voznimi razmerami. Najprej se je hidravlično krmiljena lamelna sklopka uporabljala na zadnji premi, vendar je bila ta pozneje zamenjana z elektronsko krmiljenim selektivnim zavornim posegom. Sistem, ki je nadzoroval vozno situacijo prek signalov vrtilne frekvence koles iz ABS, je bil dopolnjen z dodatnimi informacijami o stanju zavor, vrtilni frekvenci motorja in položaju dušilne lopute.

Sistem štirikolesnega pogona v BMW 525iX je bil od vsega začetka razred zase. Elektronski nadzorni sistem je posredoval zelo hitro in natančno povratno informacijo, kar je pomenilo varno in nevtralno obnašanje vozila med vožnjo tudi v zahtevnih voznih razmerah, kot so mokre ali zasnežene ceste. Tudi pri BMW serije 5 so bili prvi modeli s štirikolesnim pogonom na voljo kot Limuzina ali Touring.

1999: Športno terensko vozilo (SAV) odpira novo poglavje.
Na uvodu v novo tisočletje je senzacionalno debitiral zelo inovativen koncept vozila znamke BMW. BMW X5, prvo športno terensko vozilo (SAV), je kupce navdušil z vozno dinamiko, ki je bila brez primere med ostalimi terenskimi vozili tistega časa. Izvrsten sistem štirikolesnega pogona je pri tem odigral pomembno vlogo. Planetno gonilo je porazdelilo pogonski moment med sprednjo in zadnjo premo v razmerju 38 : 62, medtem ko so elektronski nadzorni sistemi, kot npr. DSC (dinamični nadzor stabilnosti), ADB-X (avtomatska diferencialna zavora) in HDC (pomoč pri spuščanju po klancu), zagotavljali, da je bil novi BMW X5 športen na cesti in opremljen za premagovanje zahtevnih razmer izven utrjenih poti.

V letih, ki so sledila uspešnemu lansiranju koncepta SAV na trg, ni bilo pri BMW nobenega popuščanja v hitrem tempu razvoja štirikolesnega pogona. Leta 2000 je za model specifična različica tehnologije štirikolesnega pogona BMW X5 postala na voljo za četrto generacijo BMW serije 3.

2003: BMW xDrive debitira v BMW X3 in BMW X5.
Štiri leta od prihoda na trg BMW X5, je BMW nadaljeval s svojo dinamiko z lansiranjem koncepta SAV v novem segmentu vozil. Novi BMW X3 je bil kompaktnejši od BMW X5 in je nudil še bolj agilne vozne lastnosti. Postavil je nove mejnike in v naslednjih letih ostal edini premium model v svojem razredu.

Prenovljen sistem štirikolesnega pogona BMW xDrive, ki je bil istega leta vpeljan v BMW X3 in BMW X5, je kmalu povečal vodilni položaj znamke BMW v segmentu štirikolesnega pogona. Na osnovi ekstremno hitro delujoče elektronske lamelne sklopke v razdelilnem gonilu, je xDrive deloval v tandemu z dinamičnim nadzorom stabilnosti (DSC), ki sta porazdelitev pogonskega momenta stalno prilagajala aktualni vozni situaciji. Poleg vrtilne frekvence koles je elektronski nadzorni sistem prvič upošteval tudi podatke dinamičnega nadzora stabilnosti (DSC), kot so npr. krmilni kot, položaj pedala za plin in bočni pospešek. Zato je BMW xDrive prvi svetovni, in še vedno edini, “inteligentni” sistem štirikolesnega pogona. V nasprotju s konvencionalnimi sistemi štirikolesnega pogona, ki se odzovejo, ko se vsaj eno kolo že vrti v prazno, lahko xDrive zazna nevarnost prekrmiljenja ali podkrmiljenja že ob prvih znakih in proaktivno posreduje s preusmeritvijo toka pogonskega momenta.

Inteligentni sistem štirikolesnega pogona BMW xDrive v naslednjih letih ni bil vgrajen le v modele BMW X, ampak tudi v različice xDrive modelov BMW serije 3 in serije 5 obeh karoserijskih izvedb (Limuzina in Touring). Do prihoda na trg BMW X3 druge generacije v letu 2010, je bilo po vsem svetu prodanih več kot 600.000 vozil te serije. Nekoliko prej je prodaja BMW X5 – ki je s svojo drugo generacijo prišel na trg v letu 2006 – presegla znamko enega milijona.

2008: SAC z dinamičnim nadzorom zmogljivosti (DPC) in hibridnim pogonom.
Z dvema močno uveljavljenima karoserijskima izvedenkama SAV v svojih segmentih, je BMW leta 2007 javnosti predstavil prvo svetovno športno terensko vozilo s silhueto kupeja (SAC). Popolnoma novi BMW X6, ki je bil razkrit na mednarodnem avtomobilskem salonu v Frankfurtu, je dvignil značilen dinamičen značaj modelov BMW X na novo raven intenzivnosti. Inteligentni sistem štirikolesnega pogona je bil prvič kombiniran z dinamičnim nadzorom zmogljivosti (DPC), ki spreminja porazdelitev pogonskega momenta med zadnjima kolesoma pri vožnji skozi zavoj, kar zagotavlja neprekosljivo agilnost in stabilnost tudi pri nenadnih spremembah hitrosti ali prehitevanju. Leta 2009 je BMW Active Hybrid X6 demonstriral naslednjo odlično kombinacijo – med BMW xDrive in hibridnim pogonom. Medtem je oddelek BMW M GmbH istega leta k svoji ponudbi športnih vozil z visoko zmogljivostjo dodal dva zelo posebna modela. Z M uglašenim sistemom BMW xDrive, vključno z dinamičnim nadzorom zmogljivosti (DPC), sta BMW X5 M in BMW X6 M pokazala zmogljivost, ki doslej v segmentu vsekolesnega pogona ni bila poznana.

Leto 2009 je bilo premierno še za en novi model z oznako X, to je BMW X1. V naslednjih letih je BMW X1 ostal edino vozilo svoje vrste v premium kompaktnem segmentu. Njegov inteligentni sistem štirikolesnega pogona BMW xDrive, enak kot v novem BMW X3 (2010), je bil prav tako združljiv z nadzorom zmogljivosti. Slednji selektivno zavira kolo na notranji strani zavoja, medtem ko sočasno povečuje moč motorja, kar zagotavlja hitro in precizno vožnjo skozi zavoje in dviguje agilne vozne lastnosti obeh modelov na novo raven.

BMW xDrive na voljo tudi za ostale modelne serije.
Nenehen napredek modelov BMW X je spremljala rast števila različic xDrive, ki so bile na voljo tudi pri ostalih modelnih serijah BMW. BMW xDrive, ki je bil konstruiran za izboljšanje agilnosti pri vožnji skozi zavoj in večjo natančnost, omogoča izpopolnjeno vozno doživetje in optimalno kombinacijo dinamike ter udobja. Zato je bilo le še vprašanje časa, kdaj bo ta inteligentna pogonska tehnologija doživela svoj prvenec tudi v BMW serije 7 (leta 2009). Spomladi leta 2012 sta bila prva modela Coupé in Cabrio s štirikolesnim pogonom na voljo tudi v športnem BMW serije 6. BMW xDrive se lahko naroči pri aktualnih BMW serije 3 in serije 5 ter, od leta 2013, v modelih Cabrio, Coupé in Gran Coupé novega BMW serije 4.

Nenehno spodbujanje napredka.
Z lansiranjem novega BMW X4 v letu 2014 je BMW naredil nov korak v premium segmentu srednje velikih vozil. Nova izvedenka SAC nudi edinstveno kombinacijo užitka v vožnji, prefinjenega sloga in moderne praktičnosti. Model X4 ima tehnologijo BMW xDrive na voljo že v osnovni opremi in je razpoložljiv s širokim spektrom različic motorjev. Istega leta je BMW prav tako predstavil modele BMW X5 tretje generacije, BMW X6 druge generacije in M športni različici obeh modelov. BMW xDrive je debitiral še v novem BMW serije 2 Active Tourer. To je bil nekoliko drugačen prvenec, saj je BMW svoj inteligentni sistem štirikolesnega pogona prvič kombiniral s popolnoma novo platformo podvozja s sprednjim pogonom.

Z BMW i8, ki je bil javnosti predstavljen leta 2014, je BMW Group pogumno zakorakal v novo smer, ki je vključevala tudi sistem štirikolesnega pogona. Ta športni model s konceptom sedežev 2 + 2 poganja zelo napreden priključni hibridni sistem, ki združuje motor z notranjim zgorevanjem na zadnji in elektromotor z visoko učinkovitostjo na sprednji premi.

Osredotočen na prihodnost: BMW xDrive sreča BMW eDrive.
Najnovejši modeli BMW s štirikolesnim pogonom prinašajo tehnološki napredek, ki je močno vpet v mobilnost prihodnosti. Vozilu BMW i8 je sledil mednarodni prihod na trg prvega proizvodnega priključnega hibrida iz jedrne blagovne znamke, in sicer BMW X5 xDrive40e. Po zaslugi stalnega sistema štirikolesnega pogona BMW xDrive in tehnologije eDrive BMW EfficientDynamics, združuje to športno terensko vozilo (SAV) vznemirljivo športno zmogljivost z izvrstno učinkovitostjo. Inteligentno upravljanje moči hibrida sinhronizira obratovanje motorja z notranjim zgorevanjem in elektromotorja, da v vsakem trenutku poveča učinkovitost, medtem ko se odlično odziva na voznikove zahteve. Pogonski moment iz obeh pogonskih enot se prenaša na cesto s pomočjo stalnega inteligentnega sistema štirikolesnega pogona BMW xDrive.

BMW serije 7: integralno aktivno krmiljenje združljivo z BMW xDrive.
V mesecu septembru 2015 je na mednarodnem avtomobilskem salonu v Frankfurtu svojo svetovno premiero doživela šesta generacija BMW serije 7. Najbolj luksuzna limuzina BMW, ki prinaša revolucionarne inovacije na vseh področjih, je z BMW xDrive na voljo od svojega prihoda na trg (oktober 2015). Nova luksuzna limuzina bo prav tako prvi model, ki bo omogočal kombinacijo inteligentnega sistema štirikolesnega pogona z integralnim aktivnim krmiljenjem, kar pomeni –pasivno krmiljenjem zadnjega kolesnega para.

Prva serijska različica BMW i3, ki bo zapustila proizvodno linijo v Leipzigu konec 2013, bo zaznamovala vrhunec 40 let razvojnega dela pri BMW. Vse se je začelo na olimpijskih igrah v Münchnu leta 1972, ko je modelna serija BMW v svoje vrste vključila dve električni testni vozili. Predelani modeli BMW 1602 so služili kot prevozno sredstvo za člane organizacijskega odbora, prav tako pa so jih uporabljali za podporo in snemanje različnih tekmovanj na dolge proge. Vseeno pa so bile 350 kilogramov težke svinčene akumulatorske baterije z dometom okoli 60 kilometrov brez dvoma neprimerne za uporabo v serijski proizvodnji avtomobilov. BMW je tako zagnal številne raziskovalne in razvojne projekte, ki bi na ceste prinesli izboljšano in predvsem bolj učinkovito tehnologijo za sisteme električnega pogona.

Več v sporočilu za medije, v priponki.

„Podjetje je kot človeško bitje. Dokler se ukvarja s športom, je v odlični formi, dobro usposobljeno, polno navdušenja in učinkovitosti.” To so bile besede Roberta A. Lutza, člana uprave podjetja BMW AG, ki jih je izgovoril že daljnega leta 1972. Te besede je povedal na otvoritvi najmlajše hčerinske družbe BMW AG tistega časa, podjetja BMW Motorsport GmbH. Danes se podjetje imenuje BMW M GmbH. In še vedno je prav tako v odlični formi, polno elana in učinkovitosti, kot je bilo pred 40 leti.

Zgodnja 1970 leta so za podjetje BMW predstavljala novo dobo: novi, mladi upravni odbor pod vodstvom Eberharda von Kuenheima si je zadal cilj, da strateško okrepi podjetje in si prizadeva za njegovo stalno uspešnost. To je vključevalo gradnjo novega sedeža podjetja – legendarnega štirivaljnika BMW –, prav tako pa tudi ustanovitev lastnega športnega oddelka BMW. Še enkrat navajamo Roberta A. Lutza: „Šport je bil vedno gonilna sila podjetja BMW, tudi v času, ko se je podjetje dinamično razvijalo v poslovnem svetu, je bilo več kot jasno, da se moramo na tej točki osredotočiti in utrditi naše dejavnosti v motošportu.”

Dejansko so povpraševanje in neizkoriščene možnosti daleč presegle potenciale in zmogljivosti nekdanjega športnega oddelka. BMW 1800 TI in 2000 TI, pa tudi celotna serija 02, so bili najbolj priljubljeni konkurenčni avtomobili, ki so zmagovali eno dirko za drugo. Vendar pa je uspelo podjetje BMW izpolniti zgolj delček celotnega povpraševanja, velika večina avtomobilov pa je bila pripravljena, upravljana in prodajana prek povezanih podjetij. Od sredine 1960 let podjetje BMW prav tako sodeluje na dirki Formule 2 – in v prihodnjih letih se je te dirke Formule uspelo udeležiti le malo ekip po svetu, saj v svojih avtomobilih niso imele visoko zmogljivih pogonskih enot, kakršne ima podjetje BMW. Na nešteto zmagah na dirkah in evropskih prvenstvih je podjetje BMW prevladovalo sceno.

1972: Ekipa z izjemnimi izkušnjami pri dirkanju je oblikovala podjetje BMW Motorsport GmbH.

Podjetje BMW Motorsport GmbH, ki se je soočalo z zgoraj navedenimi izzivi, je začelo z delovanjem 1. maja 1972. Generalni direktor te ekipe strokovnjakov, ki jih je prvotno sestavljalo 35 zaposlenih, je bil Jochen Neerpasch, nekdanji delovni voznik podjetja Porsche in vodja Oddelka Ford Racing pri podjetju Ford v Kölnu, preden so se preselili v München.

Takoj je pritegnil celotno skupino dirkalnih voznikov, ki bodo pustili svoj pečat na BMW Motorsport v desetletjih, ki bodo sledila: Chris Amon, Toine Hezemans, Hans-Joachim Stuck in Dieter Quester. Podjetje je kot reli voznika zaposlilo Björna Waldegaarda in Achima Warmbolda.

Novo podjetje se je uspelo preseliti v lastno stavbo po samo nekaj mesecih, z delavnico dirkalnih vozil in proizvodno delavnico dirkalnih motorjev, izdelavo orodja in dinamometrov motorjev, ki so se vsi nahajali v neposredni bližini tovarne podjetja BMW v Münchnu, in sicer na mestu, ki meri več kot 8.000 kvadratnih metrov, na ulici Preussenstrasse. To je tam, kjer so športni motorji iz leta 1973 ugledali luč sveta: 950-kilogramski 2002, ki ga je poganjal dvolitrski štiriventilni štirivaljnik za dirke reli, z največjo močjo 240 KM, prav tako pa tudi novi Touring Coupé, ki ga je Jochen Neerpasch v zgodnjih dneh nadvse nazorno opisal z naslednjimi besedami: „Odkar smo leto 1973 doživeli kot naše začetno leto, nismo pričakovali, da bomo kar takoj zmagali na tem evropskem prvenstvu.” Modelno poimenovanje novega avtomobila je bilo 3.0 CSL. Vrata in pokrovi so bili izdelani iz aluminija, petstopenjski menjalnik pa je bil izdelan iz ohišja iz magnezija. Njegova skupna teža je bila 1.092 kg. Toda pravi vrhunec je bil skrit pod pokrovom motorja, in sicer 3.340 cc vrstni šestvaljnik z 12 ventili, z vbrizgavanjem goriva in s kompresijskim razmerjem 11:1. Največja moč: 360 KM. To je bil zadnji dvoventilni motor, ki ga je podjetje BMW proizvedlo za udeležbo na dirkah.

Tradicionalna filozofija podjetja BMW: osredotočanje na človeški dejavnik.

Podjetje BMW Motorsport GmbH je vstopilo v sezono leta 1973 popolnoma pripravljeno ne le v tehničnem smislu. Vozniki so bili prav tako v vrhunski formi, z Jochenom Neerpaschem na čelu, ki je celotno ekipo voznikov popeljal na sezono „driver tuning” v St. Moritzu. Tukaj, v tem švicarskem smučarskem raju, je celotna ekipa prejela še zadnje koristne napotke inštruktorja in športnega psihologa. Tudi v tistem času, v teh zelo zgodnjih letih, je podjetje BMW dajalo izredno velik pomen optimizaciji vmesnika človek/stroj. V tistih časih so načrtovali tudi podobne programe, ki bi jih lahko ponudili tudi „neprofesionalnim voznikom”. Od leta 1977 se ti tečaji imenujejo usposabljanje voznikov BMW.

To je bila ekipa, ki jo je podjetje BMW Motorsport GmbH popeljalo na dirkalne steze v sezoni leta 1973. In to ni bil zgolj 3.0 CSL Coupé, ki je že od samega začetka preplavil naslovnice: prvič v zgodovini se je celotna dirkalna ekipa, vse od avtomobila do avtomobilskega ključa, predstavila s skupno oblikovno oznako.

To so bili trije trakovi v modri, vijolični in rdeči barvi na briljantno beli podlagi, ki označujejo videz BMW Motorsport vse do današnjih dni.

Kupeji CSL v teh barvah, ki so zelo kmalu postali znani prav vsem v svetu motošporta, so bili nepremagljivi. Hans-Joachim Stuck in Chris Amon sta v svojem prvem poskusu domov prinesla zmago na dirki Touring Car Grand Prix iz Nürburgringa. Podjetje BMW je bilo skupni zmagovalec v kategoriji turnih avtomobilov na 24-urni dirki v Le Mansu.

Najbolj uspešni turni avtomobil svojega časa: BMW 3.0 CSL.

Sanjski 3.0 CSL Coupé v svojih spektakularnih dirkalnih barvah je nato postal najuspešnejši turni avtomobil svojega časa, šestkrat je osvojil evropsko prvenstvo med letoma 1973 in 1979 ter prevladoval na mednarodni sceni turnih avtomobilov skoraj celo desetletje. Vendar pa je bil BMW 3.0 CSL pionir ne le v svoji barvni obliki, temveč tudi s celo vrsto pomembnih tehničnih novosti: najprej ga je leta 1973 napajal prvi štiriventilni šestvaljni motor podjetja BMW v zgodovini. Nato je imel vgrajen prototip protiblokirnega zavornega sistema iz leta 1974, še preden je ta inovacija postala standardna tehnologija v BMW serije 7. In na koncu svoje kariere, v preobleki vozila Turbo Coupé, je 3.0 CSL razvil največjo moč, in sicer do 800 KM.

Leta 1976 je podjetje BMW Motorsport GmbH poslalo najmočnejši turni avtomobil podjetja BMW na dirkalno stezo z Ronniejem Petersonom za volanom, pri čemer je ta vrhunska različica CSL vsebovala 3,2-litrski biturbo motor z močjo, ki je bila načrtno znižana na 750 KM.

Podjetje BMW Motorsport GmbH je vzdrževalo svoj uspešen proces razvoja tudi na dirki Formule 2: petdeset dvolitrskih štiriventilnih motorjev BMW je, vgrajenih v vozila March, zmagalo na 11 od 16 dirkah. Leta 1973 je Jean Pierre Jarier domov prinesel zmago na Evropskem prvenstvu Formule 2 za volanom svojega vozila March, opremljenega z motorjem BMW, ki je kraljeval v dvolitrski kategoriji nepretrgoma skoraj deset let, s Patrickom Depaillerjem (1974), z Brunom Giacomellijem (1978), z Marcom Surerjem (1979) in s Corradom Fabijem (1982) pa so v svojih dirkalnih avtomobilih March, ki jih je poganjal motor BMW, osvojili evropski naslov Formule 2. Druge ekipe so bile prav tako navdušene nad tem dvolitrskim štirivaljnikom, ki je bil proizveden v več kot 500 enota, od katerih je večina razvila več kot 300 KM.

Leta 1975 je podjetje BMW Motorsport GmbH preusmerilo svojo pozornost na drugo stran Atlantika: zdaj se je podjetje osredotočilo na ameriške serije IMSA in iskalo najboljši način, na katerega bi predstavilo črke „BMW” večjemu ameriškemu trgu. Ko se je leto končalo, se je število ameriških državljanov, ki so vedeli, da črke BMW pomenijo „Bavarian Motor Works”, precej povečalo – in to ni bilo nobeno presenečenje, saj je podjetje BMW zmagalo v kategoriji proizvajalcev na prvenstvu IMSA.

1976: „Šola vožnje” postane trening voznikov BMW.

3. februarja 1976 se je upravni odbor BMW odločil, da bo podjetju BMW Motorsport GmbH zaupal še eno nalogo: profesionalizacijo dejavnosti, ki je bila v tistem času znana še kot „šola vožnje”. Prvotno navodilo, ki ga je prejelo vodstvo podjetja, je bilo, da naj organizira 15 tečajev na leto s po 20 udeleženci v vsakem testnem objektu BMW, prav tako pa še pet dodatnih tečajev s 100 udeleženci iz vsakega oddelka na dirkalnih stezah – to je skupno 800 udeležencev na leto. „Kot podjetje, ki je odgovorno v celotnem podjetju BMW za vse dejavnosti, povezane z motošportom, si podjetje BMW Motorsport GmbH želi spodbujati voznika v njegovi učinkovitosti kot del sistema človek/stroj.” To je bila ključna izjava iz prvotne objave usposabljanja voznikov BMW – in ostaja v veljavi vse do današnjih dni.

Vse od samega začetka je ostala ena izmed glavnih značilnosti usposabljanja voznikov BMW zagotoviti avtomobile, ki so jih uporabljali udeleženci – in ta filozofija ostaja nespremenjena vse do današnjih dni. To pomeni, da imajo vsi sodelujoči v tehničnem smislu enake avtomobile ter jim ni treba skrbeti glede obrabe pnevmatik in svojih avtomobilov. Za izvajanje te filozofije v praksi je podjetje ustanovilo svojo majhno floto vozil BMW 320i, ki so bili v tistem času popolni avtomobili za usposabljanje s svojo največjo močjo 125 KM. Vsi ti avtomobili so imeli posebej izrazito športno vzmetenje, omejeni diferencial zdrsa s 40-odstotnim zaklepom in posebni športni sedež za voznika. Tako je bila prva „ekipa” podjetja BMW na usposabljanju voznikov BMW zagotovo dobro pripravljena.

Učni načrt usposabljanja voznikov BMW je bil v celoti dodelan in pripravljen, po prvih testnih tečajih na vojaškem letališču Manching v bližini Ingolstadta pa je bil 13. januarja 1977 Rauno Aaltonen uradno postavljen za prvega glavnega inštruktorja. Dejansko Aaltonen svojih izkušenj ni uporabil zgolj na stezi, temveč jih je zapisal tudi v edino knjigo na temo usposabljanja voznikov BMW, ki je bila objavljena v tistem času: „Revolucija za volanom” (ang. Revolution at the Wheel) – edinstvena knjiga, ki jasno opisuje tečaj vožnje in njegov učni načrt, zaradi česar je bila razprodana skoraj čez noč. Do danes „Leteči Finec” svoje edinstvene sposobnosti in izkušnje podaja voznikom BMW, čeprav je zdaj že dolgo časa poudarek na večji varnosti.

Kmalu se pojavijo na sceni: prvi „izjemno vroči” avtomobili BMW.

Znatno v drugi polovici 1970 let se je podjetje BMW Motorsport GmbH osredotočilo skoraj izključno na proizvodnjo dirkalnih avtomobilov. Novi BMW 320 je vstopil v skupino 5, na primer, in je nadaljeval izjemen uspeh serije 02. Toda mnoge stranke – ne samo dirkalni vozniki, temveč tudi navdušenci BMW v vsakdanjem življenju – so prav tako iskale M moč na običajnih cestah, zaradi česar je bila ustvarjena prva „vroča” serija 5 od leta 1974: 530, 533i in 535i. Pravzaprav so bili ti avtomobili boljši od svojih proizvodnih kolegov, in sicer ne samo glede njihovih motorjev, temveč tudi pri tehnologiji vzmetenja in zavorni tehnologiji, ki je prejela posebno pozornost inženirjev pri podjetju BMW Motorsport GmbH. „Navadne” limuzine, ki so skoraj povsem „običajne” na prvi pogled, so tako postale prvi visoko zmogljivi štirisedežni avtomobili, ki so s svojo napredno tehnologijo korenito spremenili svet športnih avtomobilov. Sprva so bili proizvedeni in prodajani le v zelo majhnem številu, toda filozofija zmogljivosti je kmalu postala vse bolj priljubljena. Do leta 1980 je bilo kupljenih 895 enot, ki so temeljile na prvi seriji 5.

Velika senzacija v svetu športnih avtomobilov v letu 1978: BMW M1.

Naslednji projekt, ki je sledil, je bil usmerjen v proizvodnjo prvega konkurenčnega avtomobila podjetja Motorsport GmbH, ki ni temeljil na redni proizvodnji modela vozil: BMW M1. Medtem ko je podjetje BMW proizvedlo tehnične komponente, bi moralo podjetje Lamborghini zagotoviti karoserijo in podvozje. Vendar pa so finančne težave podjetja Lamborghini povzročile precejšnje zamude. Nazadnje je bilo treba najti novo proizvodno verigo in proizvodnja BMW M1 se je spremenila v nekaj, kar je spominjalo na mozaično sestavljanko. Ogrodje je izdelalo podjetja Marchesi, plastično karoserijo, ojačeno s steklenimi vlakni, je izdelalo podjetje T.I.R., obe podjetji pa sta imeli svoj sedež v Modeni. Podjetje Giorgia Giugiara ItalDesign je te dele sestavilo in zagotovilo notranjost vozila. Avtomobili so bili nato prepeljani v Stuttgart, kjer so pri podjetju Baur namestili vse mehanske sklope.

Jochen Neerpasch, generalni direktor podjetja Motorsport GmbH, je združil moči z Berniejem Ecclestonom in Maxom Mosleyjem ter ustvaril dirko serije ProCar kot otvoritveno dirko, ki je otvorila večino evropskih dirk Formule 1 Grand Prix v sezoni 1979/80.

Ker je bila minimalna proizvodna zahteva za homologacijo v skupini 4 FIA 400 enot, je bil ultra nizek M1 s sredinsko nameščenim motorjem, ki je meril zgolj 1,14 metra v višino, prav tako cestni model vozila. Prvi avtomobil s slavno črko „M” se je tako prvič pojavil na trgu. Cena za 277 KM M1 v letu 1978 je bila točno 100.000 DM, vendar pa je povpraševanje daleč preseglo ponudbo. Ko je bilo po enem letu proizvedenih 130 avtomobilov, je še vedno več kot 300 potrjenih naročil čakalo na izvedbo. Kot so zapisali v vodilni avtomobilistični reviji tistega časa, je bil M1 že od samega začetka najhitrejši cestni športni avtomobil, ki je bil proizveden v Nemčiji: na testu, ki je bil izveden v letu 1979, je M1 dosegel največjo hitrost 264,7 km/h. „Samo iz četrte prestave je treba prestaviti v peto prestavo pri 213 km/h, nato pa še naprej pospeševati vse do največje hitrosti vozila,” so povedali preizkuševalci. To je cenilo veliko kupcev, prav tako kot tudi naslednji svetovni prvak na dirki Formule 1 Alan Jones.

Tudi to je bilo zelo malo v primerjavi z dirkalno različico vozila: dirkalna različica ProCar je razvila 470 KM in je imela največjo hitrost znatno čez 300 km/h. In v enem izmed teh avtomobilov se je Niki Lauda, dvakratni zmagovalec svetovnega prvenstva Formule 1, pojavil na sceni leta 1979, ko je osvojil tri od osmih dirk M1 ProCar ter končal na drugem mestu na eni izmed drugih podobnih priložnostih. V ZDA so avtomobili MI ekipe Red Lobster hitro postali pristni kultni avtomobili, ki so pometli s konkurenco v razredu IMSA GTO.

Podjetje Motorsport GmbH se je zaradi motivacije, ki so jo prinesli izjemni uspehi M1 in njegova krasna podoba, odločilo izdelati še en model vozila: izhajajoč iz redne serije 5 so inženirji v letu 1980 razvili in proizvedli M535i ter prenesli dvoventilni šestvaljni motor iz modela 635CSi. Z močjo motorja 218 KM je ta serije 5 hitro postala kraljica na prehitevalnem pasu.

Senzacija dirke Formula 1 v letu 1980: podjetje BMW je ustvarilo turbo motor svetovnega prvenstva.

Jochen Neerpasch je leta 1980 zapustil podjetje Motorsport GmbH in nasledil ga je Dieter Stappert, ki je prevzel vlogo direktorja dirkalnega oddelka. Po drugi strani pa je bil Paul Rosche, ki je bil odgovoren za dirkalne motorje BMW vse od leta 1969, imenovan za tehničnega direktorja. In prav Paul Rosche je bil tisti, ki je postal ključnega pomena, ko se je podjetje BMW v začetku 1980 let odločilo, da dokaže svojo usposobljenost tudi na najvišjih ravneh motošporta: aprila 1980 je podjetje BMW uradno napovedalo svoj vstop na dirko Formule 1 in dalo zeleno luč inženirjem v podjetju Motorsport GmbH, da razvijejo prvo pogonsko enoto Formule 1 podjetja BMW: ekipa strokovnjakov pod nadzorom „čarovnika” motorjev Paula Roscheja je vzela 1,5-litrski štirivaljni motor, ki je temeljil na standardni proizvodnji, in ustvarila pogonsko enoto Formule 1, ki je lahko razvila neverjetno moč 800 KM. Skrivnost za to neverjetno zmogljivost je bila v kombinaciji 16-valjne tehnologije in turbopolnilnika, ki ju je podjetje Digital Motor Electronics prvič v zgodovini združilo v Formuli 1.

Samo leto dni pozneje je bil na progo postavljen prvi preizkusni avtomobil in v letu 1982 je vozilo Brabham nastopilo na prvi dirki Grand Prix z motorjem BMW. Že od samega začetka je ta pogonska enota, ki jo je poganjal turbopolnilnik, dokazala svojo prevlado na dirkalni stezi, čemur pa je sledila največja zmaga v letu 1983: le 630 dni po tem, ko je motor Formule 1 podjetja BMW prvič nastopil na dirki, je brazilski voznik Nelson Piquet osvojil svetovno prvenstvo v vozilu Brabham BMW. In vse do leta 1987 je podjetje BMW s tem nadvse uspešnim motorjem domov prineslo skupaj devet zmag na dirki Grand Prix.

BMW M turbo motorji pa niso bili samo v ekipi Brabham. Ekipa Arrows je prav tako uporabljala izjemno zmogljive M motorje od leta 1984 do leta 1986, prav tako kot ATS v letu 1983/84 in Ligier v letu 1987. Leta 1986 je Gerhard Berger zmagal na dirki v Mehiki v avtomobilu Benetton, s čimer je označil zadnjo zmago tega motorja, ki ga je poganjal turbopolnilnik. Leto pozneje je ameriška avtomobilistična revija „Road in Track” pokazala vrhunsko zmogljivost vozila Benetton B 186, in sicer s Teom Fabijem za volanom: spogonsko močjo 900 KM je Fabijev monoposto pospešil na 100 mph (160 km/h) v natančno 4,8 sekunde. In Paul Rosche je bil prepričan, da je ta štirivaljni motor zmožen v praksi razviti še veliko več moči: „Moralo je bili okoli 1.400 KM, vendar pa ne vemo natančne vrednosti, saj dinamometer motorja ni kazal čez 1.280 KM.”

Še en pomemben dogodek v letu 1983 je bil skoraj neopazen: podjetje BMW Motorsport GmbH je prevzelo dodatne funkcije in odgovornosti, ko se je preoblikovalo v razvojno podjetje, usmerjeno v povečanje zmogljivosti. Temu primerno se je število zaposlenih v zelo uspešnem hčerinskem podjetju BMW zdaj povečalo na 380, saj so bile k razvoju, obliki in preizkušanju izjemnih izdelkov BMW dodane še dodatne pomembne odgovornosti/naloge, kot so organizacija motošporta, administracija in delavnice. Tako so bili ustanovljeni posamezni razvojni centri za motorje in tehnologijo vzmetenja, ki so zagotavljali sredstva za te dejavnosti. In pri svojih odnosih s strankami je podjetje Motorsport GmbH že v teh časih ponujalo veliko več kot „samo” prefinjeno avtomobilsko tehnologijo, kar je zagotavljalo že kar nekaj časa, prodaja dodatne opreme in naraščajoča želja zahtevnih strank po prilagojenih in individualno opremljenih avtomobilih pa sta že takrat predstavljali znatni delež v prodaji.

BMW M1 šestvaljni motor je bil prav tako vgrajen v proizvodne avtomobile: M5 in M635CSi.

Leta 1984 se je podjetje Motorsport GmbH še enkrat pojavilo na naslovnicah, in sicer zlasti med vsemi navdušenci nad zmogljivimi športnimi avtomobili: hitri štiriventilni vrstni šestvaljni motor z visoko vrtilno frekvenco, ki je bil vgrajen v M1, se je zdaj pojavil v vozilih M635CSi Coupé in M5. Predvsem M5, ročno proizveden v Preussenstrasse, je hitro postal legenda v svetu avtomobilizma: M5 je bil pristni „volk v ovčjih oblačilih”, z močjo 286 KM, ki je presegla moč motorja 518i skoraj za trikrat. Čeprav je bilo M5 na prvi pogled težko ločiti od njegovega dvojnika iz redne proizvodnje, je njegova najvišja hitrost 245 km/h znatno presenetila številne voznike velikih limuzin in športnih avtomobilov, saj jih je M5 preprosto pustil za seboj, ne glede na to, kako zelo so si prizadevali, da bi ga prehiteli. Rodil se je izraz „Executive Express”.

1986: Prvi nastop M3, najbolj uspešnega turnega avtomobila vse do današnjih dni.

Po zaključku svojih dejavnosti v Formuli 1 je podjetje Motorsport GmbH vso svojo energijo osredotočilo na dirke turnih avtomobilov. In leta 1986 je to pripeljalo do rojstva BMW M3, ki je kompaktna dvovratna športna limuzina, ki predstavlja prvi vzporedni razvoj podjetja BMW v serijski proizvodnji in motošportu: cestna različica, ki zahteva proizvodnjo vsaj 5.000 enot v roku enega leta za priznanje, da je bil proizveden turni avtomobil za dirke, je že od samega začetka in skoraj v vseh pogledih zadostila predpisom v skupini A. Ker v objektih v Preussenstrasse ni bilo mogoče obvladovati samega obsega zadevnih nalog, se je podjetje Motorsport GmbH leta 1986 preselilo v svoj drugi dom v predmestje Münchna, Garching.

Rezultat je bil izjemen uspeh za podjetje BMW v prav vseh pogledih. Že na samem začetku je ta beli dirkalni avtomobil, ki je zastopal barve podjetja BMW Motorsport, domov prinesel eno zmago na dirki, trofejo in naslov prvaka, drugega za drugim: leta 1987 je italijanski voznik Roberto Ravaglia zmagal na svetovnem prvenstvu turnih avtomobilov za volanom BMW M3.

Ta visoko zmogljiva limuzina, ki je lahko razvila največjo moč 195 KM iz svojega štirivaljnega 16-ventilnega motorja in se ponaša s katalizatorjem v osnovni opremi, je od takrat naprej postala merilo v motošportu.

V petih letih, ki so sledila, je bil M3 nesporni vodja na mednarodnem prizorišču turnih avtomobilov in je domov prinesel dve zmagi na Evropskem prvenstvu turnih avtomobilov, dvakrat osvojil prvo mesto na Nemškem prvenstvu turnih avtomobilov (DTM), prav tako pa je zmagal tudi na veliko drugih mednarodnih dogodkih in prvenstvih, s čimer si je zaslužil naziv najuspešnejšega turnega avtomobila.

M3 je bil prav tako uspešen kot cestni avtomobil za stranke in je dosegal obsege prodaje, ki si jih nihče ni upal niti zamisliti: prodaja prvega BMW M3 je dosegla več kot 17.970 enot, vključno s 600 modeli vozil 2,5-litrskega M3 Sportevolution, prav tako kot tudi z ročno sestavljenimi vozili 765 M3 Convertible. Poleg tega je M3 dokazal, da športna zmogljivost in varstvo okolja nista nujno nasprotujoča si pojma, in sicer s tem, da je M3 ponujal standard ekonomičnosti porabe goriva, ki je bila precej neprimerljiva z njegovo močjo in zmogljivostjo.

Novi trg: drugi M5, prav tako proizveden kot turni avtomobil.

M5 je v letu 1988 vstopil v svojo drugo generacijo, vrstna šestvaljna pogonska enota je prvotno nadomestila 3,6, pozneje pa 3,8 litrov, z izhodno močjo, ki se je najprej povečala na 315 KM, nato pa na 340 KM. Naslednja sprememba je bila, da motorji niso bili več označeni s črko „M” v svoji notranji kodi proizvodnje, temveč črko „S”, ki označuje izvor pogonski enot podjetja BMW Motorsport GmbH od tega trenutka naprej. Stranka je lahko tako že na prvi pogled opazila razliko, saj je črke „BMW” zdaj nadomestil napis „M Power” na pokrovu ventila, prav tako kot na štirivaljniku vozila M3. M5 je bil prvotno uveden kot limuzina in nato v začetku leta 1992 tudi kot turni avtomobil, s čimer je bila ustvarjena edinstvena sinteza čistokrvnega športnega avtomobila in prefinjenega prevoznega sredstva.

Ko je bila naslednja serija 3 pripravljena za nastop na trgu v letu 1990, je podjetje Motorsport GmbH že ustvarjalo novo vozilo BMW M3, ki je stopilo na trg v letu 1992. Vendar pa ta novi avtomobil niso več krasili vpadljivi spojlerji in nadvse široki koloteki kot njegovega predhodnika. Namesto tega je imel novi M3 – ki je odražal stanje svojega časa – nekoliko bolj diskreten videz in so ga lahko poznavalci prepoznali izključno prek posebnih podrobnosti – ena izmed katerih je bil, seveda, nezamenljivi zvok, ki ga ustvarja trilitrska šestvaljna štiriventilna pogonska enota, medtem ko razvije največjo moč 286 KM. Ta šestvaljni motor M3 je bil tudi prvi motor podjetja BMW, ki je imel tudi spremenljivo krmiljenje ventilov VANOS in neskončno prilagodljiv sistem, ki je glede na potrebe uravnaval delovanje odmične gredi. Ta sistem, ki ga je patentiralo podjetje BMW M, poveča navor predvsem pri nizkih in srednjih vrtljajih motorja.

Še ena izmed edinstvenih značilnosti tega avtomobila, ki jo je svet videl prvič, je bila uvedba upravljanja motorja, ki ga je razvilo podjetje BMW, in sicer z zmogljivostjo 20 milijonov navodil na sekundo.

Avto stoletja: drugi BMW M3.

Stranke in mediji so tega M3 preprosto vzljubili že od samega začetka. Knjige z naročili so bile takoj napolnjene, prvi nazivi in nagrade pa so bile prav tako tik za vogalom. Bralci nemške avtomobilistične revije „Sport Auto” so ta avtomobil izbrali za najbolj agilnega izmed vseh iz BMW serije 3 ter ga dvakrat zaporedoma izbrali za „Avtomobil leta”, pri reviji „Auto Plus” v Franciji pa so M3 izbrali glede na primerjavo z drugimi modeli vozil višjega cenovnega razreda celo kot „Avtomobil stoletja”. In takoj ko se je M3 pojavil na trgu v ZDA, so uredniki revije „Automobile Magazine” svoji novi zvezdi podelili svojo nagrado „Avtomobil leta”, in sicer se je prvič v zgodovini zgodilo, da je bila ta nagrada podeljena za uvoženi avtomobil.

Tokrat sta bila v proces načrtovanja vključena tako kabriolet in v nekoliko več udobja usmerjena limuzina, in sicer vse od samega začetka. Razvila sta največjo moč 295 KM, M3 GT, proizveden v majhni, posebni seriji, pa se je na podlagi doseženih rezultatov zmogljivosti, s svojo največjo močjo 295 KM, povzpel na sam vrh. Med letoma 1992 in 1996 je podjetje Motorsport GmbH proizvedlo več kot 85 štirivratnih dirkalnih vozil serije 3, ki so temeljila na tem M3, z Johnnyjem Cecottom za volanom, ki je zmagal na prvenstvu ADAC GT leta 1993, in se nato namenilo osvojiti ameriški trg motošporta. Zato ni bilo presenečenje, da je 400 KM PTG M3 pozneje osvojil naslov IMSA leta 1996.

Res bister kupec je lahko dobil svoje vozilo M3 – prav tako kot vsako drugo vozilo BMW – proizvedeno povsem v skladu s svojimi osebnimi željami, saj so pri podjetju Motorsport GmbH v letu 1992 ustanovili podjetje BMW Individual, ki je dopolnilo obstoječe dejavnosti podjetja. Pokrivali so celotno paleto modelov vozil BMW in to specializirano podjetje je strankam izpolnjevalo njihove najbolj individualne želje in želje po meri ter znatno preseglo obseg „običajnih” možnosti opreme. Povpraševanje je bilo prav posebej veliko za nenavadne barve karoserije ali opreme notranjosti vozila, prav tako pa tudi posameznih funkcij in profesionalne komunikacijske elektronike. Z ustanovitvijo podjetja BMW Individual je podjetje Motorsport GmbH ponovno postalo pionir na trgu, prav tako pa je odprlo vrata bolj individualnemu slogu v avtomobilskem svetu, kot bi lahko rekli, kot vrhunski standard usmerjenosti k strankam.

S to novo vrsto poslovnega razvoja in širitve v izredno kratkem času je bilo treba podjetje ponovno prilagoditi: treba je bilo izbrati nov naziv podjetja, ki bo zajelo celotni obseg poslovanja, saj stranka, ki je želela prilagoditi svoj avtomobil v skladu z lastnimi željami pri podjetju BMW Individual ali se udeležiti usposabljanja voznikov BMW, pod obstoječim nazivom „Motorsport GmbH” ni našla, kar je iskala. Kaj bi bilo torej lahko bolje od legendarne črke M, ki je bila pri podjetju opredeljena kot „najmočnejša črka na svetu”? Tako se je preteklo podjetje Motorsport GmbH 1. avgusta 1993 preimenovalo v podjetje BMW M GmbH.

Leta 1995 je najbolje prodajani BMW M3 prejel še več moči v daljnosežnem procesu evolucije. In ta dodatna moč – 321 KM iz 3,2 litra, več kot 100 KM na liter – je postavila nov mejnik za konkurenco, spremljal pa jo je tudi dodatni navor. Spremenljivo krmiljenje ventilov, ki ga omogoča dvojni VANOS, je bilo prav tako uporabljeno prvič, in sicer je to neskončno prilagodljiv napredni sistem, ki spremlja in nadzoruje delovanje odmičnih gredi. Naslednja značilnost je bila uvedba šeststopenjskega ročnega menjalnika, ki je standard za prenos pogonske moči na zadnja kolesa.

Prvi dosežek na področju tehnologije prestavljanja na svetu: SMG.

Na področju prestavljanja je podjetje BMW M GmbH postalo prvi proizvajalec avtomobilov na svetu, ki je uvedel sekvenčni ročni menjalnik (SMG) in je to edinstveno tehnologijo ponudil v vozilu M3. Na podlagi konvencionalnega menjalnika M3, SMG pri menjavi prestav elektrohidravlično aktivira sklopko. Tako od takrat naprej vozniku M3 ni bilo več treba pritiskati navzdol pedala sklopke, temveč je lahko pretikal prestave v istem trenutku in preprosto s potegom ali potiskom prestavne ročice za stopnjo navzgor ali navzdol. Medtem ko so bili na začetku določeni vozniki nekoliko skeptični glede te nove tehnologije, pa je menjalnik SMG kmalu prevzel trg in do trenutka, ko se je njegova proizvodnja končala, je bil skoraj vsak drugi BMW M3 opremljen z menjalnikom te vrste, z menjalnikom SMG.

Tudi v letu 1995 je še eden izmed motorjev z M Power dosegel izjemno zmago: to je bil veliki šestlitrski 12-valjnik, ki je temeljil na motorju 750i in je poganjal športni avtomobil McLaren z zaprto streho do zmage na 24-urni dirki v Le Mansu. Štiriventilna tehnologija, ročična gred iz titana in aluminijasta sklopka so pomagali V12 do največje izhodne moči, ki je bila več kot 600 KM. Ponovno je šlo za motor, ki ga je zasnoval in izdelal Paul Rosche, ki je ustvaril FI skupaj z direktorjem McLarna Gordonom Murrayjem kot ultimativni cestni športni avtomobil.

Nekaj let pozneje je leta 1999 podjetje BMW praznovalo največji uspeh te pogonske enote, BMW V12 je namreč prinesel domov skupno zmago na legendarni 24-urni dirki v Le Mansu.

Vendar pa v tem času motor ni bil več izdelek podjetja M GmbH. V Združenem kraljestvu je bilo konec leta 1995 ustanovljeno podjetje BMW Motorsport Ltd, ki je prevzelo vse dejavnosti podjetja BMW na področju motošporta. Od takrat najprej se je podjetje M GmbH osredotočalo na tri področja: BMW M avtomobile, BMW Individual in usposabljanje voznikov BMW.

Mišičasta dvojčka: M Roadster in M Coupé.

Naslednji športni avtomobil, ki se je ponašal s simbolično črko M na zadku, je vstopil na trg kmalu zatem, in sicer leta 1997: M Roadster, ki je bil označen kot ultimativni vozni stroj, je bil v vseh pogledih več kot „samo” razburljiva kombinacija vozila Z3 Roadster s 321 KM pogonsko enoto vozila M3. V tistem času je bil namreč ta edinstveni mišičasti stroj prav tako vrhunec v modelni seriji BMW Roadster. In M Coupé, ki je sledil kmalu po vozilu M Roadster, je čistokrvni športni avtomobil najvišjih standardov, ki se je prav tako ponašal s pogonsko enoto M3 in je temeljil na vozilu M Roadster, vendar pa je imel svoj zelo poseben značaj. Prav zares je M Coupé združeval vrhunsko agilnost in dinamično vozno zmogljivost v karoseriji, ki ni omogočala samo užitka v vožnji, temveč tudi praktične prednosti pri vsakodnevni vožnji. Dve vreči za golf, na primer, sta se zlahka prilegali v privlačno oblikovan prtljažni prostor.

1998: M5 s svojim 400 KM 8-valjnim motorjem.

Leta 1998 so inženirji podjetja BMW M GmbH predstavili tretjo generacijo vozil BMW M5 ter odprli povsem novo dimenzijo vozne dinamike na tem segmentu na trgu. Seveda smo bili ponovno priča vizuelni preprostosti tega visoko zmogljivega vrhunskega modela vozila v nadvse uspešni seriji 5. Prav zaradi tega so lahko novo vozilo M5 na zunaj prepoznali le dobri poznavalci, ki so se osredotočili na poudarke na preoblikovanem sprednjem pragu z njegovo izjemno veliko zračno loputo, s širokimi lahkimi aluminijastimi platišči in s štirimi izpušnimi cevmi, ki so bile že znane zaradi vozil M Roadster in M Coupé.

Prvič v zgodovini je bilo srce vozila M5 popolnoma novi 8-valjni motor, ki je omogočal ultimativno moč in navor: največja izhodna moč je bila okoli 300 kW (400 KM) in največji navor pri približno 500 Nm. In prav tako kot njegov predhodnik se je novi M5 ponovno ponašal z izjemno natančnim in mehkim šeststopenjskim ročnim menjalnikom.

2000: Vstop tretjega vozila M3 v razburljivi novi obliki.

Z leti so si inženirji podjetja BMW M zastavili standarde ne le na področju tehnologije motorjev, temveč tudi na področju podvozja in vzmetenja, na primer pri tretji generaciji vozil M3. Ko se je leta 2000 prvič pojavil na trgu, je M3 vseboval visokozmogljive zavore, s plavajočimi zavornimi diski, ki so združevali prednosti boljšega odvajanja toplote in daljše življenjske dobe od običajnih sistemov. Ta novi BMW M3 je imel na voljo malo več vsega: večjo moč, večjo zmogljivost in bolj edinstveni slog. V preprostih dejstvih in podatkih to pomeni 343 KM, 365 Nm (269 lb-ft) in pospešek od 0 do 100 km/h v 5,2 sekunde. In v nasprotju s svojim predhodnikom je novi M3 ponovno izrazil svojo izjemno zmogljivost in vozne lastnosti še bolj jasno skozi zanimivo obliko. Sposobnosti M3 za obvladovanje vsakodnevnih voznih situacij se niso v ničemer spremenile. Ostal je visoko zmogljiv avtomobil, ki je ponovno prevzel vodilno vlogo v svojem razredu zahvaljujoč kombinaciji izjemnih lastnosti.

Leto pozneje je vozilo M3 sleklo svojo cestno obleko in si nadelo dirkalna oblačila. M3 GTR se je prvič v zgodovini udeležil ameriške serije dirke v Le Mansu s štirilitrskim osemvaljnim motorjem pod pokrovom motorja. Dirkalni avtomobil z značilnimi zračnimi loputami na pokrovu motorja in z močnim aerodinamičnim profilom zadka se je izkazal za superiornega na dirkalnih stezah v ZDA ter zmagal na prvenstvu v razredu GT – to je bila krasna nagrada ob praznovanju 30. rojstnega dne podjetja M GmbH v letu 2002.

2003: Ponovno vstajenje CSL.

Praznovanje v pravem slogu BMW: z razvojem zelo posebnega avtomobila, M3 CSL. Te tri črke predstavljajo „Coupé Sport Lightweight”, kar je dejansko povedalo prav vse. Streha, sredinska konzola in vratne obloge so bile izdelane iz plastike, ojačene s karbonskimi vlakni, zadnje okno je bilo svetlejše, številne funkcije, ki zagotavljajo udobje potnikov, pa so bile enostavno odpravljene. CSL, ki ga je poganjal motor, uglašen na 360 KM, se je odlično obnesel na ozkih ovinkih in zagotavljal prepričljiv dokaz svojih sposobnosti. Na testnih vožnjah je avtomobil prevozil severno zanko Nürburgringa v 7:50 minutah, kar je bil izjemen čas za vozilo v tem razredu. Leta 2003 je bil CSL predstavljen na trgu in vseh 1.383 avtomobilov je bilo prodanih v času le nekaj mesecev.

V vmesnem času je prišlo do spremembe in vozilu M3 GTR ni bilo več dovoljeno dirkati – zakonodaja v ZDA se je namreč spremenila.

Vendar pa je bila serija 3, ki jo je poganjal osemvaljni motor, daleč premlada in preveč konkurenčna, da bi bila kot taka primerna za dirkalno stezo. Bila je spremenjena in pripravljena na vzdržljivostne dirke v Nürburgringu. In uspeh je bil neverjeten. Leta 2004 je vozilo M3 GTR praznovalo spektakularno zmago na 24-urni dirki v Eiflu – in zgodbo je ponovno ponovilo v naslednjem letu.

2004: Desetvaljni motor v M5 in M6.

Vse od preloma tisočletja naprej ni minilo leto, da se M avtomobil ne bi pojavil na vseh naslovnicah. Jeseni leta 2004 je novi M5 po svojem predhodniku prebil mejo 20.000 proizvedenih vozil. Ta najbolj aristokratski avtomobil serije 5 je bil najmočnejši, kar so jih do takrat proizvedli: pet litrov prostornine, deset valjev, 507 KM moči, navor 520 Nm in število vrtljajev motorja, ki presegajo mejo 8.000. Ti statistični podatki so izpostavili razdaljo med avtomobilom za uporabo na običajnih cestah in avtomobilom za uporabo pri ambicioznem dirkanju na način, ki mu nismo bili priča še nikoli prej.

Vrednosti zmogljivosti četrte generacije M5 so ponovno opredelile merilo v segmentu zmogljivih športnih limuzin. Moč se je povečala za več kot 25 odstotkov v primerjavi z njegovim osemvaljnim predhodnikom – M5 je presegel magično oznako 100 KM na liter. Torej je bila njegova specifična moč na ravni motošporta. Prepletanje motorja V10 in sedemstopenjskega menjalnika SMG je dovoljevalo zmogljivosti, ki so znatno presegle tiste, ki so jih dosegale druge serije limuzin. Za pospešek od 0 do 100 km/h je bilo potrebne le 4,7 sekunde in kazalec hitrosti je dosegel številko 200 km/h po približno 15 sekundah. Elektronski omejevalnik hitrosti je bil na splošno nastavljen na hitrost 250 km/h.

M6 je sledil le nekaj mesecev pozneje z isto pogonsko enoto. Podvozje je bilo možno prilagoditi s pritiskom na gumb in kot M3 CSL, veliki kupe, je imel streho, izdelano iz karbonskih vlaken. Seveda bi lahko tudi M6 dirkal hitreje od tovarniško omejenih 250 km/h. Zato je podjetje BMW ponudilo povečanje največje hitrosti, skupaj z usposabljanjem voznikov na zaprti dirkalni stezi.

Leta 2006 je podjetje M GmbH razširilo svojo ponudbo in vanjo vključilo novo generacijo športnih avtomobilov – BMW Z4. Z4 M Roadster in Z4 M Coupé sta bila opremljena s 343 KM mogočnim šestvaljnim motorjem iz vozila M3, ki je dvoseda popeljal vse do hitrosti 250 km/h.

Na osnovi kupeja je bilo ustvarjenih ducat dirkalnih avtomobilov. Poganjali so jih šestvaljni motorji, ki so bili uglašeni na 430 KM, zaradi česar so popolnoma pometli s konkurenco. V enajstih od 16 dirk v vzdržljivostnem dirkalnem prvenstvu VLN v Nürburgringu so v letih 2009 in 2010 zmagala vozila Z4 Coupé. Od leta 2010 je bil njihov naslednik znan kot Z4 GT3, ki je bila dirkalna različica trenutnega Z4 Roadster s 4,4-litrskim osemvaljnim motorjem za kupce motošportnih avtomobilov.

2007: Prvi BMW M3 z osmimi valji.

Po 15 letih, v letu 2007, je nov motor v novi generaciji M3 zamenjal izjemni vrstni šestvaljni motor, ki je večkrat prejel prestižno nagrado „Motor leta”. Osemvaljni motor je bil prvič vgrajen v kupeja in kmalu zatem tudi v limuzino. Novi V8 motor je ustvaril moč 420 KM s prostornino 3.999 kubičnih centimetrov. Okoli 85 odstotkov največjega navora 400 Nm je bilo možno proizvesti z ogromnim območjem števila vrtljajev motorja, in sicer 6.500 vrtljajev na minuto. Moč se je prek šeststopenjskega ročnega menjalnika in popolnoma novega diferenciala zadnje preme prenesla na zadnja kolesa. Zlasti v kupeju so konstruktorji ponovno uporabili lahke konstrukcije. Pozitivne izkušnje z drugimi M modeli vozil so pripeljali do strehe, ki je bila prav tako izdelana iz plastike, ojačene s karbonskimi vlakni, pokrov motorja pa je bil aluminijast.

Tri desetletja po tem, ko se je začela proizvodnja modelov vozil prve serije, je podjetje BMW M GmbH v letu 2008 zagotovilo 300.000. vozilo. Ponudba vozil podjetja BMW M GmbH se je medtem razširila na devet modelov vozil. Avtomobile so poganjali motorji, katerih edinstvene značilnosti so izhajale iz koncepta visoke vrtilne frekvence: vrstni šestvaljni motor s 343 KM v BMW Z4 M Roadster in BMW Z4 M Coupé, V10 motorji s 507 KM v BMW M5, v novem BMW M5 Touring ter v BMW M6 Coupé in BMW M6 Convertible. Podjetje M GmbH je prav tako objavilo tudi znatno rast prodaje športnih paketov opreme, ki so bili v tem času na voljo za modele vozil BMW serije 1, BMW serije 3, BMW serije 5 in BMW serije 6, kot tudi za BMW X3 in BMW X5.

2009: Turbo se vrne s polno močjo v obliki pogonske enote prihodnosti.

To je seveda pomenilo, da se je širitev takrat zares začela. Visoko zmogljivi značaj avtomobilov, ki jih je proizvedlo podjetje BMW M GmbH, je bil prvič prenesen v segment modelov vozil BMW X, in sicer z BMW X5 M in BMW X6 M na čelu v letu 2009. Razvoj je prinesel novi V8 visoko zmogljivi motor, katerega lastnosti zmogljivosti so bile natančno po meri izdelane v skladu z značajem obeh modelov vozil. 555 KM M TwinPower Turbo je bila prva pogonska enota na svetu, ki je bila opremljena z izpušnim razdelilnikom nad valji in tehnologija Twin Scroll Twin Turbo. Turbopolnilnik in katalizatorji so bili nameščeni v V-prostoru med valji. Ta konfiguracija je proizvedla spontani odziv, ki je tako značilen za M in omogoča linearni razvoj, prav tako pa omogoča tudi enotni razvoj navora.

Istega leta je podjetje BMW M GmbH razvilo izjemnega športnika, ki je temeljil na BMW M3 Coupé, in sicer za stranke, ki so imele posebno velike zahteve glede značilnosti zmogljivosti svojih vozil. Ta model vozila je bil primeren tudi za dirke na športnih klubskih dogodkih. BMW M3 GTS je bil proizveden v proizvodnih obratih podjetja BMW M GmbH izključno na zahtevo kupca. Spremembe, ki so prilagojene za uporabo v motošportu, obsegajo pogon in tehnologijo podvozja, karoserijo in notranjost vozila. Oblikovna načela in tehnične podrobnosti, ki so bile prevzete neposredno iz motošporta, so opredelili osemvaljni motor s prostornino, ki je bila razširjena na 4,4 litra, ter z močjo, ki je bila povečana do približno 450 KM.

Danes: Visoko usposobljeno podjetje za vrhunske zmogljivosti.

Ob koncu leta 2010 je podjetje BMW M GmbH ponovno razširilo paleto svojih izdelkov in predstavilo BMW serije 1 M Coupé, avtomobil s 340 KM v kompaktnem razredu. Vrstni šestvaljni motor z M TwinPower Turbo in neposrednim vbrizgavanjem goriva se je lahko povsem izkazal v mišičastem, lahkem vozilu. To je povsem očitno pri razmerju moči in mase, ki je le 4,4 kilograma na KM. Nekaj mesecev pozneje je bilo proizvedeno novo vozilo M5, ki je imelo vgrajen novo razviti osemvaljni turbo motor s 560 KM in je doseglo največjo hitrost do 305 km/h.

M gre tudi na dizel.

40 let po tem, ko je bil položen temeljni kamen današnjega podjetja BMW M GmbH, so se strokovnjaki športne vožnje lotili novega projekta – avtomobila BMW M Performance kot razširitev tega modela vozila z jasnim poudarkom na športni zmogljivosti in nemoteni sposobnosti cestne vožnje, prav tako pa tudi na izjemni učinkovitosti. Nova kategorija izdelkov je stopila na trg s štirimi modeli vozil: BMW M550d xDrive Limuzina, BMW M550d xDrive Touring, BMW X5 M50d in BMW X6 M50d. Srce teh avtomobilov je novi vrstni šestvaljni dizelski motor, ki je bil razvit s tremi turbopolnilniki in z močjo 381 KM izključno za avtomobile BMW M Performance.