BMW Celebrates 3 Special Anniversaries

Sport Tradition Retrospective

March 31, 2006 6:22 AM
Filed Under: BMW, Classics, German

Press Release

Page 1 - Overview
Page 2 - the 02
Page 3 - 6 Series
Page 4 - M3



Good things come in threes

40, 30, 20: BMW Mobile Tradition is celebrating three landmark birthdays in 2006. This year marks the anniversary for three series, each of which interprets the theme of sportiness in its own inimitable way. In 1966, volume production started up for the 02 Series. This series was extraordinarily successful in reinterpreting the concept of the sports saloon and played a major role in motor sport long after production had come to an end.

In 1976, the elegant 6 Series Coupé entered the limelight at the Geneva Motor Show for the first time. It was distinguished and fast on the road, while being superior and aggressive on the race track. In 1986, the first M3 rolled off the assembly line and took to the road - a thoroughbred racing car licensed to drive on open roads.

Sport has kept all of these cars fit. Even if they're now getting on in years - they certainly aren't old! Their owners make sure of this by taking a literal approach to the concept of "Mobile Tradition". Not only are there a large number of vehicles driving around quite happily on the roads - these cars are still battling to gain the top placings in races for classic cars. The owners can rely on the support of BMW in their endeavour - more than 90 percent of all spare parts are still supplied for the 02 Series. And that's just one example!

Another factor links the 02 Series, 6 Series and M3. As "Youngtimers", they're enjoying enhanced popularity, and demand is on the increase. In fact: this designation is only applicable officially to the 6 Series. FIVA (Fédération Internationale des Véhicules Anciens), the leading international organization for classic cars, includes the model years 1971 to 1980 in Class G or "Youngtimers". The preceding decade, when the 02 was launched, is called Class F or "Economic Miracle". Officially, there's no Class H for the 1980s, but the vehicles from this period are often referred to as "Classics of the Future".

Page 1 - Overview
Page 2 - the 02
Page 3 - 6 Series
Page 4 - M3



A new era of automobile class: the 02

Originally, it was only an internal designation, but these digits were to become the stuff of legends: 2, later 02. In 1966, they were applied for the first time to the type designation of the new 1600 and were simply meant to identify it as the new two-door from BMW - by contrast to the standard BMW 1600 with four doors. Of course, this designation was only necessary on paper, because the two models were actually quite distinct, even down to the family profile.

The new type was smaller and even more agile than the saloons in the New Class. The fact that the total length of the 1600-2 had been reduced by 27 centimetres to 4.23 metres played a role in defining its sporty profile,
while the wheelbase of 2,500 millimetres was only shortened by 5 centimetres. The width of 1,330 millimetres for the front-axle track remained unchanged to match the short overhangs. The roof was 4 centimetres
lower which combined with the flat front windscreen, the round headlamps and circular taillights to emphasize dynamic appearance and sportiness.

Successful birthday surprise: The 1600-2.

The new model had its first official outing on a very special occasion: On 7 May 1966, BMW AG celebrated its 50th birthday. And this was the day on which the Chairman of the Board of Management Gerhard Wilcke presented the BMW 1600-2 to the assembled guests at the Bavarian State Opera House. Three days later, the two-door model was launched in the public arena at the Geneva Motor Show. This was to be the start of one of the most successful birthday surprises that BMW had ever given to its customers.

Three years of development time.

Engineers worked on the secret project identified by the development number 114 for three years. When they started out, the Board of Management and Supervisory Board were still considering development of the BMW LS in parallel, based on the BMW 700. However, the minutes of a Supervisory Board meeting on 21 November 1963 stated that "concerns related to timing, marketing and price tended to favour rejection of this concept". Instead, the board members put forward arguments for a two-door saloon with a dry weight of around 775 kilograms to be launched at the Frankfurt Motor Show in 1965. They recommended a water-cooled horizontal four-cylinder and capacity between 1.2 and 1.5 litres. The car was to have cost around 6,500 marks.

Board resolution: Two doors it is.

Not everything remained the same. In fact nothing did. Only the two doors. And even that wasn't certain from the start. Six months after the Supervisory Board meeting referred to, the minutes for the Board of Management meeting on 9 April 1964 state: "The issue of whether to build the BMW 114 with four doors was again discussed. Following extensive debate, the Board of Management reiterated its decision, only to manufacture the BMW 114 in a two-door version. The following considerations were deciding factors:

Growth market: 1,300 cc becomes 1,600 cc.

Even the capacity class originally envisaged quickly became unattractive. The desire for more power grew. Registrations of cars with 1.5 litre engines had increased by around 80 percent within a period of three years. Necessity therefore became the mother of invention as far as the Board of Management were concerned, and the new model was given the 1.6 litre engine of the four-door car.

This meant that the engineering under the bonnet of the new car was only marginally different from the previous 1600 model with four doors, which was coming to the end of its production run at that very time. The four-cylinder engine with a capacity of 1,573 cc and now 85 bhp was installed under the bonnet, inclined at 30 degrees as in all BMW automobiles at the time.

A downdraught carburettor ensured the right fuel mix, an overhead camshaft controlled the gas charge cycle in the ultramodern engine via overhead valves. The chassis with front suspension struts on wishbones and rear axle with semi-trailing links came from the New Class. The complex independent front and rear suspension was an additional factor that made the 1600-2 distinctly superior even to much more expensive cars in the 1960s. The braking system was also extremely advanced and powerful. Drum brakes were adequate for the rear wheels, but disc brakes were fitted to the front. At the time, these were rather unusual and generally reserved for expensive cars or sports cars.

Sportiness in figures: 85 bhp for 940 kilos.

The 1600-2 was not cheap. The showroom price of 8,650 marks - "includes heating" Motor Revue noted dryly in the summer of 1966 - was roughly equivalent to the average earnings a worker took home every year. But there again, purchasers were buying a very modern car that had an outstanding power-to-weight ratio with 940 kilos at 85 bhp, accelerated to a speed of 100 in around 13 seconds, and with a top speed of 166 km/h was one of the fastest cars on the road.

The concept had a much bigger future than many critics credited the car with in the early stages, and than many advocates dared to dream of. A number of despairing dealers in Munich asked "who on earth is going to buy the thing", but they were soon put straight by their customers. Already during the first year, BMW produced 13,244 units, and in 1967 the two-door with its volume of 38,572 units had almost equalled production of the four-door model with its volume of 39,930 units.

"The car that lots of fans have been waiting to drive for a long time."

No wonder - for the new two-door model appealed to the critics right from the start. A leading German automobile magazine wrote that "the BMW is one of the most enjoyable cars to drive". Commentators raved about the "driving position, ease and directness of steering, good vision, neutral cornering, good road holding for the wheels, light response of the engine to movements of the accelerator", and declared the 1600-2 to be a "more agile, more compact and more closely tailored to the driver than the four-door saloon". A colleague of the test driver captured the general mood: "The BMW 1600-2 is precisely the sort of car that lots of sporty driving fans have been waiting for."

For decades, the 1600-2 demonstrated unimagined potential especially in the classic BMW domain of power unit engineering. In 1966, BMW power unit engineer Ludwig Apfelbeck conjured up an engine for Formula 2 packing more than 200 bhp. The trade press heralded this achievement with the accolade "This miracle has four valves". Incidentally, even in 1980 this engine was still serving as the basis for the turbo engine delivering up to 1,300 bhp with which Nelson Piquet took the Formula 1 World Championship title driving the Brabham BMW in 1983.

BMW bucked sluggish sales.

At the Frankfurt Motor Show in 1967, the latest success was placed on a sounder footing. The 1600-2 was joined by the 1600 TI with twin carburettor, higher compression and 105 bhp. The suffix -2 was left off and instead the letters ti adorned the rear end, standing for "Turismo Internazionale". The 1600-2 Convertible was also new. This was to be the last completely open BMW for some time to come. The success of the two-door saloons notched up sales growth of 27 percent and 22 percent respectively for BMW during the financial years 1966 and 1967, despite the fact that the world economy was going through a recession which resulted in a 19 percent loss of revenues for the sector.

The 1968 revolution: The BMW 2002.

And the story continued in the same vein. While young people around the world were practising revolution during the stormy years of 1968, automobile fans in all age groups were creating a furore around a new "small" BMW:
the 2002, for many years the ultimate icon of the sporty saloon. Already at the start of 1967, engineers had fitted two BMW 1600 two-door saloons with the two-litre engine from the New Class on a test basis. The "Test Drivers" at the time were no less than the engine designer and racing driver Alexander von Falkenhausen and Planning Director Helmut Werner Bönsch, who had a great time driving the test models around as everyday vehicles.
The BMW Board of Management initially took rather a reserved approach, but finally Sales Director Paul Hahnemann once again succeeded in convincing his executive colleagues on the Board of Management that a car like this had to be a success - and he was to be proved right.

Germany and Europe weren't the only markets interested in a fast compact car like this. Business in the USA was just getting going, and this model would undoubtedly allow much stronger expansion of business there.

Power pack for DM 9,240.

Announced as a "Power Pack", the BMW 2002 met the high expectations in every respect, and the price of the new model was a genuine sensation. Since all the components already had a track record and were available, it was possible to market the 2002 at a price of DM 9,240. At that time, this was just one thousand marks more than the price for a standard mid-range car with 90 bhp. But instead of needing 16 seconds to hit 100 km/h, the sporty BMW customer could now purchase a four-door automobile with a big boot that was able to match this achievement in only 10.7 seconds. You needed a genuine sports car to pull ahead of a new BMW 2002.

The superior power meant that it wasn't even necessary to have a macho profile. BMW even refrained from having a model badge on the radiator grille - this was only mounted at the rear. This model gave the term "understatement" a new meaning in German automobile construction. The 2002 often bore the typical colours of the 1970s - like "Golf" yellow or "Inka" orange - and it was unique in combining the typical BMW virtues of practicality and dynamic driving style. This car was a family vehicle and sports car at the same time.

Production volume of a bestseller: 330,212 BMW 2002.

In the first year of production alone, BMW sold almost 29,000 cars of the Type 2002. By 1972, this figure was to increase steadily to a level approaching 60,000 units a year. Around 20 percent of the cars were exported to the USA. This sales success was unparalleled. An incredible 330,212 cars had rolled off the assembly line by the time production came to an end in 1975, and this represented the lion's share of the 02 Series. This car was followed in 1968 by the 2002 ti delivering 120 bhp and a top speed of 185 km/h. And that was at a time when the average output of cars registered in Germany languished at 51 bhp.

"Now we'll turn it into a turbo."

Right from the start, BMW also entered the 2002 in circuit races. And it wasn't long before the first successes came in the European Touring Car Championship. Dieter Quester won ahead of the competition from Porsche and Alfa Romeo with the additional fillip of a lap record in the second race. This was followed by a brilliant season of wins crowned by the European Championship title. Right from the start, a number of private racing outfits opted for the fast-moving two-litre car. At Christmas 1968, racing director Alex von Falkenhausen took a far-reaching decision. In order to meet the increasingly tough competition head on, he decided "now we'll turn it into a turbo". Using an exhaust turbine catapulted the output of the 2002 tiK from 205 bhp generated by the naturally aspirated engine to a turbocharged output of 280 bhp. But there was a risk involved here - racing engines frequently exploded, and not just on the test rig. Paul Rosche - the father of the engine that was to become the Formula 1 World Championship engine - commented: "We actually considered during initial trials on the test rig whether this engine couldn't be appropriated for Formula 1. After all, the potential for power seemed to be limitless. And we subsequently continued to breathe life into this dream." After taming the explosive power, the mission was to launch the power of the engine on the roads. The tyres previously used for the 2002 ti were hopelessly overstretched in the lower gears, and they had to be replaced by an impressive set of Formula 2 tyres with up to 260 millimetres of road contact. The wider wheel arches needed to accommodate the new tyres were to become the hallmark of the powerful automobile built in Munich. This was to be the car driven by Dieter Quester when he defended his title in 1969.

Variations on the theme of success: convertible and touring.

The era of the 02 inaugurated its most successful year in 1971 with four new models. The 1802 now inserted itself between the basic model now designated the 1602 and the two-litre model, while the 2002 tii (the second
i stood for injection) with a 130 bhp injection engine replaced the 2002 ti.

Two new bodywork designs were also added: the 2002 Convertible with a fixed roll-over bar and the 2000 touring. Both cars incorporated solutions that were not only exciting but unique. The open 2002 had a removable roof element running along the entire length of the door, a C-pillar raked forwards, and a fabric roof behind which incorporated a rear windscreen. This meant that the car could either be driven with a type of extended sliding roof, or as a landaulet open at the back, or open at both front and back.

The touring model was the first estate car in Germany to be designed with a split rear seat. This model was designed by Paul Bracq. It had the front end of the 02 Series and a rear end that had undergone significant changes. The conventional notchback was replaced in this four-seater by a slanting tailgate, and it was 12 centimetres shorter than the saloons. The four-seater touring car was years in advance of the subsequent trend for hatchback saloons and even later sports estate cars. It was supplied with all engine versions.

The flyer: 2002 turbo.

With one exception: The 2002 turbo generating 170 bhp. This was only available as a saloon, and it created a sensation on its debut at the 1973 Frankfurt Motor Show. This car was the crowning glory of the 02 series with
a top speed of 210 km/h. For ten months, it was only available in white and silver. A stroke of fate and the oil crisis were the decisive factors determining the brief production time for the fastest and most powerful 02. The western world reacted to the threats of the oil-exporting countries with measures verging on panic. Speed limits and driving bans were introduced. The price of petrol rocketed from 70 to 90 pfennigs, and sophisticated feats of advanced engineering like the 2002 turbo fell victim to the spirit of the times.

The turbocharged BMW was once again a pioneering model. It was the first European volume-produced car with an exhaust turbocharger. Of course, BMW wasn't only making waves in 1973 with the turbo. When it came to passive safety, the 02 was also right out in front: headrests and safety belts in the front formed part of the standard equipment, as was a crash-optimized four-spoke steering wheel. Production of the 02 Series continued with the distinctive rectangular taillights.

Rally as with Formula 2 engine.

BMW also made its sporting mark on the rally scene with the 2002 during those years, in line with the company's racing heritage. The 2002 had a capacity of precisely 1990 cc designed for rough road surfaces, and it had the Formula 2 engine under the bonnet, with a four-valve cylinder head and petrol injection. The four-cylinder was designed with a bore of 89 millimetres and a stroke of 80 millimetres. This meant it had a very short stroke, with a high compression of 11 : 1. This combination enabled the four-cylinder crankshaft to generate high speeds of rotation. The engine delivered rated power of 240 bhp at 9,000 rpm, corresponding to volumetric efficiency of 120.6 bhp/litre. A kerb weight of 950 kilograms gave the Rally 2002 outstanding performance, as was proven impressively by racing drivers Jean Todt and Achim Warmbold. The BMW Team competed with this 2002 in six races for the Rally World Championship and European Championship.

The 02 was also an ideal vehicle for amateur motor sport enthusiasts. Private drivers sponsored by BMW drove 02 automobiles in innumerable races with a diverse range of power levels. One brochure published by BMW Motorsport GmbH reported: "Sport for leisure is one of the most important initiatives in the BMW motor sport programme. By attracting as many drivers as possible for leisure sport, BMW is fulfilling a didactic role.

The yearning for sporty driving and the pleasure involved are on the increase. The current conditions on the roads, with the number of cars continuously rising, make it virtually impossible to have a sporty driving style on normal highways. The idea in Munich is that leisure sport will relieve the pressure on roads caused by ‘sporty driving' while providing an arena for sporty drivers to exercise their passion on clearly defined roads and circuits where ordinary traffic has in some cases been excluded."

End of an era: The first 3 Series arrives.

The 02 Series powered by batteries was a notable feature of the Munich Olympic Games in 1972. The first 5 Series automobile was launched immediately after the Games, and this car introduced a new era in the visual profile of BMW. This series also heralded replacement of the small class, though the appearance of the new series by no means consigned the 02 to the history books. In 1974, one year before the 02 Series was replaced by the 3 Series, 02 production reached its pinnacle at 111,239 units.

On this basis, BMW achieved an extremely self-assured change of models. The first 3 Series was launched and at the same time the 1502 was introduced as the new, last and then in fact only model in the 02 Series. The car was powered by a 1602 engine with low compression and together with the 518 was the first BMW to run on regular petrol. The model was a big success: 71,564 units costing DM 11,900 rolled off the Munich assembly lines up to 1977. Board Chairman Eberhard von Kuenheim enthused in an interview held in 1976: "80 percent of the purchasers of the 1502 owned a car manufactured by another carmaker before they bought the 1502."

In 1977, the 02 proved that it was still in a position to compete on the race track. Klaus Ludwig claimed a commanding victory at the German Racing Championship driving a 2002 turbo from the Schnitzer Team. This was the last big win for the 2002 in its active period. Today, it continues to seek fame and glory - in races for historic vehicles.

"Sporty saloons with long life spans."

Today, the 02 success remains a special phenomenon in the history of the automobile. Even many years after production came to an end, the "zero two" has retained its fascination for the friends of zappy automobiles. Used cars also proved their worth as "sporty automobiles with a long life" in a major used-car special edition for the year 1978: "The small BMW models of the 02 Series were renowned as the epitome of the compact sporty saloon throughout their production life. The fact that production has now come to an end hasn't done anything to change that reputation. The two-door BMW is based on an outstanding reputation - not simply because of its rewarding driving performance, but also because of exceptional reliability in everyday use."

Page 1 - Overview
Page 2 - the 02
Page 3 - 6 Series
Page 4 - M3



The First 6 Series Coupe

Luxury of sportiness

The red wedge shape was a sensation. In 1972, BMW launched an ultra-flat showcar that seemed to have come back from the future. And this idea wasn't actually too far off the mark: The BMW turbo was the design precursor of the 6 Series Coupé that was only launched four years later.

The futuristic sports car - fitted with a 200 bhp turbo four-cylinder engine and with a top speed of 250 km/h - was given such a positive public reception that BMW was encouraged to develop a completely new luxury coupé. The first 5 Series marked the start of the new BMW design and it turned into a bestseller within a very short space of time. In 1975, the 3 Series replaced the 02 Series and also generated rising sales figures. And now it was the turn of the CS models. Although they had run in victory after victory in motor sport, customers were making increasingly vociferous demands for more luxury, comfort and elegance. These demands couldn't be met by these models.

The 5 Series delivered the engineering foundation.

BMW responded to the demands and commissioned the development department to originate some appropriate concepts. The specifications were clearly outlined: A 2+2 seater that was supposed to meet the aesthetic and technical expectations of the customers. The technical basis was soon established. A great deal of development work had gone into the chassis and floor pan of the 5 Series and they were therefore able to meet even sophisticated requirements. The chassis engineers could be certain that a fast and powerful coupé would be well-equipped on this basis.

This left the final contours to be decided. BMW had already had extremely good experience with having a proposal developed in-house and commissioning an outside design from an independent designer. The Board of Management therefore asked the internal styling team led by Paul Bracq to produce a design for the project coded E24 and also commissioned his Italian colleague Giorgio Giugiaro. However, in contrast to the design of his independent colleague, Bracq kept closely to the lines of the turbo. The engine bonnet had a scoop that came to an end in the typical kidney-shaped grille. Half-concealed twin headlamps and the lines of the windows at the side were other characteristic features that were also reflected in the 3 Series and 5 Series. This convinced the Board of Management, and Bracq's design was accepted. This coupé was to be manufactured without change for a period of thirteen years, longer than any BMW design before and since.

Exemplary passive safety.

However, the new coupé was not only supposed to be fast and beautiful. It was also to be particularly safe. On these grounds alone, it was high time to replace the previous model. The use of digital metrology and the results from increasingly detailed crash tests placed designers in a position where they were able to design a body with exemplary passive safety. Although the deformability defined for the engine bonnet, the telescoping safety steering columns, and energy absorption by the side members were invisible to customers, they quickly resulted in the reputation of the 6 Series Coupé as a particularly safe automobile. These priorities even took precedence over design. Instead of a continuous side window surface, the coupé had B-columns supporting the roof in the centre. Although this meant that the side glass area couldn't be opened completely, the matt-black paintwork of the members concealed this so ingeniously that nobody took serious exception to it.

They make BMW distinct: six-cylinder engines.

There's no question about it: The power unit was definitely superior. The design engineers were able to use an ultramodern six-cylinder engine that was a benchmark for engine design for several decades. The in-line six-cylinder engine was completely redesigned in 1968 with the designation M06, based on the design principles of the successful four-cylinder: crossflow cylinder head with overhead camshaft and V-shaped overhead valves above the "three-sphere swirl pan" combustion chamber. This geometry created a strategic turbulence in the mixture while at the same concentrating volume at the spark plugs. The result was a very effective but soft combustion process. This, together with a forged crankshaft resting on seven bearings with two balancing weights on each crank pin, resulted in extremely smooth running characteristics. The BMW six-cylinder, often described as running like a turbine, achieved a new high point.

Two models to start with: 630 CS and 633 CSi.

Two new engine versions were produced on this basis. In line with other BMW engines, these were installed in the 6 Series Coupé in 1976 inclined at an angle of 30 degrees. Firstly, the M68 with a capacity of 3 litres and twin two-stage carburettors. This engine generated 185 bhp at 5,800 rpm and already gave the BMW 630 CS - the basic model in the new series - a top speed of 210 km/h. The engineers designed the M69 as the second version with a capacity of 3 210 cubic centimetres, electronic injection and transistor ignition. The 633 CSi reached a top speed of 215 km/h, delivering 197 bhp at 5,500 rpm, and thanks to the future-oriented Bosch L-jetronic engine control, it only consumed 10 litres to cover 100 km, 1.4 litres less than the three-litre engine with its lower capacity.

1976: Premiere in Geneva.

Four months after production of the coupé from the 1960s came to an end, BMW launched the two new 6 Series automobiles at the Geneva Motor Show in 1976. The change in generation and the new direction that had been taken were obvious. The new coupé was clearly a very different car from the CS. Although it still had the low roof of its predecessor, it was wider and also significantly longer with an external length of 4.75 metres. The growth was particularly evident in the interior. The driver and front passenger were able to enjoy more space, and the journey for the passengers in the back of the 2+2 seater was also significantly more comfortable.

More luxurious and spacious interior.

The sophisticated claims of the 6 Series were also evident in the interior. The instrument panel was ergonomically designed around the driver in the centre of the car, in the same way as in the 3 Series. The steering wheel and the driver's seat were height-adjustable as standard. This meant that very small and exceptionally tall customers alike were able to enjoy the experience of sheer driving pleasure tailored to their individual requirements. The big glass surfaces offered an outstanding overview and conveyed a generous impression of space. They also offered the benefits of tinted windows as standard to protect the occupants against being unduly affected by sunshine.

Launchpad into the era of electronics.

The era of electronics in the automobile was not only evident in engine control, but also gave the driver new information. BMW provided the 6 Series with the Check Control System for the first time. This system represented a pioneering development for the entire automotive industry. BMW engineers had developed sensors that monitored a range of vehicle functions.

At the touch of a button, drivers were able to get information via LEDs on the fluid levels for oil, brake fluid, coolant and washer water. The system also monitored the operation of brake pads, brake lights and taillights.

Often selected: Automatic as special equipment.

This comprehensive range of equipment showed that the two new coupés were clearly aiming for the top echelon geared towards comfort. Servo-assisted steering and brakes were included as standard. Customers also had the option of ordering leather upholstery and sliding roof, air-conditioning or automatic transmission with three drive levels. The last option met the expectations of many customers. Around one third of the 630 CS automobiles manufactured were ordered with selector instead of switch levers. Naturally, this doesn't mean that BMW had lost sight of those sections of its clientele who were more interested in sporty performance. Both coupés were supplied with a five-speed gearbox as an alternative, as well as a limited-slip differential.

This was particularly appropriate in the case of the 630 CS that was provided with tighter tuning for the springs and shock absorbers from the outset. The fact is that not many of the new coupés rolled off the BMW assembly lines in the standard version, although this in itself was impressive, with the car positioned within the upper price ranges. The 630 CS was supplied from DM 40,600, and a price tag of DM 43,100 was attached to the 633 CSi.

Start of production at Karmann.

The success of the 3 Series and 5 Series had already meant that BMW was operating virtually at the limit of its capacity in the mid-1970s. The company didn't want to run any risks with the new coupé and keep the executive clientele waiting with extended delivery times. The coachbuilding company Karmann was therefore commissioned to manufacture the body-in-white for the 6 Series during the first two years of production. The coachbuilders also fitted the cars with technology delivered from Munich. The concept proved to be successful. During these initial two years, sales climbed to around 11,000 vehicles, of which around 1800 were exported to the USA where the 6 Series forged the lasting reputation of the BMW brand at the top of the range.

US version with catalytic converter as early as 1976.

BMW was aiming for the overseas market right from the start. Designers therefore paid close attention to the development of emission regulations abroad. Soon after production commenced, the company was therefore in a position to react to demand in the USA with a special 630 CSi. This was because its injection system permitted the operation of a fully-controlled three-way catalytic converter. The coupé was therefore in conformity with the emission regulations in 49 US states. A specially equipped version was produced for the State of California, which already introduced stricter limits in 1976.

The two new luxury coupés gained new customers looking for more comfort, while existing CS drivers continued to make increasingly strident demands for a replacement model that would at least be equal to its predecessor as far as sportiness was concerned. The point was that although the discontinued 3.0 CSI was more Spartan, it was faster than its successor. They didn't have to wait for long. In 1978, BMW launched the 635 CSi as a new top-range model. The six-cylinder under the bonnet was a direct descendant of the engine that had powered the CSL touring car to numerous victories since 1973.

BMW 635 CSi: Six-cylinder with even more "punch".

The new engine was dubbed the M90. It had a bore-stroke ratio of 93.4 to 84 millimetres, making it a distinctly short-stroke engine with a correspondingly lively performance. Originally designed as a six-cylinder with a capacity of 2.5 litres, it didn't really have any space for a capacity of 3.5 litres, particularly given the large bore diameter. The 3.2 litre engine had already reached the limits. The engine designers therefore resorted to the unusual measure of casting the cylinder linings together.

If you picked the right moment and changed gear quickly enough, the 218 bhp delivered at 5,200 rpm were capable of sprinting from zero to 100 km/h within the space of 7.3 seconds. Even the 3.0 CSL with its lightweight bodywork had never been able to achieve this feat. One test driver commented that "the 3.5 litre engine powers into the red zone with even more agility than its companion with lower capacity, and with the same silky smoothness of a turbine". He continued, "And with the ‘punch' to hand at any time, the speedy coupé evokes memories of the legendary reputation earned by the dynamism of the types 3.0 Si and CSi. These models exerted a defining influence on BMW's image for performance at the start of the 1970s. The six-cylinder engine built into the 635 starts performing even in the low-rev range as though the aim was not to have to change gear." BMW left it to customers to choose between a sporty five-speed gearbox or one tuned to comfort. And with a top speed of 220 km/h, there was only a select handful of competitors on the autobahn.

"Rediscovered sportiness."

"There's no doubt about it", was the verdict of the motoring press, "BMW in Munich is deadly serious about rediscovering sportiness." It wasn't simply the badge that marked out the new top model. A low-slung rear front apron joined forces with a spoiler at the edge of the boot lid to increase the lift by around 15 percent. Combined with chassis tuning this had a marked effect on driving safety at high speeds. "However, it's not simply the sensational engine transmission unit in the new BMW that impresses driving aficionados. The 635 chassis tailored to the sporty character is almost equally impressive."

The sporty appearance was influential in the 635 CSi achieving the "overtaking prestige" that remains famous to this day. A recent comment: "Paul Bracq designed a timeless classic. The finely balanced proportions and the typical series front end provide an immediate reminder of the title music for Jaws. Seeing the 635 CSi looming in one of the rear mirrors must provide a similar feeling to that experienced by water skiers if they suddenly sense a shark behind them."

Streamlining the range with the debut of the 628 CSi.

The age of the carburettor in the BMW top range came to an end in 1979. The 628 CSi replaced the three litre. It had just one bhp less and was just as fast with the big advantage that it was much more fuel-efficient. However, the relatively modest price difference between the 628 CSi and the more powerful sister models made those more attractive. In 1980, the 628 CSi cost DM 46,000, the 633 CSi was DM 48,700, and the 635 CSi was at the top of the range with a price tag of DM 51,900. The result was that the 635 CSi became a bestseller. In 1980 alone, BMW sold 2,100 vehicles - almost three times as many top coupés as the basic versions.

The 633 CSi was in the middle of this range, ignored by customers, and was removed from price lists in Germany in model year 1982. However, customers in export markets like the USA and Japan remained faithful and the 3.2 litre continued to enjoy great popularity there. In 1983 alone, more than 3,000 633 CSi automobiles were sold, half of them with automatic transmission.

Ongoing technical development.

BMW kept the timeless contours of the 6 Series unchanged. But the top-range coupé was constantly being developed beneath the bodywork. The 6 Series and the 7 Series were among the first cars to be fitted with ABS at the end of the 1970s, and the analogue engine control was replaced by digital engine electronics at the same time. Signs of advance visible to the driver were the onboard computer and the service-interval display in a revised instrument panel from 1982. But the chassis was also revised. As in the 7 Series, the double-joint front axle and improved rear-axle bearing system now delivered precise driving pleasure.

The year before, major engine tuners had already started to explore the sporting potential of the 635 CSi. Drivers like Dieter Quester and Hans-Joachim Stuck, Marc Surer and Gerhard Berger moved over to the new coupé - and were soon successful. Quester won the 1983 European Touring Car Championship in a 635 CSi. In the same year, the racing version of the BMW top sports car also won the 24 Hour Race at Spa-Francorchamps. This success was repeated in 1985 and 1986. But at that time, the sporting world was focused on Formula 1. Nelson Piquet had just risen to become World Champion in a Brabham BMW.

With the engine of the M1: M 635 CSi.

BMW found a special way to enhance the pleasure of the victory for its customers. The 1983 Frankfurt Motor Show featured a 6 Series that uniquely combined the luxury of the big coupé with racing car engineering. The power pack was called the M 635 CSi. The engine under the bonnet was the four-valve engine of the former M1 super sports car. The engine was designated the M88 and was based on the six-cylinder volume-production power unit.

It had the four-valve cylinder head of the racing cars. This cylinder head was split in two. The lower part formed the combustion chamber and the water compartment. The top section housed the bearings for the camshafts and the tappets. The mixture was supplied through three twin throttle-valve assemblies with six independent throttle valves measuring 46 millimetres in diameter into two inlet channels each which measured 26 millimetres in diameter per cylinder. In fact, the new digital engine electronics enabled the engine with 286 bhp to generate 9 horsepower more than in the M1.

The six-cylinder ran smoothly and evenly over the entire range of engine speeds, but had a tendency to modesty at the bottom end. This changed immediately the rev counter went over the 5,000 rev mark. The M88 then propelled the M635 CSi forward to the limiter engine speed of 6800 revs so fast that even hardened test drivers started to rave: "And anyone who is caught up by the almost hair-raising engine speeds is abruptly reminded by the limiter at 6,800 m-1 that limits to the torque of an engine are not just set by the limits of valve operation. The unavoidable critical torsional vibration of the crankshaft in the in-line six-cylinder engine precludes even higher values."

"250 km/h aren't exactly chicken feed."

Masterful driving performance. The engine catapulted car and driver to a speed of 100 km/h within the space of 6.4 seconds, and it wasn't until the speed of 255 km/h had been reached that air resistance put an end to further acceleration. "It you don't happen to be travelling on New Year 's Eve, you're hardly likely to be able to enjoy the potential for power over a long period of time because of rising traffic volume", was a regret expressed by one noble automobile journal. "After all, speeds of some 250 km/h aren't exactly chicken feed. Some Formula 1 cars only achieve slightly in excess of this speed - and that's on closed roads." BMW didn't provide reserved lanes for the press launch of the M635 CSi, but the route on the autobahn from Munich to Garmisch was an astute choice. In those days it was still possible to speed along this highway for long stretches with the speedometer needle at 255 km/h.

The specialists at Motorsport GmbH had done sterling work. The chassis and brakes were modified so that they were able to operate at high driving speeds. The chassis was 11 millimetres lower than in the 635 CSi. Gas shock absorbers on all four wheels delivered superb road-holding. On the front axle, four-piston fixed-calliper disc brakes operated enlarged brake discs with ventilation. "Smooth directional stability and only low wind sensitivity set no limits for the maximum speed", was the verdict of the professionals.

1985: First four-speed automatic with selectable gearshift program.

Meanwhile, the 6 Series had been on the market for seven years, but it wasn't seven years old. It didn't reach that age at any point during the time it was being manufactured, because technical updating continued unabated.

In 1985 BMW supplied a four-speed automatic with program preselection - also in the 6 Series. Depending on the gearshift position, the computer changed the drive levels to emphasize comfort and fuel efficiency, or sporty dynamism. This was a first. In the same year, the coupé with a catalytic converter was launched in Europe, a 635 CSi with initially 185 bhp and later 211 bhp. In 1986, the M635 CSi was launched with exhaust emission control, but the top-performance engine lost 27 horsepower because of the increased backpressure present in the high-performance exhaust system.

The technical finale followed two years later. In 1988, the BMW engineers had developed the first electronically controlled chassis to volume production - and at the same time made it available as an option for the 6 Series. The first generation of the Electronic Damper Control EDC was already using a range of parameters to calculate the optimum damping force for the momentary driving style, making appropriate adjustments via controllable shock absorbers.

On 6 April 1989, the last E24 rolled off the production line after 86,216 cars had been manufactured - it was salmon silver. And if you look carefully, you'll see that the 6 Series is still alive and well on the roads. Not because it has become a rarity. But because it's never aged.

Page 1 - Overview
Page 2 - the 02
Page 3 - 6 Series
Page 4 - M3



The BMW M3

Sporting legend

The sentence has become a legend: "Mr. Rosche", said the BMW Chairman sometime around the beginning of the 1980s, almost as an aside to his engine designer, "we need a sporty engine for the Three Series." Eberhard von Kuenheim knew exactly who he was motivating to take action: Paul Rosche was not only the engineering managing director of M GmbH, he was also the father of the turboengine which had powered Nelson Piquet to victory in the 1983 World Championship, driving a Brabham BMW. And as far as Rosche was concerned, a sporty car had to do one thing: win.

That was when the M3 was born.

Basic engine as in Formula 1.

However, the designers of the sports engine weren't exactly standing there empty-handed. The right ingredients for the projected engine were available, the mission was simply to put them together in the right way. The crankcase of the four-cylinder engine was available as a basis. This was being installed as a solid two-litre engine in volume production. Paul Rosche had long since found out about the potential really contained in the grey cast-iron housing.

It was this block that was to form the foundation stone for the champion engine of Formula 1. Four cylinders didn't simply mean less weight and high torque for blue riband performance, but also offered ideal specifications for the projected sports engine. BMW had already introduced the six-cylinder era in the 3 Series. But no matter how smooth and powerful the running of the in-line engine was, it had one major disadvantage for racing given the technology available at the time. As the engine speed increased, the length of the crankshaft meant that it started to vibrate much earlier than the short four-cylinder shaft. The designers therefore designed the crankshaft drive of the M3 as stiff as possible so that it could achieve in excess of 10,000 revolutions per minute. By comparison, at that time the four-cylinder of the 318i delivered its maximum output at 5,500 rpm. The engineers were already aiming for a rated speed of 6,750 rpm for the road version of the M3, i.e. they left plenty of scope upwards.

Development goal Group A racing car.

However, any plans for a performance-enhancing supercharger had to be put to one side. A turbo was out of the question on homologation grounds. From the start, the fathers of the M3 were also thinking in terms of use as Group A racing cars, with at least 5,000 units having to be manufactured within the space of twelve consecutive months. This meant that the M3 also had to be capable of operating as an everyday road vehicle. It was therefore ideal that the engineers had already enjoyed many years of outstanding success with four-valve technology, most recently with the M1 that had only just been discontinued. Paul Rosche recalls: "We started work immediately. One advantage was that the big six-cylinder originally had the same cylinder gap as the four-cylinder engine. We therefore cut two combustion chambers off the four-cylinder head of the M88 and bolted a panel over the hole on the rear side."

Potential for records: The first engine after two weeks of development time.

The engineers then increased the capacity even further to 2.3 litres and the first prototype was now ready. Paul Rosche: "Whether you believe it or not - we had created an outstanding four-cylinder engine for the 3 Series within the space of two weeks. Under the development name S14, this engine was to generate headlines in sport and in volume production over the years to come. One Sunday, I drove to von Kuenheim's flat and gave him the car for a test drive. When he came back he said: ‘Good, I like it.' And that's how the M3 came into being."

Fast and clean: Only marginal loss of the power with the catalytic converter.

However, the engineers weren't only working on performance. The emissions of the M3 engine were also supposed to be geared to future requirements. That's why the four-cylinder was from the start developed in such a way that it could easily be supplemented by a controlled catalytic converter. The function was by no means a simple task. In the mid-1980s, catalytic converters tended to reduce power and make engines less fuel-efficient. Another factor was that unleaded petrol didn't exactly have the reputation of being the ideal fuel for high-performance engines. The quality of the new fuel varied too much in Europe to meet this specification. In order to err on the safe side, the team headed by Paul Rosche adapted the engine and reduced the compression from 10.5 : 1 to 9.6 : 1. On the one hand, this resulted in the engine not reacting to variations on the octane number with unpleasant knocking. On the other hand, the reduction in compression plus installation of the catalytic converter in the exhaust system only resulted in a loss of 5 of the standard 200 bhp.

Goal achieved: Full throttle in Nardo.

Although the design engineers were pleased with the superior performance, they also spent some sleepless nights. The north loop of the Nürburgring was particularly hard on materials and what was blown into the manifold here by the four-cylinder wasn't digested so easily by the exhaust system - the pipes were continually fracturing. It transpired that the cause was unplanned growth in the exhaust system. High temperatures at full load meant that the high-performance system became so hot that it expanded by up to 25 millimetres and became distorted within its mounting. A simple set of different washers solved the problem. The drivers from BMW Motorsport GmbH immediately proved the point. On the high-speed test track in Nardo, Italy, they drove an M3 three times at full throttle over a distance of 50,000 kilometres. The exhaust system withstood the test just like the rest of the car.

A fast car even when on the exhibition stand.

On the BMW exhibition stand at the Frankfurt Motor Show in autumn 1985, the M3 was presented to a more broadly based public audience for the first time. Even without a special paint finish, it was not difficult to distinguish the car from the other 3 Series vehicles. The boot lid was crowned by a wing across the width of the car. Aprons all round indicated the refined aerodynamic work that had been carried out on the bodywork of the 3 Series. Anyone who spent long enough making comparisons discovered that the C-column was slightly wider and had a flatter taper in order not to interrupt the airflow over the edge of the roof and at the same time direct the airflow more effectively onto the rear spoiler. Thick cheeks had sprouted over the wide wheels of the M3, the flared wheel arches came to an end in a striking edge below the edges of the wings. There was no question about it - the M3 looked fast even when it was perched on an exhibition stand.

Plastic components reduced the weight.

Anyone who got that close was inclined to pat the new sports car on its chubby cheeks to see whether the bulging wheel housings had simply been attached, or whether they really had been pressed out of sheet metal. And they were impressed. The entire bodywork including the wings and the bonnet were made of metal. A lightweight plastic had been used for front and rear bumpers, and side sills and boot lid including spoilers in order to keep weight down. The M3 weighed in at 1,165 kilograms without payload on the scales and hence remained a sporty lightweight with only 5.8 kilograms for every 1 bhp.

The M3 kept its promises.

In order to find out how the M3 performed in real life, test drivers and customers alike still had to be patient for at least another six months. It wasn't until spring 1986 that the first pilot-production cars were ready and the M3 was launched to the press - appropriately on the racing track at Mugello. The test drivers established that the aerodynamic profile of the M3 was an understatement rather than an overstatement - high-quality racing technology was housed under the beefy bodywork. Axle kinematics, suspension and damping had changed. The braking system with ABS as standard comprised brake discs with ventilation at the front and a high-pressure pump operated by the engine. This servo pump delivered power to the steering at the same time so that both systems were able to operate independently of the negative pressure of the engine.

235 km/h top speed for 58,000 marks.

The refined aerodynamic work paid off with an outstanding cW value of 0.35. The lift at the front axle was around half that of the other two-door 3 Series car. The large rear wing reduced the lift on the rear axle by some two thirds. Bonded front and rear windscreens contributed to higher bodywork stiffness that in turn exerted a positive effect on driving performance. This was evident to the driver in the form of increased driving stability and more precise steering characteristics at very high speeds. The standard M3 still reached a top speed of 230 km/h with catalytic converter and 235 km/h without catalytic converter. And yet it was relatively fuel efficient when running on super. Using the current Euromix formula made up of speed 80, 120 and town cycle, the M3 consumed significantly less than 9 litres for every 100 km/h driven. However, the power pack came at a price: an M3 cost 58,000 marks when it was launched in 1986. By comparison, the 325 Convertible at 43,300 marks was the next car down the 3 Series list.

However, finding customers for the specified volume of 5,000 vehicles wasn't a problem. In the summer of 1986 - long before delivery started - purchase contracts for the M3 at a premium price were being offered on the relevant advertisement pages. In actual fact, it wasn't until 1987 that all 5,000 units of the first M3 were gathered on the BMW parking lot in Munich-Freimann for a family photo before being shipped all over the world.

300 bhp for competitive racing.

However, one entire series disappeared again into garages and workshops to be given a new outfit. After all, the M3 had been designed as a racing car, and now was the time to prove that it really could "race". A World Touring Car Championship was held for the first time in 1987. And that was exactly what the M3 had been built for. But not quite in the guise in which it was seen on the streets. Instead of 200 bhp, the 2.3 litre engine delivered up to 300 bhp at 8,200 rpm in the racing version. This put it on a par with the BMW 635 CSi. BMW didn't line up on the starting grid with its own team, but supported a number of famous racing outfits like Schnitzer, Linder or Zakspeed. Drivers like Markus Oestreich, Christian Danner, Roberto Ravaglia and Wilfried Vogt took the wheel, and Anette Meeuvissen and Mercedes Stermitz formed a ladies' team.

But "the established racing community didn't like the car at first", noted one commentator. "The first test drives in Misano, Italy, turned into a battle with the more popular 635 CSi Coupé, a favourite especially with Schnitzer Team Manager Charly Lamm. When the new car proved far superior to the old one, Lamm drove the last lap in his coupé with a black flag in the righthand footwell as a signal that he was changing over to the M3."

Roberto Ravaglia in an M3: First World Touring Car Champion.

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

"Most sporty saloon of the year."

The well-informed public rewarded the success story of the newcomer when readers of the magazine sport auto voted the M3 "the most sporty saloon of the year". The high-profile 3 Series also became increasingly exciting in its civilian version. In 1987 it became the first BMW to be equipped with electronically adjustable shock absorbers. Drivers had a knob beside the handbrake lever which allowed them to choose between the adjustments sport, normal and comfort. A control lamp on the instrument panel displayed the setting that had been selected.

The resilience of the four-cylinder under tough operating conditions on the race tracks rewarded private customers with two very special offers in 1988. BMW created a small special series of even more powerful M3 cars with the suffix "Evo" for Evolution. Identifiable by even more opulent spoilers, this special M3 was powered by a 220 bhp engine. Naturally, there was also a version with a catalytic converter - this generated 215 bhp. The second offer was intended for a very special circle of customers: an open M3 based on the 3 Series Convertible. The 215 bhp convertible had a top speed of 239 km/h and was by far the fastest open-top four-seater to be bought in a limited series.

24 Hour Race: M3 double victory on the Nürburgring.

In the meantime, the BMW M3 was really getting going on the race track. The two-door car didn't just win the German Touring Car Championship. It also took six other national titles, including France, England and Italy. In the following year, the BMW racing car was equally difficult to beat.

The M3 packing 300 bhp beat its touring-car competitors in Germany, Belgium, Holland, France, Italy, Finland, Spain, Sweden and Yugoslavia hands down. Belgian Marc Duez battled through the Monte Carlo Rally with an M3 and took eighth place as best driver in a car without four-wheel drive. The driver teams Piro/Ravaglia/Giroix and Heger/Grohs/Manthey crowned the success story with a sensational twin victory at the 24 Hour Race on the Nürburgring.

Specials: Evo 2 and 320is.

The M3 had a commanding presence on the international touring car racing scene for five years. It became the most successful touring car of all times by winning the champion's title several times in the European Touring Car Championship, twice winning the German Touring Car Championship, and numerous victories and championship wins at international level. Depending on the competition rules, the four-valve engine had to be adapted to national regulations. The capacity for England was limited to 2 litres while for Germany and France it was raised to 2.5 litres with effect from 1990. This enabled the four-cylinder to deliver up to 360 bhp. Depending on the version and the deployment profile, engine and mixture management also varied. The suction side was managed by independent throttle valves and valve control systems.

In the version with the biggest capacity, the engineers of BMW M GmbH went hard up against the limits of what was feasible, in order to make full use of the 2.5 litre limit, they not only increased the stroke of the 2.3 litre unit from 84 to 87 millimetres, but also increased the bores of the four cylinders from 93.4 millimetres each to 95.5 millimetres. This reduced the width between the cylinders to just 4.5 millimetres. But success proved them right. The engines withstood the stresses and strains of touring car racing even at maximum output without any problem.

A civilian version of the original M3 with the biggest capacity drove onto the roads with the additional name of Sport Evolution. Characteristic features of the car were its adjustable front apron and rear wing. The 238 bhp rocket was limited to 600 units. There was also a version of the 2 litre engine used in Italy for everyday use. It was designated 320is and had the stroke reduced to 72.6 millimetres, but at 10.8 : 1 it had a slightly increased compression. This allowed the two-litre engine to deliver 192 bhp and it was sold in Italy and Portugal so as to fall below the valid capacity limits for highly taxed luxury cars.

By the end of 1992 17,970 M3 cars of the first generation had left the small facility of BMW Motorsport GmbH, including 800 convertibles. Nobody had anticipated this overwhelming success, either on the road or on the racing circuit.