1972 BMW 3.0 CSL

In 1968, BMW returned to its six-cylinder power for its range-topping models, with the introduction of the 2500 and 2800 saloons. Also new was the 2800CS Coupe, the forerunner to the 3.0 CSL, although its running gear had more in common with the existing 2000C/CS. New improvements were introduced in 1971 with the similarly styled 3.0-liter CS. It brought with it four-wheel ventilated disc brakes and a 180 BHP engine.

To meet constrictive homologation regulations of the Group 2 racing class, BMW engineers developed a limited production run of 'homologation specials.' The trim was removed and thinner steel was used for the main body shell. Aluminum alloy was used for the doors, bonnet, and boot lid. Perspex was used for the side windows. These efforts resulted in a reduction of weight by 300 lbs. Initially, they were powered by an over-bored engine enabling it to compete in the over 3-liter class. The 3.0 CSL was powered by a 206 horsepower engine for road use and over 300 horsepower unit for the track. The engine's stroke was increased in 1973, upping the capacity to 3,153cc. From mid-season forward, the racing CSLs used the so-called 'Batmobile' aerodynamic package, developed at Stuttgart University. This package consisted of a front chin spoiler, large rear wing and various other modifications. The boot was illegal for road use in Germany and left in the boot for final installation after purchase.

Toine Hezemans captured the 1973 European Touring Car Championship for BMW with a 3.0 CSL. Dieter Quester and co-driver Hezemans captured a class win at LeMans that year. Ford won in 1975 but from 1975 onwards the BMW 'Batmobiles' won five consecutive European Touring Car Championships.

by Dan Vaughan

Coupe
Chassis number: 2275024
Engine number: 2275024

This particular example was completed the Munich-based Bayerische Motoren Werke (BMW) plant in 1972. This homologation-special CSL was finished in Polaris Silver over a black interior. It is believed to have been delivered new to Italy. It was later purchased by Mr. Franciamore of Bronx, NY more than three decades ago. It remained with Mr. Franciamore until recently. Currently, it has just over 66,500 kilometers.

The original CSL trim is still in place, along with the alloy wheels and rides on old Michelin XWX tires. It has a Becker Grand Prix radio, CSL sports seats, a 4-speed manual transmission, and four-wheel disc brakes. The 6-cylinder engine is fitted with Bosch fuel injection and offers just over 200 horsepower.

by Dan Vaughan

Coupe

The early 20th century auto industry was a tumultuous time. Companies appeared. Companies disappeared. Bicycle makers, carriage builders, tinkerers and dreamers all contributed to this rich tapestry that embodied those hardscrabble formative years. After World War I, German industry was severely restricted and many manufacturers were sold or simply padlocked. Into this milieu BMW was born. Following Rapp Motorenwerke aircraft's restructuring, Bayerische Motoren Werke AG - Bavarian Motor Works - formed in 1917. Forbidden from building aircraft engines, their predecessor's bread and butter, they focused on industrial products. When treaty restrictions eased they introduced motorcycles, and eventually automobiles.

BMW's performance pedigree is well-earned, winning the Mille Miglia and numerous victories at LeMans, Nurburgring and Spa and Daytona. The 3.0 CSL holds a special place in motorsports history. Created to meet homologation rules for the European Touring Car Championship, it won that series in six of seven years beginning in 1973. BMW built 1,265 examples, all by their Motorsports Division as it was then known. It would later build what we know as M cars making the 3.0 CSL arguably the first BMW M. The 'L' in CSL stood for leicht (light), referring to the lightened body panels; achieved by using thinner steel, deleting trim and soundproofing, and using aluminum alloy doors, hood and deck lids. This rare RHD CSL was sold new in London and recently came out of twenty year storage near Toronto. It has completed the 1,000 mile Michigan Mile and ha just 65,000 miles. It's painted Taiga Green Metallic.

Coupe
Chassis number: 2212314
Engine number: 2212314

The introduction of the 3.0-liter CS in 1971 brought with it four-wheel ventilated disc brakes and a 180 horsepower engine. The 3.0 CSL lightweight version was used for racing purposes. In order for the 3.0 CSL (Coupe Sport Leicht) to qualify for racing, a limited number of examples needed to be built. The BMW engineers' solution to the marketing department's requirements was to develop a limited production run 'homologation special' to meet the constrictive framework of the Group 2 racing class regulations. Thinner steel was used for the main body shell, and aluminum alloy for the doors, bonnet and boot lid. The trim was removed and Perspex side windows installed. These cost save measures reduced the vehicle's weight by 300 lbs.

Homologated initially with a fractionally over-bored (3,003cc) engine (enabling it to compete in the over 3-liter class) the 3.0 CSL came with 206bhp for road use and over 300 horsepower for the track. The stroke was increased in 1973, to 3,153cc (3.2 liters) and from mid-season onwards the racing CSLs used the so-called 'Batmobile' aerodynamic package, developed at Stuttgart University. This setup consisted of a front chin spoiler, large rear wing, and various other devices. As the wing was illegal for road use in Germany, BMW left them in the boot for final installation after purchase.

Toine Hezemans captured the 1973 European Touring Car Championship for BMW at the wheel of a 3.0 CSL and co-drove one to a class win at Le Mans that year with Dieter Quester.

This particular homologation-special CSL was completed at the Munich-based Bayerische Motoren Werke (BMW) plant in March of 1972. It left the factory finished in Colorado Orange over a black interior. It was built to European specifications, and delivered new to the Italian market through official importer BMW Italia S.P.A., where it was sold through the BMW agency in Verona, Italy.

This example uses carburetors rather than fuel injection. Just 169 examples of these early cars are believed to have been produced.

It is believed that this BMW remained in Italy since new. In 2008, the car was in the care of Bologna based Lorenzo Matteucci, who used it on the 2010 Coppa d'Oro delle Dolomitti rally. By 2013 the Colorado Orange BMW had made its way to the US, where it was in the ownership of Peter Gleeson, before ownership shifted to Victor Preisler in 2014.

Currently, the odometer shows less than 75,000 kms. The single overhead cam, 6-cylinder engine breathes through 2 Twin-Choke Zenith carburetors and offers 185 horsepower. There is a four-speed manual tranmsission and four-wheel disc brakes.

by Dan Vaughan

Coupe
Chassis number: 2275997

This 1972 BMW is one of the original 19 factory CSL Race cars known to have been built, of all variants produced. One of those 19 is known to have been burned to the ground, and there are two in the BMW AG Art car collection, and at least five in museums around the world. These vehicles are commonly known as the 'Batmobiles,' and have long been considered the first actual product of the newly conceived, as yet unincorporated BMW M GMBH under the direction of Bob Lutz.

To meet constrictive homologation regulations of the Group 2 racing class, BMW engineers developed a limited production run of 'homologation specials.' The trim was removed, and thinner steel was used for the main body shell. Aluminum alloy was used for the doors, bonnet, and boot lid. Perspex was used for the side windows. These efforts resulted in a reduction of weight by 300 lbs. Initially, they were powered by an over-bored engine enabling it to compete in the over 3-liter class. The 3.0 CSL was powered by a 206 horsepower engine for road use and over 300 horsepower unit for the track. The engine's stroke was increased in 1973, upping the capacity to 3,153cc. From mid-season forward, the racing CSLs used the so-called 'Batmobile' aerodynamic package, developed at Stuttgart University. This package consisted of a front chin spoiler, large rear wing and various other modifications. The wing was illegal for road use in Germany and left in the boot for final installation after purchase.

The racing history includes: 4th of four FIA Group 2 CSLs built for the 1973 German Touring Car Championship with wins by Hans Stuck and Chris Amon. This is the Team car that brought the 1973 European Sedan Championship to Dieter Quester and Toine Hezemans. It finished 1st in touring car (group 2) and 11th overall with Hezemans, Quester and Stuck driving in the 1973 24 Hours of Le Mans. It completed 2,609.4 miles with an average speed of 108.4 mph. Toine Hezemans then went on to capture the 1973 European Touring Car Championship for BMW with a 3.0 CSL. Starting in 1975 onwards the BMW 'Batmobile' won five consecutive European Touring Car Championships.

The car is still actively vintage raced by the current owner. The body and chassis are original and the motor is the correct type and displacement, but not the original number as is the case with most race cars.

This vehicle has enjoyed ownership in the United States for over two decades, prior to its sale to the current owner in 2005.

Coupe
Chassis number: 2212279

The BMW 3.0 CSL was a homologation special built in the tradition of the 1800 TiSa and the 2002 Turbo. It brought aerodynamic effects modifications and an increased engine displacement, and wore Karmann-built coachwork. The competition versions captured victories in the European Touring Car Championship, German Touring Car and FIA Group 5 events, and the American IMSA Camel GT series.

This particular CSL is one of 169 first-series examples built between May of 1971 and July of 1972. The later series used fuel injection; this first-series example uses carbureted induction.

When new, this CSL was sent to Italian ownership, and sometime in the 1970s it was exported to the United States and to the Atlanta area. In 1986, it was acquired by a BMW collector who treated it to a comprehensive restoration during the early 1990s. A Weber carbureted replacement engine was sourced and installed, mated to a new five-speed manual gearbox. The work was completed in 1997, with the work including a repaint in black, followed by application of the classic three-colored stripes suggestive of BMW Motorsport.

In March of 2014, it was acquired by Henry Schmitt. Since then, it has been given several design cues from the later CSL series, most prominently including a 'Batmobile'-style trunk lid.

by Dan Vaughan

The 3.0 CSL race cars were the first cars to be developed under the new BMW subsidiary, established in 1972 – BMW Motorsport GmbH. They were also the first to sport the newly designated official colors of BMW Motorsport-red, blue and purple.

Based on the 3.0 CS coupe production car, the CSL ('L' is for lightweight, referring to the aluminum doors and hood) began an assault on European touring car racing that would make it one of the most successful production racers of all time. In fact, CSL's continued to win races into the late 1970's, even though series production ended in 1975 to make way for its successor, the 6 series.

Throughout its span of development, the BMW six-cylinder engine, a 3.0 liter unit in the production car, grew from 3.2 to 3.5 liters, increasing in horsepower from 340 to 430, thanks to the development of a four-valve cylinder head.

The 3.0 CSL won six European Touring Car Championships between 1973 and 1979, as well as national championships in several other countries.

This 3.0 CSL was one of a team of three cars campaigned by BMW of North America in 1975 & 1976, enjoying considerable success, winning IMSA races at Sebring, Laguna Seca, Riverside, Daytona, Lime Rock and Talladega. Several drivers were involved in the CSL's American success including Hans Stuck, Sam Posey, Brian Redman, Ronnie Peterson, Dieter Quester, Benny Parsons, Peter Gregg and David Hobbs.

by BMW Motorsports

by BMW

The BMW 3.0 CSL was a brilliant car introduced at a time when the Touring Car racing class had gained proper popularity and there was a strong demand for a competitive vehicle. The class had increased in popularity with the four-door saloons such as the Ford Cortina and the Alfa Romeo Giulia. Rule changes were later added which required the cars to have only two doors, making the prior cars obsolete. Alfa Romeo introduced their GTA and BMW their 2002. Other requirements for this class required a minimum of 1000 units to be produced to satisfy homologation. Alfa Romeo's cars proved to be very competitive, and were soon dominating the European Touring Car Championship (ETCC).

The European Touring Car Championship began in 1963, created by Willy Stenger and organized by the FIA as a international Touring Car Racing Series. There have been two versions of this series, the first lasting from 1963 through 1988 and the second from 2000 through 2004. When first created, the touring cars allowed a plethora of touring cars, ranging from dimension size to engine displacement size. Classes segregated the 'standard' cars from the 'modified' cars, the 'touring' cars from the 'Grand touring' cars, and so-forth.

A variety of cars competed in this series, including Mini Coopers, Mercedes Benz 300SE, Jaguar Mark II, Fiat 600, and even the Chevrolet Camaro. Porsche tried to get their 911 homologated, but it was rejected due to having too small of a rear seat. Part of their problem may have been that they had the car homologated for the GT category; other cars such as the Alfa Romeo Giulia GTA were allowed in the Touring car category, but their rear accommodations were almost equally as cramped. Rules were pretty relaxed during the early years; all that was needed was seating for four and homologation requirements were satisfied. BMW cars raced in this series beginning in 1964.

The BMW Company had been known for its large, V8 powered luxury cars, but the turn of the 1960s saw them migrate to a new market of vehicles, the sporty, four- and six-cylinder cars. The cars still came with a relatively heft price tag, but the price was well worth the package. The cars were well suited for the Touring category; their engines were reliable, durable, and powerful. The tuning company Alpina even joined BMW factory works efforts in the ETCC.

The change from the large, stately, V8 powered cars to the four- and six-cylinder cars proved to be a wise decision. The company was able to regain their financial stability.

When Ford of Europe joined the ETCC in 1970, the rivalry was almost instantaneous. Their Capri Coupes were powered by V6 engines and the vehicle's construction was lightweight and rigid. BMW and their modified 2800 CS were outclassed by the Capri Coupes; the BMW engine and their three Weber carburetors produced 300 horsepower. The Achilles heel to the BMW was its weight, and the factory began work on creating a new vehicle to combat the Fords. Alpina began work on improving the BMW and the engine. The Weber carburetors were removed and replaced with a Kugelfischer fuel injection system which brought horsepower over 330. Weight was reduced bringing it in the territory of the Fords. The trim and sound-proofing materials were removed. The doors and trunk lid were created from aluminum and the monocoque was formed from thinner-gauge steel. A total of 550 lbs had been shaved. This is where Alpina's abilities ended; BMW stepped in to help them produce the necessary numbers required to satisfy homologation. BMW recruited Jochen Neerpasch and Martin Braqungart to help them establish the BMW Motorsport department. Neerpasch and Braqungart had been working for Ford Racing, so this move only heightened the rivalry between the two companies.

When BMW introduced their 3.0 CSL, Neerpasch and Braqungart had still been with Ford. The Capri managed to outpace the BMW, so that is when BMW decided to recruit Neerpasch and Braqungart into their fold.

The BMW 3.0 was powered by a 3.0-liter six-cylinder engine that produced 180 horsepower. Displacement size was increased to 3.2-liters beginning in 1973, though it still retained the '3.0 CSL' name. Neerpasch and Braqungart improved the vehicle's downforce by adding a deep front air dam, increased the fenders, and added a trunk-lip spoiler. A very large rear wing earned it the nickname, the 'Batmobile.' The cars did not leave the factory with the wing since they were illegal for road use. The company sold the vehicles with these accessories enclosed in the trunk of the car. They were not installed on the vehicle as they left the factory but left up to the customer to assemble. In this fashion, the company was able to side-step the homologation process.

In 1973, the 3.2-liter engine was increased further to 3.5-liters; the four-speed gearbox was replaced in favor of a five-speed Getrag unit. The weight of the vehicle was further reduced by 150 kg.

The BMW 3.0 CSL was entered mostly by the Factory during the 1973 season. Alpina and Schnitzer also fielded cars. The Ford's still provided fierce competition, but at the conclusion of the season, BMW driver Tone Hezemans had captured the Drivers' Title and BMW had earned the Manufacturers' Title.

At the conclusion of the 1973 season, BMW worked hard on keeping their vehicles competitive. Ford did the same. Both companies developed twin-cam, four-valve per cylinder heads, which greatly increased the engine's horsepower to over 400. Ford worked on improving their aerodynamics and downforce, to similar BMW 'Batmobile' standards.

The Oil Crisis limited the number of entrants in 1974. Ford and BMW sat out the first round, both waiting to unveil their vehicles at the second event. At Nurburging, Ford easily took the checkered flag, as all ten BMW entrants failed to finish due to reliability issues. After this dismal performance, BMW left the series, leaving Ford to claim the overall victory. Ford driver, Hans Heyer was crowned with the Drivers' Title at the conclusion of the season. This would be Ford's final year in the series, leaving their cars in the capable hands of privateers. Alpina and Schnitzer continued to race the 3.0 CLSs, and Alpina was rewarded with top honors for the 1975 season.

1975 had seen very few participants; rule changes in 1976 were aimed at increasing participation and reduce costs. The four-valve head engines and body kits were banned, making the BMW and Fords obsolete. In 3.2-liter form and fitted with the four-speed gearbox, the BMW's continued to provide strong competition and often finished ahead of its competitors.

by Dan Vaughan