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 BMW 2 - 1978 M1 (E 26)
BMW M1 3.496 cm3 (93,4 * 84,0), 9,0 : 1, DOHC, 4V, mechanical petrol injection, dry sump lubrication, 330 Nm 5000 rpm, 204 kW (277 hp) 6500 rpm, 5-speed,
double wishbone, coil springs, disks ventilated, 10,0/23,5 x 16/12,5/25,0 x 16, 4,36/2,4/1,82/1,14 m, 300 litre, 116 liter, 1.300 kg, 250 km/h, 12V, 55 Ah, 910 W, 1978-1981 (399)
| Here the Kugelfischer injection with 'space cam', but for 4 cylinders |
Already in the chapter about the Turbo X1 we pointed out the differences in technology to the M1. Here it goes on like this, because the M1 was by no means a showpiece with limited utility value, but was the
result of
concrete considerations.
It is said to have been an initiative by Bob A. Lutz, a member of BMW's board of directors, who brought Jochen Neerpasch to BMW in 1972. There were reasons for that, because up until then, he had
successfully raced for Ford in the Capri RS against BMW.
Neerpasch became chairman of the executive board of the newly founded BMW Motorsport GmbH. The first release was the lightweight 3.0 CSL coupe, developed in collaboration with Alpina. The next
project was intended to be a response to Porsche and possibly Ferrari.
kfz-tech.de/PBM8
But what happened next? The main designer of the Turbo X1, Paul Bracq, left the company for Peugeot in 1974. And a racing project was also a completely new thing. After all one avoided (still) Formula 1, but
for the
homologation in group 4 of the brand world championship at least 400 vehicles in 24 months were required. The idea, which seemed to be quite conclusive, was to develop a competitive racing car and derives a
street-
legal
series vehicle from it..
kfz-tech.de/PBM5
The brochure also admitted this openly and looked for buyers who were looking for a vehicle related to the racing version and obviously also for BMW dealers who were looking for a representative top model for
their
exhibition. After all, 100,000 DM were initially targeted. Since they only had the capacity for the pure technology, Ital Design, under the direction of Giorgio Giugiaro, was chosen to be responsible for the styling
and
Lamborghini for the production. Unlike Turbo X1, this time the body was made of GRP over a steel grid frame.
kfz-tech.de/PBM9
Unfortunately, Giugiaro had obviously been limited too much by the definition of style elements of the Turbo X1. Paul Bracq had been quite free because of the lack of time. So some of the experts were quite
unwilling to
accept the result. The public, on the other hand, saw this quite different. However, they did not see the car at the Geneva Salon in spring 1978, as planned, but only in autumn in Paris. Lamborghini was getting
worse and
worse. But Ferrucio Lamborghini had since long sold the company. Didn't they notice that early enough in Munich?
kfz-tech.de/PBM4
The company had actually committed itself to providing the 400 cars by the spring of 1979, but none of this happened. Finally, a trio of Ital Design, Transformationi Italiani Rimini, who
was
responsible
for the GFK skin, and the Marchesi company provided the frame for an emergency completion. Baur from Stuttgart was also be involved. In addition there was a nevertheless quite sluggish demand. Thus, the
possible date
for homologation was considerably delayed. Only in 1981 would this have had been possible.
The car itself got good marks, except for the enormous noise pollution and the handling, which needed getting used to by normal drivers, when a certain lateral force was exceeded. Naturally a typical
phenomena for mid-
engine sports cars and the first gear down left e.g. a 914/6 also had. Astonishing for a project derived from racing was the driving comfort, even compared to today it was very sporty. Again such a difference to
the Turbo X1:
In
front coil springs were installed instead of torsion bars. The front part of the car therefore offered sufficient support.
kfz-tech.de/PBM6
20 cm longer was the M1 with 16 cm more wheelbase. The longitudinally mounted straight six-cylinder made it necessary. Width and height were almost the same. It should weigh only 1,300 kg, despite 20
litres of coolant
and two tanks with a total of 116 litres of fuel. Cars, which were driven at the possible performance limit, could guzzle up to 20 litres/100km. With 44 to 56 per cent the car was despite mid-mounted engine
slightly tail-
heavy.
The top speed of 262 km/h showed the body as relatively streamlined. The 390 Nm 7000 rpm and 345 kW (470 CV) 9100 rpm possible in the racing version showed the potential of the series engine.
kfz-tech.de/PBM7
| In 1979 Andy Warhol painted an M1 from the Procar series and increased the value
considerably. We
report about the racing version of the M1 in an extra chapter. |
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