Niki Lauda won the inaugural championship in 1979 with Nelson Piquet taking the title in 1980.The M1 also took to the track at endurance races such as the 24 Hours of Le Mans where it was campaigned from 1980 until 1986 with various rates of success, but in truth it was outdated and even when packing a turbocharged version of its straight-six pushing out 850bhp in Group 5 guise it wasn’t wholly competitive.The M1’s raison d’être was to go racing so BMW wasn’t too concerned that it was going to lack a 12-cylinder engined favoured by contemporary supercar rivals. The engine is an absolute jewel, pulling hard from low down despite its high on-paper torque peak, but to really appreciate the M88 ’six you need to wring its neck, at which point you’ll be really travelling and revelling in the mechanical symphony coming from just behind your right ear.
Be smooth and deliberate with your inputs though and the M1 still has a delectably balanced feel to it and it’s still capable of cutting a dash cross country.
The concept vehicle uses a mid-engine layout that borrows styling cues from both the original M1 and the The M1 Homage concept was first shown to the public at the The Vision M Next is a plug-in hybrid concept sports car that was showcased in June 2019.
1978 BMW M1: This automobile has a 2 door coupé body style styled by Giugiaro with a mid positioned engine supplying power to the rear wheels. Detailed features and specs for the Used 2011 BMW 1 Series M including fuel economy, transmission, warranty, engine type, cylinders, drivetrain and more. Motorsport division of BMW headed by Jochen Neerpasch had been wanting to compete in motorsports using a car developed for competition racing in order to compete with arch rival Porschein Group-5 racing, thus the development of the M1 was initiated. Neerpasch dictated that the car was to be mid-engined – a first for BMW – and its powerplant was to be a 3.5-litre straight-six.Knowing that BMW Motorsport didn’t have the capacity to hand-build the 400 cars required for Group 5 homologation the then boss and driving force behind the M1, Jochen Neerpasch, commissioned Lamborghini to design and build the chassis and assemble the car. German specialist manufacturer Baur where final assembly took place by hand.The M1 had various successes in motorsports. BMW quoted a 0-62mph time of 5.6sec and a top speed of 161mph, making it BMW’s fastest-ever road car at the time.Power was transmitted via a ZF five-speed manual and there was a 40 per cent locking limited slip differential, too.The steel space-frame chassis had been designed for way more power than the 273bhp straight-six could muster in road going trim and when combined with the unassisted rack and pinion steering, the unequal length double wishbones at each corner and height adjustable coil springs with bespoke Bilstein gas-filled dampers, the M1 was quite a handler.
It developed 273bhp at 6500rpm and 239lb ft of torque thanks to Kugelfischer-Bosch mechanical injection and Magneti-Marelli ignition.Like all M engines it featured individual throttle butterflies and to help keep the height of the unit to a minimum and to ensure there was no oil starvation in racing conditions, it had dry-sump lubrication. This acted as support show to the F1 circus and pitched leading F1 drivers against endurance and touring car aces in 470bhp Group 4 M1s. The car was campaigned for the 1983 season as well before the car was entered solely by the Motul privateer racing team for the 1984 season. All rights reserved. The BMW M1 belongs to the E26 model family from BMW… Lamborghini’s Gianpaolo Dallaramight have done a superb job of designing the chassis, but it soon became clear that the company he worked for wasn’t going to be ca… In 2004, The M1 was also campaigned at the 24 Hours of Le Mans from 1981 to 1986 where it proved competitive.A M1 Pro Car was also converted to Group B rally spec by BMW France for the 1982 season. Its motorsport roots meant that the car had a basic interior layout with many parts sourced from other BMW models. The reality was that a significant amount of work was required on the M1s once they rolled back into BMW’s Motorsport department as the build quality from Ital and Baur just wasn’t deemed acceptable.The main upshot of this disastrous production process was that by the time production of the M1 got into its stride, the requirements for Group 5 homologation had changed and this left the M1 all dressed up with nowhere to go… which lead to the Procar series. The pedals are heavily off-set to the right in this LHD-only machine but you soon get used to it and by the standards of the day it was well equipped with a stereo, and such creature comforts as air conditioning and electric windows.As a driver’s tool though it was superb, with the gear-lever falling a simple hand’s span away from the steering wheel and that flat faced BMW Motorsport wheel was tactile and perfectly positioned. It shared the same geometry as the race car and just about the only compromise for the road was the inclusion of softer bushing to aid ride comfort.Big (300mm front, 297mm rear) vented discs clamped by four pot calipers ensured it dealt with the task of washing off speed and contemporary tests reported excellent feel and retardation. The 1984 season proved to be the most successful for the M1 as former ERC champion Bernard Béguin won back-to-back at Rallye de La Baule and Rallye de Lorraine that season, and even claimed an outright ERC podium at Rally d’Antibes four months later. Ten or 15 years ago you could have picked one up for less than £50k but these days BMW M’s only mid-engined machine will set you back upwards of £400,000.Subscribe today to have every issue of evo delivered straight to you.
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