One of the fastest cars to wear an Alpina badge was the B12 – and in fact, there were two different cars carrying the same name. There was the Alpina B12 based on the four-door BMW 7 Series sedan, and there was the Alpina B12 Coupe built on the 8 Series. The B12 Coupe was a proper upper-class GT. Fast, comfortable… with a touch of luxury. It was created to satisfy customers for whom an ordinary BMW simply wasn’t enough. By turning to Alpina, they could feel a certain sense of exclusivity, while still retaining the advanced engineering of these German machines and their remarkable driving characteristics – AND they could even feel an improvement over the standard 8 Series.
The 8 Series was introduced in 1990 as the successor to the BMW E24 6 Series. It was not a pure sports car, but rather a large GT powered by either a V8 or a V12. The 850i served as the basis for the Alpina B12 5.0, but when BMW Motorsport unveiled its 850CSi, it turned out to be so good that Alpina chose that very car as the foundation for building the B12 5.7 Coupe.
The Alpina Coupe was available exclusively as a V12, and it had an incredibly difficult task ahead of it, as very serious competition was waiting both on a domestic market and abroad. It had to exist in the world where there was the Porsche 928 – and from 1992 onward, also in GTS form, with a larger V8 smoothly delivering at least 350 cheerful horses. 5.5 seconds to 100 km/h was still slower than I take my whiskey, but already dangerously close to the Testarossa of that era (the 512 TR did it in 5.0 seconds). And Porsche, after all, was a 2+2 GT – not a supercar. So in terms of performance, the rivalry was fierce.
And when it comes to prestige… there was also something like the Mercedes 600 SEC roaming the German autobahns. This was the coupe variant of the S-Klasse – of the third generation, coded W140 (C140 for the Coupe) – and by that point it already had a 6.0-liter V12 making 400 horsepower (or nearly 400, depending on the facelift). So the driver of something like that really had no right to complain about mid-range acceleration. And when it comes to ride comfort and equipment, I only have two words to say: S-Class. Thank you for your time. Any questions?
Main rivals to Alpina – Porsche 928 GTS from that period, the Mercedes SEC and a Jaguar XJR-S
You could say that Gran Turismo is a very tightly defined niche, but even on that shelf there is plenty of room for reshuffling. The competition was highly varied: the performance-focused Porsche, the luxurious Mercedes, and the well-balanced Jaguar. Each of them was a natural rival to BMW, and Alpina had to be better than ALL OF THEM. That is why it introduced its own alternative to the 8 Series – more exclusive, and loaded enough to provide the driver with sensations unmatched by any competition.
Alpina made changes to the car’s aesthetics, but also carried out mechanical modifications to underline its dominance in performance. The architecture of the E31 8 Series was a very good base to work with. The BMW 850i was an exceptionally well-thought-out car (and I will likely show it myself before long), which meant Alpina already had a lot to gain from the very start.
It certainly looked the part, because BMW had given it sleek, aerodynamic lines, though naturally it did not go without Alpina touches both outside and inside the car. The E31 was fitted with some clever suspension with Bilstein dampers and Eibach springs. So at that point it had both the comfort and the driving dynamics, because the E31 delivered the ideal balance – while also leaving its rivals behind in that regard.
It had to be powered somehow, too – and what sat at the base was BMW’s 5.0-liter V12. It had an aluminum-alloy block and made somewhere in the region of 300 horsepower. Alpina made their changes first raising the output to 350 horsepower, and later increasing displacement to 5.7 liters (410 hp).
It was essentially a ‚double straight-six,’ as it had two distributors, a set of ignition leads for each bank of six cylinders, and a twin air-filter setup of the kind you would normally associate with that layout. The crankcase had been designed specifically with a V12 in mind, but the block itself, the crankshaft, the connecting rods, and all the manifolds remained unchanged. The pistons were thrown out and replaced with ones of higher compression, enlarged intake valves were fitted – they lifted higher and with more aggressive timing – and Bosch ECU control was added as well. Aside from the manifolds, the entire stainless-steel exhaust system was completely new.
The gearbox remained the same 4-speed automatic as in the 5.0-liter BMW, but Alpina reworked its programming so it could fully exploit the car’s new capabilities. Later on (for the 5.7), there was a 6-speed manual Getrag, as well as ShiftTronic with an electronically controlled clutch. This is the only Alpina ever offered with such system.
Inside, there were bespoke made-to-order elements, special color options, and unique upholstery – beyond everything you could already get in the most expensive BMW E31s. Alpina drivers had their own seats and different interior trim than in a standard BMW. From the outside, the car differed only in the details.
Depending on the version, the car could accelerate from 0 to 60 in 5.5 to 6.4 seconds and reach as much as 174-186 mph. Even the 5.0-liter V12 variant was one of the fastest GT cars of its time. The B12 was something magnificent. It combined colossal, supercar-worthy power – but delivered it in a smooth manner – with the refinement of a luxury limousine.
The suspension modifications ensured excellent handling, while the might of the V12 delivered effortless acceleration and exciting sound sensations coming from the exhaust. The regular BMW 8 Series was already a magnificent GT, but the B12 stood above all of them in terms of technology and class equipment. The car remained stable at any speed, inspired confidence in the corners, and braked hard. All of that had to amplify the sense of certainty behind the wheel.
It was a strong entry into the fast GT market. The press fell in love with the car immediately. It hardly had any flaws, while the list of advantages seemed endless. It was a serious contender in this segment right from the start, because it combined Alpina’s craftsmanship with BMW’s underlying architecture.
Machine was prime and price for it was prime – but there was never a shortage of buyers for this car. Even its rivals had to give the Germans their due. People began to recognize the strength of this market segment, and before long, new large coupes would appear, all competing in performance, refinement, and exclusivity. In a way, Alpina opened everyone’s eyes to the true value of this corner of the industry.
The Alpina B12 E31 Coupe is now a true icon of the 1990s, and one of the better – yet also rarer – classics of the era. It stands as a symbol of Alpina’s peak achievements and of their collaboration with BMW. The finest blend of comfort and luxury with performance and emotion – sharpened with a touch of exclusivity. In seven years, fewer than 200 examples of both versions of this model were built. Today, it is a real prize for collectors, available only for very serious money.
Krzysztof Wilk All sources: it was a text retrieved from my lost webpage – sources will need to be filled later
Jednym z najszybszych aut ze znaczkiem Alpiny było B12 – i tak naprawdę istnieją dwa auta o tej samej nazwie. Alpina B12 w czterodrzwiowym sedanie na bazie BMW Serii 7, oraz Alpina B12 Coupe z Serią 8 u podstaw. B12 Coupe to typowe GT z górnej półki. Szybkie, wygodne… z odrobiną luksusu. Powstała po to aby zadowolić klientów, dla których zwykłe BMW to za mało. Zwracając się w stronę Alpiny, mogli oni czuć się w pewien sposób ekskluzywnie, wciąż zachowując zaawansowaną inżynierię tych niemieckich pojazdów i niebanalne właściwości jezdne – a nawet mogli czuć poprawę względem zwykłej Serii 8.
Serię 8 zaprezentowano w 1990 roku jako następcę BMW Serii 6 E24. To nie było auto czysto sportowe, ale właśnie duże GT z V8 bądź V12. 850i stanowiło bazę dla Alpiny B12 5.0, ale kiedy BMW Motorsport przedstawiło swoje 850CSi to było tak dobre, że wtedy Alpina właśnie na nim dokonywała zmian budując B12 5.7 Coupe.
Coupe Alpiny dosępne było wyłącznie jako V12 i miało niesamowicie trudne zadanie, bo czekała na nie solidna konkurencja zarówno z kraju, jak i zagranicy. Na rynku obecne było Porsche 928 – od 1992 roku jeszcze w wersji GTS z większym V8 jedwabiście zapodającym 350 wesołych koników co najmniej. 5.5 sekundy do setki, to wciąż wolniej jak Kwaśniewski, ale już niebezpiecznie blisko Testarossy tamtych czasów (512TR robiło 5.0s). A przecież Porsche to GT 2+2 a nie supersamochód. Dlatego pod względem osiągów rywalizacja była zaciekła.
A jeśli chodzi o prestiż… Po niemieckich autobahnach jeździło również coś takiego jak Mercedes 600 SEC. To była S-Klasa w wersji Coupe – 3 generacja o kodzie W140 (C140 dla Coupe) i to tam już było 6 litrowe V12 o mocy 400 koni (bądź prawie 400 – w zależności od wersji liftu). No to kierowca takiego czegoś nie miał prawa narzekać na elastyczność swego pojazdu. A przechodząc do komfortu jazdy i wyposażenia, no to mam dwa słowa do powiedzenia: S Klasa. Dziękuję za uwagę. Jakieś pytania?
Główni rywale Alpiny – Porsche 928 GTS z tamtych czasów, Mercedes SEC i Jaguar XJR-S
Można powiedzieć, że Gran Turismo to bardzo sztywno określona nisza, ale i na tej półce jest sporo miejsca do przetasowań. Konkurencja była bardzo różnorodna: nastawione na osiągi Porsche, luksusowy Mercedes oraz zrównoważony Jaguar. Każdy był naturalnym rywalem dla BMW, a Alpina musiała być lepsza od nich wszystkich. Dlatego wprowadziła do oferty ich alternatywę dla Serii 8 – bardziej ekskluzywną i dopakowaną na tyle, żeby zapewnić kierowcy wrażenia nieporównywalne do aut konkurencji.
Alpina dokonała zmian w estetyce pojazdu, ale i mechanicznych modyfikacji dla podkreślenia dominacji w osiągach. Architektura Serii 8 E31 to dobra baza do manipulacji. BMW 850i było bardzo przemyślanym autem (ja o nim zapewne niedługo też opowiem), dzięki czemu Alpina sporo zyskała już na starcie. Na pewno dobrze wyglądała, bo BMW miało smukłe aerodynamiczne linie, ale nie obyło się bez wstawek Alpiny tak na zewnątrz, jak i wewnątrz pojazdu. Do E31 dołożono kurwa sprytne zawieszenie z amortyzatorami Bilstein i sprężynami Eibach. To już wiemy, że ani o komfort, ani dynamikę jazdy nie ma co się obawiać, bo E31 stanowiło idealny balans – przy okazji dystansując rywali w tym temacie.
Coś musi go też napędzać – a jest to motor z 5-litrowym V12 BMW u podstaw. Miał blok ze stopów aluminium i moc w granicach 300 koni mechanicznych. Alpina przypudrowała nosek i temu misiu, podnosząc power do 350 koni, a potem litraż do 5.7L (410 hp).
To właściwie „podwójna szóstka”, bo ma dwa rozdzielacze, parę przewodów zapłonowych dla sześciu cylindrów i podwójny filtr powietrza z tego typu silników. Skrzynia korbowa była projektowana z myślą specjalnie o V12, ale sam blok, wał korbowy, korbowody i wszystkie kolektory – były niezmienione. Tłoki wyjebano i wstawiono takie o wyższym stopniu sprężania, dano powiększone zawory w dolocie – wyżej się podnosiły i miały agresywny timing – oraz sterownik ECU Boscha. Oprócz kolektora – układ wydechowy ze stali nierdzewnej cały był w ogóle nowy.
Skrzynia biegów pozostała tym samym 4-biegowym automatem co w 5-litrowym BMW, ale Alpina pozmieniała w niej oprogramowanie, żeby dała radę wykorzystać w pełni nowe możliwości pojazdu. Później (dla 5.7) wszedł nawet 6-biegowy manualny Getrag, jak i ShiftTronic z elektronicznym sprzęgłem. To jest jedyna Alpina kiedykolwiek oferowana z tym systemem.
We wnętrzu dostępne były elementy na życzenie, specjalne opcje kolorystyczne i unikalna tapicerka – już poza wszystkim co można dostać w najdroższych BMW E31. Kierowcy Alpiny mieli własne siedzenia i inne obicia wnętrza niż w BMW. Z zewnątrz auto różniło się tylko detalami.
Pojazd w zależności od wersji potrafił przyspieszać od 0 do 100 w 5.5s – 6.4s i osiągać do 280-300 km/h. Nawet wariant z 5-litrowym V12 był jednym z najszybszych GT swoich czasów. B12 było czymś wspaniałym. To połączenie kolosalnej mocy godnej supersamochodu – ale podanej w płynny sposób – z wyrafinowaniem luksusowej limuzyny.
Modyfikacje zawieszenia zapewniały doskonałe prowadzenie, a potęga V12 dostarczała bezwysiłkowe przyspieszenie i ekscytujące wrażenia dźwiękowe dochodzące od strony wydechu. Zwykłe BMW Serii 8 było wspaniałym GT, ale B12 to już nad każdym górowało technologią i klasowym wyposażeniem. Auto jest stabilne przy każdej prędkości, prowadzi się pewnie i mocno hamuje. To wszystko musi wzmagać pewność za kierownicą.
To było dobre wejście na rynek szybkich GT. Prasa od razu pokochała to auto. Właściwie nie miało żadnych wad a lista zalet się ciągnęła w nieskończoność. Mocny konkurent w tym segmencie już od początku, bo łączył w sobie rzemiosło Alpiny i architekturę BMW.
Cena była niemała – ale chętnych na to auto nie brakowało. Nawet rywale musieli oddać Niemcom, co należne. Dostrzeżono siłę w tym segmencie rynku i wkrótce pojawią się nowe modele dużych coupe prześcigających się osiągami, wyrafinowaniem i ekskluzywnością. Alpina w pewnym sensie otworzyła wszystkim oczy na rzeczywistą wartość tego rynku.
Alpina B12 E31 Coupe to już kultowe auto lat ’90-tych i jeden z lepszych – a zarazem rzadszych klasyków. Symbol szczytowych osiągnięć Alpiny i ich współpracy z BMW. Najlepsze połączenie komfortu i luksusu, z osiągami i emocjami – podrasowane szczyptą wyjątkowości. W 7 lat zbudowano niecałe 200 sztuk obu wersji tego modelu. Dziś jest kąskiem dla kolekcjonerów do dostania tylko za grube szekle.
Krzysztof Wilk Żródła: to odzyskany tekst z utraconej witryny – źródła są do uzupełnienia
In the early 1980s, the new DTM format replaced the old Deutsche Rennsport Meisterschaft races. DRM was initially popular, but over time it grew increasingly monotonous. The format allowed cars homologated under Group 2 and Group 4 regulations, which competed in races split into two separate divisions. Division 1 was designated for models with engine displacements of 2 liters and above, while Division 2 was reserved for cars with engines under 2 liters.
In the 1977 season (roughly halfway through the format’s lifespan), cars homologated under Group 5 were allowed into the competition. These were spectacular machines to watch, but in practice, the category lacked serious rivals. This so-called Super Silhouette class featured extremely expensive, turbocharged cars with advanced aerodynamics. Not everyone had the capability to build such a car—let alone fund and maintain a racing program of that caliber. As a result, while they were crowd-pleasers, they rarely made appearances on race tracks.
DRM was known for Group 5 Supercar racing | autonatives.de
The Super Silhouette era, however, was only the latter half of the DRM. The series began in 1972 as a battleground for touring cars (Group 2) and GT cars (Group 4). Division 2 provided an entry point for less experienced manufacturers, but the main attraction was Division 1, featuring large-displacement engines. The grid included cars like the Porsche 911 and Ford Capri, as well as entries from Autodelta, De Tomaso (5.8 liters), the 7.0-liter Camaro, and various BMW models.
DRM Golden Era
Although the races were primarily domestic, they were anything but dull. Generous prize money began to attract more international drivers, and teams started employing increasingly advanced strategies. As a result, the DRM evolved from a purely German championship into a prestigious international motorsport series. It was there that drivers like Hans-Joachim Stuck, Hans Heyer, and Klaus Ludwig honed their careers. DRM also played a key role in the development of legendary models like the Carrera RSR, Escort II, and BMW 3.0 CSL, while helping establish powerhouse teams such as Schnitzer, Zakspeed, and AMG.
Zakspeed Capri
The problem was that, in later years, naturally aspirated cars stood no real chance of fighting for victory. This applied to nearly all entries, but especially to the smaller cars in Division 2, which were completely outclassed. 1977 marked the first season under Group 5 rules. These races carried more prestige than even the World Championship at times — but often there just weren’t enough of these machines to fill the grid.
Porsche 935
We’re talking about cars like the Porsche 935, Celica Turbo Group 5, BMW 2002 Turbo, and Escort RS 1800. All of them struggled with early development issues. The cars often broke down, and teams, short on funds, would drop out mid-season. Some of these machines only showed up once or twice the whole year. Very few could run a full campaign with one of these beasts — let alone do it successfully.
Team Schnitzer Celica Turbo
DRM – What went wrong?
The minimum number of cars required to run a race was 10 — and for Group 5, that was often a struggle. Vehicle preparation was hit-or-miss, and new models meant to replace the old ones didn’t always live up to expectations. These cars cost a fortune, yet couldn’t be relied on at all — often turning out to be a very expensive gamble. Lancia joined the fight with the Beta Montecarlo, and BMW brought in the M1, but it was Porsche that dominated with the 935, especially the K3 version.
Lancia Beta Montecarlo
The DRM series gradually lost its competitive edge. It became a shadow of its former self — a far cry from the wild, barely regulated Group 5 monsters of the 1970s. By the end, the grids were mostly made up of BMW teams, Ford Capris, and Porsche 935s. Porsche had no real rivals for years, and the format stopped generating excitement. Eventually, organizers decided to completely overhaul the series, shifting to a single-division format under Group C regulations. That’s when everything changed. Supercars like the Porsche 956 and Ford C100 entered the fight — and Internationale Deutsche Rennsport Meisterschaft (IDRM) was born.
There was no longer a place for touring cars in this new format. For two years, they were pushed aside to race in the Rennsport Trophäe, waiting for 1984 and the debut of what we now know as the DTM.
BMW M1
DTM 1984 Rounds 1-3
DTM – What exactly is that…
The new format didn’t initially carry the name we know today. For its first two seasons, the series ran as the Deutschen Produktionswagen Meisterschaft (DPM). It wasn’t until the third edition that it officially became the Deutsche Tourenwagen Meisterschaft — the German Touring Car Championship (DTM — and for simplicity, I’ll stick with that name from here on out).
DTM quickly established itself as the premier racing series in Germany. It’s worth remembering that Super Silhouette was introduced to DRM to boost excitement, but DTM ended up outshining the Group C races in no time. That just proved that touring car racing had the greater potential.
Harald Grohs – the victor of the first DTM event – behind the wheel of his BMW 635 CSi | netzwerkereins.com
IDRM inherited the high costs of DRM, which was already a major issue from the get go. DTM, on the other hand, was much cheaper to run and take part in. The races followed Group A regulations — maybe not the most flexible in terms of modifications, but perfect for keeping costs down and lowering the entry barrier. That’s a big plus when you’re building a series from the ground up.
It also helped attract a wide range of participants. And over time, the rules could be tightened or expanded to boost the spectacle — which is exactly what happened.
… and why is it so good?
There’s no other branch of motorsport where the competition is this tight. Outside of spec series — where everyone drives the same car, like PROCAR — or American-style oval racing like NASCAR, DTM really stands out. It’s hard to pick consistent favorites, because even older, well-sorted machines can hold their own.
In any given race, there might be 15 drivers realistically fighting for the win. Sometimes, a 2- or 3-year-old car can still take on the latest machines and end up at the top of the season standings. In its very first year, drivers behind the wheel of seven different car models fought till very late phase of the season with everyone holding good chance for the title.
DTM rounds quickly went from being warm-ups before Formula 3 weekends to becoming the main event. It earned the nickname: “Formula 1 of touring cars.”
Volvo 240 Turbo | wheelsage.org
The format turned out to be a perfect hit, as it allowed organizers to keep the racing extremely competitive. Cars were regulated in terms of minimum weight and tire width. A ballast system was introduced — dominant vehicles could receive up to 120 kg of extra weight, while engines with three or more valves per cylinder started off with a 70 kg penalty. Meanwhile, underperforming teams were allowed to lighten their cars, which encouraged less experienced drivers to join the grid.
As a result, a single race could see up to 40 cars on the starting grid, with championship points awarded to the top 18 drivers. Many teams entered the competition completely from scratch. Not all drivers were professionals, and the field featured cars based on 16 different production models — a level of variety unmatched anywhere else. Opels and BMWs alone could be seen in at least three different variants during a single race.
Round 1 – Zolder – Have you been to the opening?
Zolder – what is it?
The season kicked off on March 11 with a race at the Zolder circuit. Over 3,000 spectators turned out to watch the action. The race consisted of 24 laps on the 4.3 km track, totaling roughly 102 kilometers at an average speed of 125 km/h. Drivers behind the wheels of Rovers and BMWs were considered the favorites going into the event.
Zolder layout | racingcircuits.info
The Belgian circuit hosted the season opener in March, and conditions were brutal — drivers had to brace for both rain and snow. The weather caught many off guard, with some cars proving unfit for competition altogether. A few entrants were even excluded by the organizers; for example, Alfa Romeo teams had to replace their exhaust systems just to meet the decibel limits. In the end, 24 drivers lined up on the grid, and 18 made it to the finish — meaning every finisher walked away with points.
The start of the first DTM event | snaplap.net
24 cars on the grid was a strong showing — especially considering this was an entirely new racing series. The most common sight? BMWs. German teams had already been running the E24 635 CSi in the ETCC, and the proven platform seemed like the perfect fit for the national championship.
But BMW wasn’t alone. It now had proper rivals in the form of the Rover SD1 and American Muscle like the Ford Mustang and Chevrolet Camaro. Alfa Romeo showed up too, but — like a few other smaller contenders — just didn’t have the cylinder count or engine capacity to properly challenge the Bavarians.
Belgium Race
Rover had a V8 under the hood, and both Jörg van Ommen and Olaf Manthey secured strong qualifying spots – first and third on the grid. Splitting them was Hans-Joachim Stuck in a BMW, who dominated most of the race from the start. But just two laps before the finish, disaster struck: he lost a wheel. That opened the door for Grohs, who swept past and cruised to victory with nearly a 30-second lead.
Rover’s troubles kicked in early – likely due to poorly chosen tires. They wore out too quickly, but with that unpredictable weather, it was a total gamble. Some teams hand-cut treads into slicks, others gambled on full rain tires. It was chaos. Meanwhile, Alfa took a serious power hit from their hastily zip-tied exhaust replacements. As for Rover, they also struggled with power in this first round and couldn’t crack the top five. BMW swept the podium with Grohs, Schneider, and Strycek taking the honors.
Round 2 – Hockenheim – And the winner is…
Hockenheimring Baden-Württemberg
April 8 brought the Jim Clark Rennen – a DTM round held at the Hockenheim Motodrom. Compared to the Belgian opener, this was a much faster and longer circuit. At the time, it stretched 6.8 km per lap, with average speeds around 157 km/h. Drivers had to complete 15 laps, which again meant just over 100 kilometers at serious pace. It was also the first real opportunity for the Foxbody Mustang to bare its teeth.
Hockenheimring layout from 1984 – you can see long straights favouring fast cars | wikipedia.org
How did it go?
In the April race, 33 drivers lined up at the start, and the action was way more intense than in Belgium. Van Ommen once again secured pole position, with Olaf Manthey lining up beside him in the second Rover. Grohs, piloting the E24 BMW, started just behind them. Early on, five drivers broke away from the pack while further back, Jürgen Fritsche struggled with brake issues – his Kadett GT/E clipped two other cars entering the chicane and didn’t finish the race. The Foxbody showed promise with the fastest sector times but ended up heading home early too, plagued by both ignition problems and tire trouble. Just brutal luck.
Race two: SD1 Rovers take on a BMW 635 | YT: KhS Ralf Schmitz
Despite the best efforts of the Rover SD1 drivers, it was Grohs in the BMW who crossed the finish line first. Behind him came Volker Strycek in another BMW 635 CSi, followed by Peter Oberndorfer in the Alfa Romeo GTV/6. But the drama didn’t end there – Grohs’ CSi was found to have illegal valve lift on at least two cylinders, leading to his disqualification!
What made it especially controversial was that the engine came straight from the factory – identical to what other BMW drivers were using. Still, only Grohs’ result was scrapped; the rest of the standings were left untouched. As a result, no one was moved up to claim victory. The race officially ended with a second and third place… but no winner. Fans saw 23 cars cross the finish line – and not a single one take the win.
Runda 3 – Avus – Buy one get one free
Autobahn racing? Shut up and take my money!
Berlin, May 13. Five thousand spectators followed the action as 27 crews lined up for the third round of the DTM, run over two heats. One lap was a long sprint covering 8.1 km. The Automobil-Verkehrs- und Übungs-Straße was, in essence, a historic racetrack (in the sense that it’s no longer in use), built along a stretch of highway running through Berlin. It consisted of two long straights ending in loops. Straight, hairpin, straight, hairpin – and that was it.
Ever simple AVUS racetrack was an Autobahn race in the essence | racingcircuits.info
A very distinctive track. It was built in 1921, and back then the full layout was nearly 20 kilometers long. I mean… that’s a really long straight. After the war, it was shortened to around 8 km, but it still remained one of the fastest circuits out there, with average race speeds hitting 180 km/h. Naturally, in a race like this, everyone bets on the big American muscle cars with massive engines. BMWs and Rovers have to play catch-up, while the Alfa Romeos and Kadetts can only really hope to grab a few points at the back of the grid.
AVUS round was a chance for Mustang 5.0 | netzwerkeins.com
Race results
27 cars lined up for the event, but the race format was a bit different this time – two heats of 7 laps each, with half-points awarded per race. Van Ommen started from the pole for the third time in a row and fought hard right up until the final lap, where a late braking move cost him dearly. He damaged his Rover, smashing the oil pan and steering rack – though he still managed to finish second. Unfortunately, the car wasn’t fit for the second race.
The Mustang, with its 5-liter V8, was right at home on this fast and wide circuit. Manfred Trint made perfect use of that power and dominated the first heat, finishing more than 4 seconds ahead of anyone else. Third place went to another muscle car — a 5.7-liter Chevrolet Camaro Z28. Driver Peter John had started way down the grid but climbed his way to the podium through consistent, smart driving.
The second heat was even more dramatic. Trint’s Mustang took the lead early, but then blew out both front tires and had to limp back. That opened the door for six drivers to battle it out for the win. The brakes on the Camaro gave out completely – and it slammed straight into Grohs’ BMW, ending the race for both of them.
That left four cars fighting it out to the line – and they finished practically on top of each other, with less than a second separating first from fourth. The Rover finally earned its moment, picking up half-points for the win. Von Bayern and Strycek followed close behind in their BMWs.
Epilogue – BMW and Rovers: old but still fierce
BMW E24 635 CSi
The new DTM series (then called DPM) was packed with adrenaline right from the start. The first race didn’t go exactly as everyone hoped, but each following event brought more excitement and variety. It quickly became clear that to win, you needed at least 3 liters of engine capacity. Rovers and BMW CSi ruled the field with their 3.5-liter engines – whether inline sixes or V8s – no matter the configuration.
BMW 635 CSi was the strongest contender in early DTM | wheelsage.org
Despite the presence of newer models, the BMW 635 CSi was one of the best cars of the 1980s and enjoyed the greatest trust from drivers. It’s no surprise – this car produced nearly 300 horsepower, was lighter than its American competitors, and despite its considerable size, it proved itself three times over in European ETCC races. And in the DTM, it had to carry extra ballast! Yet, full factory support and a refined design gave it the edge it needed.
Rover SD1 (3500/Vitesse)
The Rover Vitesse also got off to a strong start. Van Ommen may not have won, but he started at the front in three races. Like the BMW drivers, he relied on a proven design. The Rover Vitesse had the same advantage in engine displacement and similar power output. In fact, both models competed directly against each other in the same market segment.
Rover was very simple, but it was a well designed machine | wheelsage.org
Rover, however, had a serious ace up its sleeve – one that, if used right, could really shake things up. On paper, the car seems too big and heavy to be a serious race contender. The thing is, the SD1 model is a perfect mix of simplicity and modernity, and the Vitesse variant holds huge potential. These cars still run with a solid rear axle, but their V8 engines featured fuel injection, which meant drivers of these models would continue to show strong performances for quite a while. You just wait.
The early rounds of the Deutsche Tourenwagen Meisterschaft already gave us a taste of what these cars and their drivers were capable of. After three races, the overall standings looked like this:
Points
Driver
Car
42
Volker Strycek
BMW 635 CSi
24
Leopold von Bayern
BMW 635 CSi
22
Jörg van Ommen
Rover Vitesse
20
Harald Grohs
BMW 635 CSi
18
Udo Schneider
BMW 635 CSi
Krzysiek Wilk — — — Credit to all the sources used in creation of this text: T Voight – DTM: The Story – the official DTM book | M Buckley – The Complete Illustrated Encyclopedia of Classic Cars | D Lillywhite – The Encyclopedia of Classic Cars | The Kingfisher Motorsports Encyclopedia | R Nicholls – Supercars | ultimatecarpage.com | touringcarracing.net | wheelsage.org | wikipedia.org | autozine.org | carandclassic.com | supercars.net | silodrome.com | autonatives.de | FB: EasternBMW | snaplap.net | YT: KhS Ralf Schmitz | netzwerkeins.com | racingcircuits.info and likely I forgot about someone as well…
M1 was a BMW’s halo car between 1978-1981, and even though it had some production issues, enough examples were made for Germans never to worry about the Group 4 homologation. BMW then tried to rival the Group 5 Porsches, but the fact was – the M1 was never designed as a Motorsport vehicle, be it race or rally car. Late ’70s though, rally racing got really popular everywhere in Europe – including France – and France housed numerous tarmac events. A local BMW division decided to up their image by launching the brand’s flagship sportscar’s rallying program. Oreca Team was signed and that was the most fruitful privateer cooperation then.
The M1 Group 4 Rallye was a platform for many high-performance systems from the – now defunct – Procar examples. That’s why the two configurations didn’t really differ that much in specification or performance. The road-going M1 was already a big and wide car, but for the rallying it gained additional 10 cm. New were the fiberglass spoilers and wheel-arches. When they had to, BMW sold their actual Procar M1s as road-legal homologation specials. The M88-series Straight 6 generating 277 bhp from factory, now in rally trim was capable of 430 figure. None had such power as the BMW. All of it was sent to the rear via the close-ratio 5-speed. Its brakes had enlarged aluminum calipers. The French started racing this thing in 1981. Bernard Darniche – 5 times the French Champion, twice the European. The man who won every event on the French soil since 1975 – he drove an HF Stratos then – now in a Group 4 M1 he doesn’t finish the race. The car’s suspension doesn’t make it. It’s a bad sign…
Oreca Team got a new sponsor for the year 1982. The cars with Motul stickers are preparing for Tour de Corse and… well, Corsica is known for numerous narrow corners – often tight or very tight. The BMW was big, with huge power and a tiny handbrake that could do fuck all. Darniche tried his best but the oil pump failed this time. And the whole season was like this. ONCE they make it to the finish line – they make 9th place in German ADAC Rallye Vorderpfalz. Fritzinger Klas drove a similar M1 variant then and even managed 2nd.
Darniche had a flawless sports career… until he sat behind the wheel of that M1. At the end of 1982 he said “fuck it – I care not!” – and BMW was forced to find another victim in his place. France had one more motorsport legend – Bernard Beguin – thrice the France Champion and once for the EuroReich. He was also a 911 veteran, for his SC/RS campaign. With the year 1983, all Group 4 cars transferred to Group B and so did the rally M1, but the car itself didn’t suffer any changes. All they did was, they offered the Procar parts as Evo and that was it. The M1 Evo never came to be, cause that would require another 20 examples physically built to the new standard and the Germans said – “why, absolutely!” – and they redirected their funds elsewhere.
Bernard Beguin made his starts in 1983’s edition of Rally Corsica and… what this time? The engine, of course. The car, again, failed to deliver and it could not finish a single event that year. On a plus side: Beguin managed to complete clean runs – never crashed even though the size of car itself was massive. If only it could last till the end – you could clinch some points with that thing. But the 1983 season… Jesus Christ, don’t even make me start… BMW prepared special upgrades for brakes. A new VO system – dedicated for tight handbrake corners. Spoiler alert – didn’t help shit, because the car still kept retiring early from events. In the final – Rallye d’Antibes, M1 got just 33s behind a Lancia 037.
All in all, BMW was too big for rallying – even dry tarmac. Too heavy, unreliable and generally expensive to run. The rally world was quickly flooded with Group B supercars – highly advanced off-road beasts – and the Germans could pack their shit and go home. Oreca Team surrendered without even trying to address the new rivalry and Beguin returned to Porsche, successfully restarting his 911 campaign. He even managed to win some wins for the BMW in a Group A M3 between ‘87-’89. And the M1? Its papers expired in 1986, so till that moment, it still fought in private hands. There was a time when BMW was the most powerful rally car in the world. Too bad – that’s only numbers in the Excel. And in reality? Not as competitive.
Krzysztof Wilk All sources: favcars.com | wheelsage.org | wikipedia.org | ultimatecarpage.com | Top Gear: The Cool 500 – The Coolest Cars Ever Made | M Buckley – The Complete Illustrated Encyclopedia Of Classic Cars | autozine.org | rallygroupbshrine.org | carthrottle.com |
The touring car championships started in the early ’60s and the format quickly grasp the hearts of both the fans and manufacturers. It was a chance to show your muscles on a racetrack – and the audience could see the drivers fight head-to-head. The early stars were Alfa Romeo Giulia and Ford Cortina, but the rules were often changed, so the 2-door Alfa GTA or BMW 2002 could be allowed. All you had to do was to sell 1000 examples to get the paper. End of the ’60s, Alfa Romeo was the largest player in ETCC, but in their shadow others emerged. Ford and BMW grew strong enough to engage in such an epic battle, that it will shape this format for years to come.
Let’s start with defining what a touring car is. At the time Porsche tried to make their 911 legal, but it’s backseats were too small to ever consider it. Giulia GTA though, or a BMW 2800 CS were almost as tight in the back, yet they could race. 911 drivers then had to be happy with a GT championships, and bigger coupes with a specified passenger space and manufactured in certain volume – they could be raced in ‚touring’ series. A few categories of those were devised for fair competition, and smaller cars could compete side by side with the bigger and more powerful vehicles in one event, as everyone was matched against similar rivals based on their gross weight. Year and year the rules had been polished, and one of the more important changes was allowing more extreme car upgrades after a given part was released in 100 examples.
The touring sport starts off and the BMW quickly change their focus from big 8-cylinder sedans that are expensive to make, and they start building more smaller and cheaper – well, relatively at least – 6-cylinder cars that would attract new niche. The new motors were also far better for racing, so much so, that as soon as in 1964 the Germans could successfully enter their machines in ETCC. And along with their sport campaign, they managed construction of the very same motors for single seater and sports prototype purposes. At some point BMW had a chance to show their support to one of the local marques – Alpina – and help them enter their own racing team in same format, right next to Works BMW racing program. And the ’50s were shit, but later BMWs started actually winning and for some time you couldn’t see any end to the mayhem those cars were bringing on European tracks.
European Ford sent the very new Capri Coupe to fight the German flood, and it entered ETCC in 1970. It was both light AND with a powerful 6-cylinder engine. When Alpina guys saw this shit, they decided to devise a proper racing 2800 CS iteration. 3 enormous Weber carburetors, 3-litre V6 screaming out 300 bhp – and that was not enough to catch up with the Ford! The Germans then made such far going modifications that their car had to undergo another homologation process. They made it lighter, changed the carburetors to a Kugelfischer fuel injection – that alone upped the power to 335 bhp. And Alpina could do a lot, but making 1000 examples for the common folk was too much. In order to get their cars homologated, it was the BMW who took that responsibility upon themselves – otherwise they wouldn’t be allowed to race the Ford at all.
To minimise the risks, the BMW hired the Ford Motorsport Director Jochen Neerpasch, an icon that put the grounds for what we will later know as BMW Motorsport. They made huge modifications on the latest 3.0 CSi – that is how under BMW Motorsport Department’s wings – the 3.0 CSL was born. Its name meant Coupe Sport Leicht (Lightweight Sport Coupe) and the Germans removed everything from it. The bonnet, boot and the doors were all aluminium. The poor people could buy a 180 bhp variant of a 3-litre sport coupe, but starting in 1973 the CSL could be obtained with a more powerful 3.2-litre motor. Now we think of it as a flamboyant batmobile-looking vehicle, but truth be told, none of the road cars ever stood next to those spoilers. They were necessary and very purposeful on a racetrack, but very much illegal in public. However… if you managed to purchase one of such cars in a dealership and took it home, you could then open the boot and find a nice surprise the Germans had a fancy leaving there in form of an 8-step instruction on how to transform your generic BMW road car in a fucking batmobile!
Racing CSLs were ready to fight in 1973, and after the season started they had their displacement increased from 3.2 to 3.5-litre, as well as a new 5-speed Getrag transmission in place of the previous 4-speed gearbox. All in all, the new car was over 150kg (330lbs) lighter than Alpina’s initial car and 75 bhp more powerful. Such cars in BMW Works liveries, the M-Sport colors we know all too well, as well as Alpina and Schnitzer paints – they took the challenge of facing the mighty Ford. At the end of the season, it was Toine Hezemans in his 3.0 CSL who took the first prize, and BMW could live in glory as the new manufacturers champions.
Winter passed and both Ford and BMW used that time for their preparations. All changes were made by the book and with the 100 examples for public use to fulfill homologation requirements. Both sides had Double Overhead Camshaft, 4 valves per cylinder and their power increased to 400 bhp with eyes-fucking-closed. Ford changed their aero, so that it could stand a chance against BMW’s extreme downforce. Bad news – global scale oil crisis reached another level and it took its toll in motor racing. Both the Ford and the BMW were absent for the first round of the season, but they could compare their dick size in the second race – and with the machines in their strongest variants. The Ford chose to sacrifice some reliability for more performance, but the BMW was the hit! 10 out of 10 CSLs that entered the Nurburgring race – never crossed the finish line. Zakspeed team Escort had no rival for the first place run. After such display, the Germans said ‚Auf Wiedersehen you fuckin-…’, well you know… and they retired from that format. Hans Heyer was the best that year and he drove an Escort.
Ford followed the BMW eventually, and they quit with the end of the season. Year 1975 was left to the private teams – 24-valve CSLs still raced in Schnitzer or Alpina’s colors. The latter did even win the driver’s title. Nonetheless, year 1975 shows how quickly the whole format can go to shit. First they changed the homologation rules to cut the costs for following season and suddenly 4 valves per cylinder are a no-no, same with the huge spoilers. Can’t have anything anymore. The last CSLs with 3.2-litre motors and 4-speed transmissions stood strong till very late – successfully fighting off even the new racecars. People even took some 24V variants overseas to enter IMSA GTO format in America and win points in Groups 4 and 5.
Krzysztof Wilk Na podstawie: favcars.com | wheelsage.org | ultimatecarpage.com
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