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| 1970 BMW 2800 CS (Nurburgring 300 Km, 1970): Over shadowed by the 3.0 CS series of cars, the 2800 CS was a successful model in its own right both on and off track, being produced from 1969-1971. While not extremely fast, the 6-cyl. 2.8L engine produced 196 Hp and was successful in GT racing. The BMW Alpina team car driven by Gunther Huber finished 1st at the ADAC 300km at Nurburgring in 1970, along with the Brno GP and Spa 24-Hours. Model by SPARK 1/43 |
1970 BMW 2800 CS (Le Mans 1972): The 2800 CS was discontinued in favor of the 3.0 CS in 1972. The 3.0CSL racing version was introduced in May 1972, but did not reach the necessary homologation numbers late that year. Schnitzer used a 3.0L six-cylinder from the 3.0 CS (340 bhp) in place of the standard 2.8L in the 2800 CS with lightened body panels. Schnitzer campaigned the car in Group 2 in the ETCC, DRM beginning in 1971 and at Le Mans in 1972. Even though lightened, the 2800 CS was still heavier than its main rival, the Ford Capri. At Le Mans, the car was driven by Rene Herzog and Hans Heyer. They qualified 41st and had worked to 25th place before retiring in the 6th hour with no oil pressure. One of two 2800 chassis that Schnitzer Motorsport campaigned, it is still run today in historic racing events. Model by PROVENCE MOULAGE 1/43 |
1970 BMW 2800 CS (Le Mans 1972): Josef and Herbert Schnitzer formed their BMW Motorsports business in 1967 and continued racing and developing BMW's for themselves, BMW and customers until 2021. BMW dealers in Bavaria, Schnitzer, along with Alpina would be the lead BMW tuners and racing privateers for over 50 years. While Schnitzer would eventually take over the running of BMW Motorsport, in 1972 the factory had just formed their own racing team and funding for privateers like Schnitzer was minimal. Ironically, it was BMW's withdrawal of support for Schnitzer in 2021 that led to the team's eventual liquidation. In 1972 however, the Schnitzer-Motul racing team developed one of two ex-works 2800 CS chassis and entered this car at Le Mans until they could get their hands on a 3.0 CSL. Model by PROVENCE MOULAGE 1/43 |
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| 1973 BMW 3.0 CSL (Coupes de Spa, 1973): Back in the days when F1 drivers also drove GT cars, or whatever else would help put money in their pockets, Niki Lauda drove for Alpina BMW in the 1973 European Touring Car Championship (ETCC). He was a year away from his breakthrough F1 drive with Ferrari and the opportunity to drive ETCC cars for Alpina was a great offer. Especially when later in the year they acquired Jagermeister sponsorship. He was usually paired with Hans J. Stuck in the endurance event and the pair won the first race of the year at Monza. Model by SPARK 1/43 |
1973 BMW 3.0 CSL (Coupes de Spa, 1973): In 1973, Group 5 cars were allowed in the ETCC, which along with the Ford Capri RS, dominated the competition. Alpina had helped BMW develop the 3.3L six-cylinder 3.0 CSL and extracted 360 hp from its engine. As a result, Alpina fielded a team of cars alongside the BMW factory entries, often doing better! As a warm-up race to the Spa 1000 KM, the Coupes de Spa was run on the Saturday. Lauda fought Jochen Mass for the lead, taking it for good when Mass' Capri lost a wheel and half-shaft near the race end. Model by SPARK 1/43 |
1973 BMW 3.0 CSL (Le Mans, 1973): Toine Hezemans and Dieder Quester finished the 1973 Le Mans 24 hours - 1st in class/11th OA in this BMW Motorsport entry. Lightwieght cars with aluminum doors and hood, the 3.0 six-cylinder grew to 3.5 and 340 to 430 hp and raced in the European Touring Car Championships as well as IMSA. The 3.0 CSL took six ETCC championships from 1973-1979. Model by SPARK 1/43 |
1973 BMW 3.0 CSL (Le Mans, 1973): Toine Hezemans and Dieder Quester drove this BMW Motorsport entry regularly in 1973 after Le Mans, in both the ETCC and ADAC. Their best finishes would be a first in class finish at the ADAC Nuburgring 1000 Km, a win at Paul Richard in the ETCC and 2nd at the Nurburgring 6-Hours Hezemans would win the 1973 ETCC Drivers Championship (Quester 3rd)and BMW the Manufacturers Championship. Model by SPARK 1/43 |
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| 1973 BMW 3.0 CSL (Paul Ricard 6-Hour 1973): BMW was out to win the European Touring Car Championship in 1973 and going into the 7th Round at Paul Ricard, there were seven factory and factory supported BMW's set to run the six-hour race. Jacky Ickx and James Hunt were enlisted to drive this brand new CSL for Jagermesister Alpina Racing. While it may seem today that this was a power duo, one has to remember that Ickx who was considered past his prime, had quit Ferrari's F1 team and did not have a regular F1 ride in 1973. Model by SPARK 1/43 |
1973 BMW 3.0 CSL (Paul Ricard 6-Hour 1973): Paired with Jacky Ickx, a young James Hunt was still a couple of seasons away from his F1 World Championship. No doubt there was talent there, especially Ickx who was an endurance racing champion. They qualified 5th and in spite of a flat tire and fluctuating oil pressure, they pressed on to finish 2nd, with CSL's finishing 1-2-3. The showing at Paul Ricard gave BMW what it wanted, a ETCC Championship. Race winner Toine Hezemans in a factory CSL won with Hans-Joachim Stuck and he won the Drivers Championship. Model by SPARK 1/43 |
1973 BMW 3.0 CSL (Le Mans, 1973): Three 3.0 CSL's were entered at Le Mans in 1973 to fight with the Ford Capris in Group 2. Two factory cars and the private entry of Herbert Muller's Schnitzer prepared car entered by the Swiss Wicky Racing Team. Driven by Swiss drivers Walter Brun, Cox Kocher and Jean-Pierre Aeschlimann, the car suffered an accident in practice with Brun at the wheel. Hastily rebuilt, starting 47th, it was the first retirement at Le Mans, retiring in the first hour after one lap with piston failure. Model by SPARK 1/43 |
1973 BMW 3.0 CSL (Le Mans, 1973): Walter Brun would drive the car for Herbert Muller Racing in several endurance events after Le Mans in 1973. It was repainted white and given the latest aero package and ran at the Nurburgring, Spa, Zandvoort, Brands Hatch saw top ten placements with the best result being 4th at the Paul Richard 6-Hour. It was sold to BMW-Alpina in 1974 and continued that season under its banner. The 3.3L SOHC of the 3.0 CSL produced 360 bhp in race trim. The 3.0 CSL race cars were 400 lb. lighter than the already lightened production road cars. Model by SPARK 1/43 |
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| 1973 BMW 3.0 CSL (Nurburgring 24-Hour, 1973 - WINNER): Alpina boss Burkard Bovensiepen was instrumental in convincing BMW to make the lightweight 3.0 CSL coupes. In total, 1,265 cars were built (mostly road cars) to homologate the 3.0 CSL for racing, with an eye toward Group 2 in the ETCC and saw the Ford Capri as its main competition. Eventually, the cars would have 3.5L engines producing over 200 bhp and the famous Batmobile aero package. Alpina was one of the main privateers who continued to develop and campaign the 3.0 CSL. Their sponsorship by Jagermeister in 1973 resulted in iconic liveried cars, which produced excellent results. Model by SPARK 1/43 |
1973 BMW 3.0 CSL (Nurburgring 24-Hour, 1973 - WINNER): Niki Lauda drove his third season for Alpina in 1973, in between his F1 duties to BRM. He was paired with Hans-Peter Joisten, one of Germany's best touring car drivers, at the ADAC Nurburgring 24-Hours. To improve safety and nighttime noise, in 1973 the race was run in two eight-hour stints with an eight-hour break between. Lauda/Joisten led most of the race held in wet conditions, finishing first after 95 laps of the 14.2 mile circuit. They were one lap ahead of their sister team car at the finish. Sadly, Joisten was killed in this car at Spa in the next race and the car written off. Model by SPARK 1/43 |
1973 BMW 3.0 CSL (Le Mans, 1973): This model was the start of my infatuation with the 3.0 CSL. Bought in the mid-1970's, it remains a valued part of my collection to this day. Model by SOLIDO 1/43 |
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| 1973 BMW 3.0 CSL (Le Mans, 1975): Herve Poulan asked his friend American artist Alexander Calder, to paint his BMW 3.0 CSL He would be racing at Le Mans in 1975. Using bold primary colors, Calder created what became the first "art car". Created shortly before his death, it also is one of his last works. It is broadly held as a Calder masterpiece in the art world as well as highly coveted in the automotive world as well. Model by PROVENCE MOULAGE 1/43 |
1973 BMW 3.0 CSL (Le Mans, 1975): Raced only once at Le Mans in 1975, the car driven by Herve Poulan, Sam Posey and Jean Guichet is now one of the most famous and certainly most valuable of any BMW (or perhaps any make as well). Qualifying the car 11th, Posey had the car in 6th place inside the first hour. Fuel delivery problems dropped the car down the field, the car's racing career lasting a little over 9 hours at Le Mans, before CV joint failure on the 73rd lap put it out of the race as Posey was working the car back up through the field. Model by PROVENCE MOULAGE 1/43 |
1974 BMW 3.0 CSL (Le Mans, 1974): BMW elected not to contest Group 2 at Le Mans in 1974 with factory cars. This left it to privateers to carry the flag for BMW at Le Mans that year. One of those cars is this CSL driven by Manfred Mohr and Martino Finotto. Finotto bought his ex-works lightweight CSL from BMW Motorsports and the car was entered at Le Mans by Jolly Club. Model by SPARK 1/43 |
1974 BMW 3.0 CSL (Le Mans, 1974): Manfred Mohr and Martino Finotto had qualified the car well (17th) at Le Mans in 1974, but had a long delay early in the race due to a gearbox problem. They had recovered 26 positions when in the 14th hour on Lap 156 the car was retired due to engine overheating. They were in 17th place at the time. Model by SPARK 1/43 |
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| 1975 BMW 3.0 CSL (Riverside, 1975): Nicknamed the "Batmobile" due to its flared fenders and large rear wing, the 3.5 CSL was a dominant force in road racing on both sides of the Atlantic. Sam Posey and Brian Redman took 2nd place at the IMSA Riverside 6-hour in this BMW Motorsport entered car. Posey and Redman were regular BMW drivers in 1974-76. Model by MINICHAMPS 1/43 |
1975 BMW 3.5 CSL (Silverstone, 1976): Model by IXO 1/43 |
1975 BMW 3.5 CSL (Silverstone, 1976): Model by IXO 1/43 |
1975 BMW 3.0 - 3.5 CSL Chassis 2275988 |
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| 1976 BMW 3.5 CSL (Le Mans, 1976): BMW Motorsports entered this Schnitzer prepared car (Ch.#2275982, one of the three BMW backed private 3.5 CSL's, along with its own factory entry in Group 5 at Le Mans in 1976. This car driven by Dieter Quester, Albrecht Krebs and Alain Peltier retired in the 12th hour due to a broken crankshaft and resulting fire. At the time of its retirement, the team was in eigth position and was running a strong race against the Porsche Carrera RSR's. The Alpina entered 3.5 CSL finished 10th, the other three cars all retired. Model by IXO 1/43 |
1975 BMW 3.5 CSL (Le Mans, 1976): Sam Posey, Harald Grohs and Baron Huges de Fierlane drove this entry for BMW Motorsports backed Alpina entry at Le Mans in 1976 (Ch.#2275988). They finished 10th overall and 4th in the Group 5 class, depite losing seven laps to replaced a crecked windscrren. The doors on this car were so thin they flexed at speed, allowing exhaust fumes into the cockpit and making it hard for the drivers to breathe. The car had an extensive racing history, starting out as a factory entry at Daytona in 1975 and contested by Alpina in 1976. Model by SPARK 1/43 |
1976 BMW 3.5 CSL (Le Mans, 1976): After a successful career driving for others, Tom Walkinshaw formed his own racing company in 1976 (TWR) and began preparing BMW's for touring car racing. His company prepared this 3.5 CSL which he and John Fitzpatrick drove at Le Mans in 1976. Unfortunately, a fire in the 3rd hour took them out of the race. The duo raced the car in Group 5 of the World Championship for Makes in 1976, winning at Silverstone. The pair also drove at Daytona earlier in the year. Model by Spark 1/43 |
1976 BMW 3.5 CSL (Le Mans, 1976): A.S.P.M Tanday Music entered this BMW driven by Jean-Claud Justice and Jean Belin running in the Group 5 class.. They retired in the 13th hour due to head gasket failure, a problem that took two other CSL's out of the race. They were classified 37th overall. Model by SPARK 1/43 |
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| 1975 BMW 3.0 CSL: (Sebring, 1975 - Winner) BMW scored its first ever win in North America at Sebring in 1975. That win helped set forth a generation of success for BMW in motorsports competition. The original team set to drive this car was Brian Redman and Ronnie Peterson, with Sam Posey and Hans-Joachim Stuck in the second BMW Motorsports team car. Peterson ran into competition license issues and could not compete, so Allan Moffett replaced him for Sebring at the last minute, not having spent much time in the car. Before the twelve hours was over, all four BMW drivers would have a hand in driving the winning car. Model by SPARK 1/43 |
1976 BMW 3.5 CSL Turbo (Silverstone 1976): Ronnie Peterson and Gunnar Nilsson drove this entry for BMW Motorsport at the Silverstone 6-Hours in 1976. Silverstone was where BMW Motorsports rolled out the new 750 bhp, twin-turbo charged CSL designed to the new Group 5 rules. In total four 3.5CSL's were made, this being the only turbo powered one. In practice, it was not as fast as the Porsche 935, but despite a strong competition from other BMW's and Porsche's, Peterson qualified the car second. In the race, the car was leading when the transmission failed, unable to cope with the power of the turbo charged car. Despite that retirement, it was BMW's day as the Walkinshaw/Fitzpatrick 3.5 CSL won. The car ran again at Le Mans in 1976 but again failed to finish. It was campaigned by Bavarian Motors International at both Daytona (27th) and Sebring (DNF) in 1980, but it was no longer competitive. Model by SPARK 1/43 |
1976 BMW 3.5 CSL (DAYTONA 24 Hr., 1976 - WINNER): Peter Gregg and Brian Redman took 1st place at the 24 hours of Daytona in this car. I remember watching the CSL's run at Portland International in that era and were always one of my favorites. Brian Redman told me that Gregg got sick early in the race and that Redman drove the majority of the 24 hour race. Model by MINICHAMPS 1/43 |
1976 BMW 3.0 CSL (Daytona 24 Hr., 1976): David Hobbs and Benny Parsons teamed up for the 1976 Daytona 24 Hours, finishing 10th after having qualified 2nd in the first race of the 1976 IMSA season. After qualifying in second place and remaining in that position for much of the race behind the sister car of Peter Gregg and Brian Redman, a broken oil line and brake problems dropped the car out of contention for the lead. Hobbs and Parsons again raced the car at Sebring in 1976, but failed to finish. Model by TRUE SCALE 1/43 |
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| 1975 BMW 2002 Ti (Le Mans, 1975): Heidegger Racing Team entry at Le Mans 1975, driven by Daniel Brillat, Giancarlo Gagliardi and Michel Degoumois to 27th place overall and 1st in Group 2 Class. Heidegger specialized in 2.0L four-cylinder M12 engines for F2. BMW Motorsport had made an experimental lightweight 2002 prototype, which was purchased for Brillat and the fuel-injected M12 producing 260bhp was installed. The 2002 fought with a Mazda coupe for the first half of the race, outlasting the Mazda Capri challengers, taking the class win. Model by SPARK 1/43 |
1977 BMW 320i (E21): Eggenberger Motorsport campaigned this 320i during the 1979 ETCC series. Herbert Muller and Helmet Kelleners drove the Swiss entry to 3rd place overall and 1st in class (Div. 3) at the GP Nurburgring round of the series. It was a 1-2-3 sweep for BMW at the Nurburgring with BMW 3.0 CSL's taking the top two spots. It was a great result for BMW on its home turf. This Group 2 specification 320i had the 2.0L four-cylinder, fuel injected M10 engine, which produced 230 bhp and a top speed of 150 mph. Model by NEO 1/43 |
1977 BMW 320i Grp 5: When not racing in F1, like many drivers of the day, Hans-Joachim Stuck drove sports cars, primarily for BMW in the mid to late 70's. He drove this 320i entered by Faltz-Alpina, which was heavily assisted by the BMW factory, and won his division at the Deutsche Rennsport Meisterschaft series round at Nurburgring Eifel circuit in 1977. The success of the 2.0L 4-cylinder (a tuned BMW f2 unit), fuel injected Group 5 cars brought home the DRM Championship for BMW. Model by MINICHAMPS 1/43 |
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| 1978 BMW 320 Turbo: In 1979, Jim Busby Racing moved from Porsche 935's to the BMW 320 Turbo which Team McLaren had so successfully fielded in IMSA GT racing in 1977 and 1978. Busby purchased this 320 Turbo from BMW Motorsport, which had run the car in Group 5 events in Europe in 1978. The E21 chassis 320 is powered by a 2.0L turbo-charged 4-cylinder engine which produced a whopping 650 bhp from the BMW F2 derived engine. 1979 was the year of dominance by Peter Gregg in IMSA in his Porsche 935/79. The best finish Jim Busby would have in the 320, was a 2nd place finish at the Road Atlanta 100 Miles behind Gregg. I saw this car run at Portland in 1979 and rooted for it to topple the Porsche's. Busby moved to the BMW M1 for the 1980 season. Model by SPARK 1/43 |
1979 BMW M1 Procar: Niki Lauda won the inaugural BMW M1 Procar Series Championship which was a race series staged mainly as support races for F1, and organized by BMW Motorsport. It gave fans an opportunity to see a mix of drivers from various motorsport disciplines compete against one another in almost identical machines. The M1 was a collaboration between Lamborghini to build a production racing car and was sold from 1978-1981. It has a twin-cam 3.5L 6-cylinder engine. The layout is a mid-engine design capable of producing 273 hp in the street version, giving a top speed of 160 mph, with a turbocharged racing versions capable of producing around 850 hp. Model by MINICHAMPS 1/43 |
1979 BMW M1 Procar: BMW Motorsports built and campaigned five of the M1's in the 1979 Procar Series Championship. Mario Andretti drove BMW sponsored cars twice in the series, at Zolder and at Monza, failing to finish both times. To attract Formula One drivers to the championship, seats were guaranteed in the Procar races by cars which were entered by the factory BMW team. The five fastest Formula One drivers from Friday practice were assigned to the factory team, and were even guaranteed the first five grid positions for the Procar race. The other cars which ran in the series weer built by Oscella and campaigned by a variety of motorsport teams. Model by MINICHAMPS 1/43 |
1979 BMW M1 IMSA (Portland 100 Miles, 1981 - WINNER) : Dave Cowart and Kenper Miller campaigned this M1 in the 1980 and 1981 IMSA seasons with 1981 being the most successful, winning the GTO class in 12 of the 16 races. With its famous Red Lobster sponsorship they won at Portland, Laguna Seca, Lime Rock, Mosport, Pocono, Daytona 250, Riverside, Sears Point, Road America and Mid-Ohio, as well as running in the Daytona 24-Hours and Sebring 12-Hours. They finished the 1981 season as the GTO Division Champions. The car started out in 1979 in Procar, campaigned by BMW Italia and finished its career in IMSA in 1983, still taking a couple of GTO wins. This is how I saw the car run in Portland in 1981 to its class win, just ahead of local favorite Neil Shelton in his Porsche Carrera RSR. Model by MINICHAMPS 1/43 |
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| 1979 BMW-March M1 (Daytona 24-Hours, 1980): BMW collaborated with March to produce its Group 5 version of the M1. Designed by Robin Herd, the modified car had a monocoque chassis, wider track, larger front and rear spoilers and a longer rear end than the Gr. 4 M1. It was also made to be fitted with a turbo version of the 3.5 BMW M88 engine, to produce 800 BHP. The engine was not ready and testing in 1979 was disappointing. The car failed to qualify at Le Mans and its other two races were both DNF's. Sights were then set on the 1980 season. Model by SPARK 1/43 |
1979 BMW-March M1 (Daytona 24-Hours, 1980): Jim Busby ordered a new M1 for his private team for the 1980 IMSA season and was provided with this car (Ch. #003), one of the four BMW-March M1s built. He was looking for something more powerful than the Porsche 935, however, it was delivered with a normal Procar version, not the turbo. The car was entered for the Daytona 24-Hours and joining Jim Busby were Rick Knoop and Bruce Jenner (before he/she was Caitlyn). They qualified 18th alongside the factory entry in 17th. Both cars would DNF Model by SPARK 1/43 |
1979 BMW-March M1 (Daytona 24-Hours, 1980): The Busby M1 lasted 139 laps before a broken drive shaft took the car out of the race, the factory car retiring with the same problem on Lap 260. Busby would race the car again at Sebring (DNF-gearbox) but realized that in its current form it was not competitive. The turbo not forthcoming, Busby had a Traco Chevy V8 (6.6L-700 HP) put in the car for the next race at Road Atlanta (23rd). It became the first IMSA GTP entry, but the car proved too unreliable and difficult to drive, so Busby switched back to a Porsche 935, selling the M1 to Bob Gregg who raced it periodically (82-84) without success. |
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| 1979 BMW M1 (Le Mans 1984): One, if not the most successful racing M1, this car began its competition life in 1979 with the Swiss Eggenberger/Castrol Racing team winning the Kyalami 1000 Km with Helmut Kelleners driving. It was then used in the 1980 Procar series (2nd Monaco) and DRM in 1981 before being sold to Jens Winther, who raced it in 1982 & '83 in the new Group B division of the World Sportscar Championship, winning the GT class in most of the 1000 Km races entered (Silverstone, Spa, Nurburgring, Mugello, Brands Hatch) . Model by RECORD 1/43 |
1979 BMW M1 (Le Mans 1984): In 1984, Jens Winther teamed up with David Mercer and Lars-Viggo Jensen to run at Le Mans in Group B against the other M1's and Porsche 930's, where the team was favored to take the class win. Over shadowed by the faster Group C and C2 machines, they qualified 46th and had worked up to 35th before a broken exhaust and eventually suspension failure but them out of the race just after midnight. Despite the Le Mans set back, the car was raced the rest of the WSC season and continued its class winning ways. Model by RECORD 1/43 |
1982 BMW M1 Group 5 IMSA (Mosport 1982): BMW jumped back in to factory involvement in the IMSA series in 1982. For the sprint races, taking advantage of the IMSA regulations for the new GTP class, BMW entered their new March-BMW 81P, with its turbo-charged 2.0L engine. For the longer endurance events like the Mosport 6-Hours, they ran the BMW M1 in the GTO class. David Hobbs drove in all races for BMW that season and was joined by Hans-Joaquim Stuck for the enduros. This M1 was a ex-Procar tube frame M1 and one of the last ones built. Model by SPARK 1/43 |
1982 BMW M1 Group 5 IMSA (Mosport 1982): The M1 ran a normally aspirated 3.5L six-cylinder, which produced 470 hp. Even with lighter Group 5 bodywork, the car was still heavier than its main rival, the Porsche 935. Hobbs and Stuck failed to finish at Mosport and Watkins Glen and were 16th at Daytona. BMW left IMSA in 1983 to focus on F1. Model by SPARK 1/43 |
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| 1983 BMW 635 CSi (Monza 500 Km, 1983): BMW Motorsport entered one round of the European Touring Car Championship (ETCC) in 1983 and that was the opening round at Monza for the 500 Km race. F1 drivers Thierry Boutsen and Bruno Giacomelli placed the car 10th on the grid, finishing in 4th place overall. The remainder of the ETCC season, BMW left the running of the 635 CSi in the hands of privateers. Model by MINICHAMPS 1/43 |
1983 BMW 635 CSi (Monza 500 Km, 1983): BMW's main competition in the 1983 ETCC was Jaguar. While not as powerful as the 12-cylinder Jaguar XJS, the 635 CSi was lighter and used less fuel. In the opening round of the 1983 ETCC, the Schnitzer BMW 635 CSi fought a close battle with the TWR Jaguar. Trouble for the Walkinshaw Jaguar relegated it to second place at the finish, with the Schintzer BMW victorious. BMW's placed 3rd, 4th, and 5th through 9th after 500 Km at Monza. Model by MINICHAMPS 1/43 |
1983 BMW 635 CSi (Spa 24-Hr., 1983): Waterloo Motor Racing Gitanes entered two cars in the Spa 24 Hours, the 10th round of the 1983 ETCC. This car driven by Frenchmen Dany Snobeck, Alain Cudini and Alain Peltier qualified 5th fastest. There were 17 BMW 635's among the 56 starters of the race, which had a high attrition rate, which claimed both of the Waterloo cars. After its sister car exited the race, cracked wheel rims end this cars race in the 6th hour. A disappointing finish for a car that certainly showed it had the pace to win at Spa. Model by SPARK 1/43 |
1983 BMW 635 CSi (Spa 24-Hr., 1983): Despite strong opposition from the TWR Jaguar XJ-S', BMW reliability won the day at Spa in 1983. The Jaguars exited early on Sunday morning which allowed the Bastos sponsored BMW 635 CSi to cruise to victory, with one of the Schnitzer team BMW's finishing in 2nd. The third place Rover rounded out the podium. Not much is known about Waterloo Racing, Spa being its only 1983 outing. However, the trio of drivers were accomplished in endurance racing driving for leading privateers like Rondeau, Schnitzer, Kremer and others at Le Mans and Spa in particular. Model by SPARK 1/43 |
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| 1983 BMW 635 CSi (Spa 24-Hr., 1983): Entered by BMW Italia and the Swiss Eggenberger Motorsports, this 635 CSi was driven at the 1983 Spa 24 Hours by Eggenberger regular driver Helmut Kelleners, along with Umberto Grano and Johnny Cecotto. Kelleners would finish 3rd in the 1983 ETCC Drivers Championship. Qualifying 6th, the trio was leading the race and looked to be the sure victors, when the rear differential packed it in in the 19th hour, one of the last cars to retire. This handed the race to the winning BMW 635 CSi. Only 22 of the 56 starters finished the race. Model by SPARK 1/43 |
1983 BMW 635 CSi (Spa 24-Hr., 1983): Model by SPARK 1/43 |
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| 1983 BMW 635 CSi (Spa 24-Hr., 1983 - WINNER): One of two cars entered by the Bastos/Juma Racing Team at the Spa 24-Hours in 1983, the team would come away victorious with this car driven by the trio of Thierry Tassin, Armin Hahne and Hans Heyer. They won by eight laps over the second place Schnitzer BMW 635 CSi. Their average speed over 1,914.8 miles (488 laps) of the Spa circuit was 86.3 mph. Their sister car exited after 15 laps due to a broken rear axle. Dominant, BMW's would occupy five of the top ten places at Spa in 1983. It would also be the first of three wins for the 635 CSi at the Spa 24-Hours. Model by SPARK 1/43 |
1983 BMW 635 CSi (Spa 24-Hr., 1983 - WINNER): The 1983 edition of the Spa 24-Hours was another race of attrition, which severely impacted Juma Racing's rivals in Jaguars, Rovers and other BMWs. Of the 56 starters, 23 finished the race. Starting from third of the grid, the Tassin, Hahne and Heyer piloted car ran an almost flawless race and commanded most of the race, despite losing a wheel during the night. Each of the three drivers would go on to win the Spa 24-Hours multiple times during their careers, Tassin winning four times. Both Hahne and Heyer would drive for Jaguar, making them personal favorites. Model by SPARK 1/43 |
SPA 24-Hour Winners 1983, 1985, 1986 |
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| 1984 BMW 635 CSi (Zolder DTM, 1984): Walter Brun and Brun Motorsport campaigned this 635 Csi in the Deutsche Tourenwagen Meisterschaft (German Touring Car Championship, or DTM) was a touring car racing series in 1984 & 1985, which was run to Group A production car specifications. Model by AUTOART 1/43 |
1984 BMW 635 CSi (Zolder DTM, 1984): Brun Motorsports who also ran a Porsche 956C in Group C racing, had the distinctive Jagermeister livery like their BMW 635 CSi. Hans-Joachim Stuck, Jr. drove the car at the DTM Zolder race in 1984, finishing 13th. The 635 CSi usesd a 3.4L six-cylinder engine which produced 260 hp. In both the DTM and ETCC, the BMW was a fierce competitor. Model by AUTOART 1/43 |
1984 BMW 635 CSi (Donnington 500 Km, 1984): 1984 was Jaguar's year in the ETCC with dominance from the powerful TWR XJ-S cars resulting in seven wins over the twelve rounds and Tom Walkinshaw winning the championship. The BMW's, although underpowered, were reliable. At the third round of the ETCC at Donnington, the TWR cars occupied the first three places on the grid. The BMW teams were able to take advantage of two of their cars mechanical woes, which also sidelined the Rovers, allowing two BMW's to finish behind the winning Jaguar. Model by MINICHAMPS 1/43 |
1984 BMW 635 CSi (Donnington 500 Km, 1984): Hans-Joachim Stuck and Dieter Quester that paired together for most of the 1984 ETCC season in the Schnitzer 635 CSi, finished a close 3rd at Donnington behind the BMW GB CSi. The British car appeared not to be fully legal, but Schnitzer was not allowed to protest another BMW. Stuck and Quester would drive this car (Ch#RA2/034) together in eight rounds of the ETCC in 1984. The second Schnitzer team car, their best finish was second at Vallelunga and Zolder, with a well-earned 3rd place at the Spa 24-hours and 3rd again at the RAC Tourist Trophy. Model by MINICHAMPS 1/43 |
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| 1985 BMW 635 CSi (Spa 24-Hr, 1985 - WINNER): In a year when the Jaguar competition had left the ETCC for Group C, BMW struggled against the new Volvo 240 Turbo and the TWR prepared Rovers. They had almost decided to withdraw, feeling the 635 CSi was no longer competitive. Schnitzer stepped up again to field a two-car team and their efforts were rewarded at Spa with a 1-2 finish of their cars in the 24-hour race. Roberto Ravaglia and F1 drivers Gerhard Berger and Marc Surer drove this car (Ch#RA2/60) to victory at Spa. Model by MINICHAMPS 1/43 |
1985 BMW 635 CSi (Spa 24-Hr, 1985 - WINNER): In a race where the fastest Volvo suffered gearbox issues and all the Rovers retired, after many lead changes, this car driven by Ravaglia/Berger/Surer took the lead in the 5th hour and never relinquished it. They finished the 24-hours covering 500 laps around the 6.9 mile Spa Francorchamps circuit at an average speed of just under 90 mph. Berger would go on to set the fastest lap before the heavy rains on Sunday. Their sister car finished in 2nd , four laps down to the leaders. It was the shinning moment for BMW and the team sponsor BMW Belgium in the 1985 ETCC season. Model by MINICHAMPS 1/43 |
1985 BMW 635 CSi (Spa 24-Hr, 1985 - WINNER) |
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| 1985 BMW 635 CSi (Spa 24-Hr, 1985): The Spa 24 hours was held at the end of July in 1985. Up to that point, BMW had had little success in the ETCC. After the lead changed multiple times in the first five hours of the race, the winning BMW of Ravaglia, Berger and Surer took the lead and never gave it back. This, the second BMW Belgium/Schnitzer team car driven by Dieter Quester, Markus Oestreich and Johnny Cecotto would finish in second place, four laps down to their sister car. Model by SPARK 1/43 |
1985 BMW 635 CSi (Spa 24-Hr, 1985): Model by SPARK 1/43 |
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| 1986 BMW 635 CSi (Spa 24 Hrs., 1986 - WINNER): One of the fifty competition 635 CSi chassis built, BMW Belgium and Schnitzer Motorsports partnered to enter two cars in the 9th Round of the ETCC held at the Spa 24 Hours for Group A cars. The supremacy of the turbo charged cars was over by the 7th hour, as both the Fords and Volvos in contention dropped out. This left Rover and BMW to fight between them for the race lead. The Rovers eventually made long pit stops to fix rear axles, with one retiring and the other well off the lead. This allowed a trio of BMW's to lead the race to its conclusion. Model by SPARK 1/43 |
1986 BMW 635 CSi (Spa 24 Hrs., 1986 - WINNER): With the major competition out, the two Schnitzer BMW's led the race, with an Cibie sponsored Italian BMW in close pursuit. The leading BMW driven by Roberto Ravaglia, who would go on to win the 1986 ETCC title (and again in 1987 & 88) had to pit with a loose alternator. This allowed the sister car seen here, driven by Dieter Quester, Altfrid Hegler and Thierry Tassin to assume the lead which it did not relinquish. Their average lap speed on the 6.9 Mile Spa circuit over 24-hours was 89.6 mph (144.2 kph). Finishing second was the Italian BMW, followed by the second Schnitzer car of Ravaglia and F1 drivers Gerhard Berger and Emanuele Pirro. Model by SPARK 1/43 |
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| 1986 BMW 635 CSi (Spa 24-Hrs, 1986): Schnitzer while awaiting homologation of the M3, found 35 more horsepower for the in-line six (3.5L) for the 635 CSi, bring it to 334 hp; and putting the cars once again at the front of the grid of the European Touring Car Championship (ETCC) in 1986. The ETCC was heavily contested that year, with factory backed teams from Holden, Ford, Alfa Romeo, Maserati and BMW, with well-backed privateers in Rovers and Volvos. Spa 24-Hours was the 8th round of the ETCC in 1986 and this car was second on the grid at the start, sitting next to the TWR Rover Vitesse on pole. Model by SPARK 1/43 |
1986 BMW 635 CSi (Spa 24-Hrs, 1986): The trio of Roberto Ravaglia, and F1 drivers Gerhard Berger and Emanuele Pirro, were the "A" team for Schintzer at Spa. They had out qualified their sister car by over three seconds and were expected to challenge for the outright win and when the Rovers that were contesting for the win were sidelined by rear axle trouble, they took over first place and were designated by the team for the win. However, 24-Hour races can be cruel and for the lead Schnitzer car, replacement of an alternator dropped them to third, their sister car winning the race, a private 635 CSi finishing 2nd. It also cost Ravaglia the ETCC Championship, losing by 1 point to Win Percy and his TWR Rover. Model by SPARK 1/43 |
Image by DIDIER STEYERT |
Schnitzer Team Cars at Spa 24-Hours, 1986 Models by SPARK 1/43 |
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| 1986 BMW 635 CSi (Spa 24-Hrs, 1986): The BMW Belgium/Juma Racing entry at the Spa 24-Hours in 1986 was driven by the experienced trio of Thierry Boutsen, Hans Heyer and Enzo Calderari. It was one of three BMW 635 CSi's backed by BMW Belgium for their home race. Two cars were entered by Schnitzer, which finished 1st and 3rd, and this car entered by Juma Racing, which failed to finish. 'Juma' stands for Julien Mampaey, a talented automotive technician, who after a brief racing career concentrated on race car preparation. BMW 635 CSi's claimed the top five places at Spa in 1986, the last touring car race it would dominate. Model by SPARK 1/43 |
1986 BMW 635 CSi (Spa 24-Hrs, 1986): Underscoring their popularity and touring car success, a total of fifteen BMW 635 CSi's were entered for the Spa 24-Hours in 1986. A mixture of factory backed and private team entries among the sixty-one entries. It was a battle of attrition which only twenty-five cars finished. Unfortunately, this car made an exit from the race after 85 laps in the 4th hour due to bent valves. Juma Racing closed a successful twenty-two year run in BMW touring cars at the end of 1986. A run which included three wins at Spa (1977, 1982 & 1983). Model by SPARK 1/43 |
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| 1987 BMW M3 (E30) (Spa 24-Hours, 1987): The M3 (E30) was in production from 1986-1991 and was the homologation model for the successful racing versions of the M3 which won multiple Group A races and series championships between 1987 and 1993; including the World Touring Car Championship (WTCC) in 1987 in which Roberto Ravaglia won the Championship in a Schintzer semi-factory entry over its 11 rounds. The durable 2.3L DOHC 4-cylinder engine produced 315 HP in race trim, which made the M3 competitive against larger engined or turbocharged competition. Model by IXO 1/43 |
1987 BMW M3 (E30) (Spa 24-Hours, 1987): The 5th round of the 1987 WTCC was held at Spa-Francorchamps, a race over 24-Hours for Group A touring cars. Two M3's were entered by the Belgian based Bastos Racing Team. This car was driven by Dirk Vermeersch, Giovanni Fontesi and Massimo Micangeli among the 61 cars and 13 BMW M3's that started. The Ford Sierra's proved to be fastest but fragile, handing BMW the win, with M3's taking 5 of the top 10 places. This car was not so lucky, exiting with fuel injection problems after 445 of the races 481 laps. Its sister car finished 13th overall and 10th in class. Model by IXO 1/43 |
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| 1989 BMW M3 (E30) Nurburgring 24-Hrs, 1989 - WINNER): BMW spared no expense to make their new Group A car a success and the BMW M3 became the most successful touring car of all time. Roberto Ravaglia won the first WTCC title in 1987 and BMW won the drivers and manufacturers title in the ETCC that year. Ravaglia, along with Emanuele Pirro and Fabien Giroix teamed up in the BMW M Team Schnitzer M3 to win at the Nurburgring 24 Hours in 1989; continuing BMW's success in touring car racing and establishing the first of five consecutive victories on the 'Green Hell' for BMW. Model by SPARK 1/43 |
1989 BMW M3 (E30) Nurburgring 24-Hrs, 1989 - WINNER): By 1989, Schnitzer was obtaining 296 bhp from the 2.3L DOHC 4-cylinder engine in the M3. So dominant was the BMW effort, that it would outlast and out class its main competitors, the Ford Sierra and Porsche 911. BMW M3's finished 2nd (BMW Team Linder), 4th, 5th and 6th, but the Schnitzer BMW won by a one lap margin with a race average over the 24-hours of 93.8 mph. 153 starters in 11 classes took the green flag on the 15.7 mile Nordschleife course through the German Eifel Mountains, perhaps the hardest race course to master, let alone hold a car together to win over twenty-four hours. Model by SPARK 1/43 |
Roberto Ravaglia |
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| 1993 BMW 325i (E36) (DTT< 1994): The Deutsche Tourenwagen Trophae (DTT) series was a junior series to both the DTM and the ADAC touring car series, run primarily in Germany and Belgium. Cars in the DTT were based on "standard" homologated production cars as a lower cost alternative to the full-blown race cars in the other series. Cars were divided in classes based on engine displacement. In 1994, there were eight rounds of the DTT with several being run as a developmental series and as support races for the ADAC Tourenwgen Cup. Model by MINICHAMPS 1/43 |
1993 BMW 325i (E36) (DTT< 1994): BMW fielded entries in three of the DTT rounds in 1994. They maintained a close relationship with private teams such as the Schneider Team which fielded this car in 1994. The cars were limited on modifications and the 325i was stripped down for weight savings within the regulations and had upgraded suspension and brakes. Engine management upgrades took the 2.5L straight-six to 220 HP. Up and coming driver Marcus Gedlich (2001 German DTC Champion) drove this car which finished 18th overall/3rd in class at the Spa 24 Hours in 1994. Model by MINICHAMPS 1/43 |
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| 1999 BMW V12 LMR (LE MANS 1999 - WINNER): Joachim Winkelhock, Pierluigi Martini & Yannick Dalmas drove the BMW Motorsport entry to victory at Le Mans in 1999. Powered by BMW's 6.0L V12 (585 bhp - 217 mph), the LMR was completely redesigned for 1999 to make it more aerodynamic and improve air flow to the engine. Developed in conjunction with WilliamsF1, this project started the collaboration which would result in the BMW powered Williams F1 cars. Model by BBR 1/43 |
1999 BMW V12 LMR (Le Mans, 1999 - WINNER) |
1999 BMW V12 LMR (Sebring, 1999 - WINNER): BMW Motorsports entered this car (Ch.#002/99) at Sebring in 1999, with the trio of J.J. Lehto, Jorg Muller and Tom Kristensen driving. They finished first overall, in the first American Le Mans Series race, which had replaced the IMSA Championship. The trio drove the same car at Le Mans in 1999, failing to finish after and accident. Model by Onyx 1/43 |
1999 BMW V12 LMR (Sebring, 1999 - WINNER): Lehto and Muller were back to drive the car again at Sebring in 2000, finishing 3rd. They drove the car that season in the American Le MansSeries, as well as some European races, winning the Silverstone 500 Km and 2nd at Nurburgring 1000 Km. Model by Onyx 1/43 |
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| 2003 BMW M3 GTR (E46) (Nurburgring 24 Hr., 2004): BMW Motorsports first raced the M3 GTR in the ALMS series in 2001 countering Porsche's stranglehold on the series. Unable to produced the number of required cars to continue in the series, BMW replaced the six-cylinder engine and replaced it with a prototype 4.0L V8 which produced 493hp and could propel the GTR to 200 mph and went racing in the ADAC Endurance Series. This car (#43) finished second at the ADAC 24 Hour Nurburgring in 2004, with Pedro Lamy, Hans-Joachim Stuck, Boris Said and Duncan Huisman driving. Model by LORON MODELS 1/43 |
2003 BMW M3 GTR (E46) (Nurburgring 24 Hr., 2004 - WINNER): Finishing first (#42) at the ADAC 24 Hour Nurburgring Nordschleife in 2004 with Pedro Lamy, Hans-Joachim Stuck, Dirk Muller and Jorg Muller. Both Stuck and Lamy raced in both team cars during the 24-Hour race, which gave Lamy his fourth win at the Nurburgring endurance race. This same group would finish second in the 2005 version of the race, the second team car with almost the exact team of drivers finished first, giving a 1-2 finish both years. The cars were prepared by Team Schnitzer. Model by LOREN MODELS 1/43 |
2003 BMW M3 GTR (E46) (Nurburgring 24 Hr., 2004 - WINNER) Model by LORON MODELS 1/43 |
2003 BMW M3 GTR (E46) (Nurburgring 24 Hr., 2004): Another rendition of the BMW Motorsports/Schnitzer Racing GTR that finished second at the ADAC 24 Hour at Nurburgring in 2004. BMW Motorsports first entered the M3 GTR in the American Le Mans series in 2001, where it finished on the podium seven out of nine races and won the Championship for Makes. In 2003, it was again raced by BMW Motorsports in endurance events in Europe with the greatest success coming at the ADAC Nurburgring in 2004 & 2005. The cars were prepared and managed by Team Schnitzer for BMW in endurance and touring car racing.. Model by MINICHAMPS 1/43 |
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| 2006 BMW 320si Istanbul WTCC, 2006 - WINNER: With the introduction of its new 3 Series (E90) cars, BMW Motorsport created the 320si as a limited-production, racing version of the new sedans, which would allow it to participate in the World Touring Car Championship (WTCC). A total of 2,600 production units were made and they featured upgraded 170 bhp, 2.0-liter engine with various internal modifications and M Sport package and suspension upgrades. The WTCC cars had a higher performance engine, producing 280 bhp and BMW driver Andy Priaulx won the WTCC Drivers Championship in 2006, BMW the Manufacturers award. Model by SPARK 1/43 |
2006 BMW 320si Istanbul WTCC, 2006 - WINNER: Alessandro (Alex) Zanardi was the CART Champion driver in 1997 & 1998, after racing in F1. Very well-liked by both fans and fellow competitors, Zanardi is credited with creating the making of donut shaped patterns on the track after a race win. Lured back to F1, his promise was never realized, and he came back to CART in 2001. A nearly fatal accident cost him both his legs, but Zanardi was determined to race again. In 2004 he returned to racing in touring cars on Roberto Ravaglia's BMW Team Italy-Spain. He drove this car fitted with hand controls in the 2006 season, winning at Istanbul. Model by SPARK 1/43 |
ALEX ZANARDI: In 2005 Alex Zanardi won the 2005 Italian Superturismo Championship with eight victories from twelve races in a Team BMW Italy-entered BMW 320si. He drove four seasons (2006-2009) in the WTCC for BMW. He won two more WTCC rounds in 2008 and 2009 before retiring from active motorsports competition. After his retirement from auto racing, Zanardi concentrated on his goal of winning a place on the Italian team for the 2012 Summer Paralympics. He won two gold and a silver medal at the 2012 games in London, repeating the feat at Brazil in 2016, before an accident in 2020 forced his retirement. |
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| 2014 BMW Z4 E89 GT3: Entered at Spa for the 24 hours in 2014, by Hugh McCaig's Ecurie Ecosse team, the entry driven by Andrew Smith, Alasdair McCaig, Oliver Bryantand Alexander Sims finished 7th. The Scotish team began racing the 4.4L V8 powered (515 bhp) Z4 in 2011 after running Aston Martins since the famed team's revival in 2008. The team has faired very well in European GT3 races on the Blancpain Endurance Series and has continued that success into the 2015 season. #278 of 300 models made. Model by SPARK 1/43 |
2017 BMW M4 DTM (DTM 2017): BMW made the M4 DTM for the Deutsche Tourenwagen Masters (DTM) series, making its appearance in 2014 and running until 2018 when it was replaced by the turbo version of the M4 DTM. Utilizing a carbon fibre monocoque chassis and lightweight body components, it is powered by the BMW 4.0L V8 engine which pumps out 460-500 bhp depending on track setup. Model by RMZ HOBBY 1/43 |
2017 BMW M4 DTM (DTM 2017): In 2015, BMW hired Tom Blomqvist to drive for the works team and he has driven for Racing Bart Mampaey, or BMW Team RBM (one of the works supported teams) in the DTM since 2015. His best season was in 2016, when he scored four second place finishes and the team and BMW placed second in the Team and Manufacturers Championships. Model by RMZ HOBBY 1/43 |
2017 BMW M4 DTM (DTM 2017): Tom Blomqvist placed sixth in the Drivers Championship in 2016. This car is from the 2017 season, where despite a couple of pole positions, Blomqvist struggled at the rear in most races he was able to finish. It was his last season with RBM before moving on to BMW in World Championship of Makes competition. Model by RMZ HOBBY 1/43 |
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| 1970 Chevron B16-BMW (Le Mans, 1970): Entered by Chevron and Paul Watson Racing, this was the second of two cars entered by Chevron at Le Mans in 1970. Owned by Paul Watson, It was driven by Clive Baker and Chevron driver and owner Digby Martland. This car had a brand-new chassis, which had a 2.0L BMW 4-cylinder engine. The car had been running as high as 20th position when it was forced to retire with a broken valve spring at around 10 am Sunday morning and they had completed 167 laps. Model by SPARK 1/43 |
1979 March BMW 792: The 2.0L BMW four-cylinder power units produced approximately 270 bhp and were the top engine in F2. Using this engine in a March 792 chassis with new ground effects, Marc Surer of the BMW team would win the European F2 Championship in 1979. Hans J. Stuck drove this car for BMW at Hockenheim, but retired. Stuck had used his success in F2 in the early 70's to launch his F1 career. Model by MINICHAMPS 1/43 |
1983 Brabham-BMW BT52B (WORLD CHAMPION, 1983): The BT52 was developed for the 1983 season, the first season when ground effects were banned and refueling stops were reintroduced. Powered by a 1.5L turbo-charged four cyl. BMW engine. The engine produced 850 bhp in qualifying trim and 640 bhp I race trim. Drivers in 1983 were Nelson Piquet and Riccardo Patrese. Piquet would win his second World Drivers Championship with four wins on the season, one pole and four fastest laps as well as consistent podium finishes. Brabham finished third in the Constructors Championship. Model by QUARTZO 1/43 |
1995 McLaren F1 GTR (LE MANS WINNER): Yannick Dalmas, Masanori Sekiya and JJ Lehto drove this car to 1st place at Le Mans in 1995. The F1 features a 6.1-litre BMW S70 60° V12 engine and it was conceived as an exercise by designer Gordon Murray in creating what its designers hoped would be considered the ultimate road car. The GTR is the custom built racing version, of which 28 were built and this is one of 9 built in 1995. Model by IXO 1/43 |
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| 1995 McLaren F1 GTR: Mark Blundell, Ray Bellm and Maurizio Sandro Sala finished 4th at Le Mans in 1995, 3rd in class behind two other F1 GTR's, including the race winner to the left. 1995 was the total domination year of Le Mans by GT1 cars. Competing in the BPR Global GT Series, the McLaren introduced a modified engine management system that increased power output however, air-restrictors mandated by racing regulations reduced the power back to 600 hp. Model by IXO 1/43 |
1997 McLaren F1 GTR: Jean-Marc Gounon, Pierre-Henri Raphanel and Anders Olofsson drove to 2nd place overall, first in class (GT1) in the Gulf Team Davidoff McLaren entry at Le Mans in 1997. A total of 10 GTR's with "long-tails" were built in'97, with the BMW S70 V12 engine downsized to 5990cc to prolong engine life. It retained its 600 bhp however, and reached a top speed of 197 mph on the Mulsane Straight. Model by IXO 1/43 |
2009 Morgan Aero 8 Supersport GT3: Impressed with the Morgan Aero 8 after former F1 drivers Jaques Laffite and Jean-Pierre Jabouille had a successful drive at the Spa 24 hours in 2003; Laffite, bankrolled by the chairman of a Swiss bank created AutoGt Racing. The team developed two GT3 versions of the Aero 8 for the 2009 season and won both opening rounds of the European GT3 Championship at Silverstone. This race and win took on special significance since it was Morgan's Centenary Year with a win on British soil. Throughout the season this car was driven by Dimitri Enjalbert and Johan-Boris Scheier. Model by SPARK 1/43 |
2009 Morgan Aero 8 Supersport GT3: Based on its 1930's design, the Morgan had an aluminum chassis with some traditional ash framing and carbon fiber body panels. Powered by a BMW 5.0L V8 producing 440 bhp, the 2381 lb (1080 Kg) car was a Gt3 contender from the beginning. It raced one year, with AutoGt Racing taking 6th place in the 2009 Championship. This is how the car appeared at Goodwood Festival of Speed in 2009, celebrating Morgan's 100th year anniversary. Model by SPARK 1/43 |
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| 2013 Oreca 03R-Judd/BMW (Le Mans, 2014): The second Oreca chassis built in 2011 was sold to Michel Frey's Race-Performance team from Switzerland. Campaigned by the team in European events, this car participated in four Le Mans races beginning in 2011 and culminating in 2016. Michael Frey being part of the Emil Frey family that has automotive groups which include BMW (and Jaguar) it was natural that they selected the Judd-BMW HK 3.6L V8 to power their Oreca. Engine Developments had coaxed 510hp out of their Judd engine, but it was regulated in LMP2 to 460bhp. Joining Frey at Le Mans in 2014 were Frank Mailleux and Jon Lancaster. They placed 13th overall and 8th in class, the best overall performance for Race Performance at Le Mans. Model by SPARK 1/43 |
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| 1938 BMW 328 : Entered by Frazer Nash (the British distributor for BMW) in the 1938 Mille Miglia, A. F. P. Fane and Bill James finished in 8th position overall and took the 2.0L class win. Frazer Nash raced this car at Le Mans and in the Tourist Trophy races (both DNF) before wsuccess in the Mille. It was raced in private hands in the 1940 Mille, finishing 6th. The 328 was powered by a 2.0L OHV six-cylinder engine, which gave it a top speed of 93 mph. Production of the 328 stopped in 1940 as WWII consumed Europe. Model by VITESSE 1/43 |
1938 BMW 327 Cabriolet: The BMW 327 was produced by the Bavarian firm between 1937 and 1941, and again produced after 1945 in two-door sedan and cabriolet form. It sat on a shortened version of the BMW 326 chassis, with which it also shared the 1971 cc straight 6, with a modest power increase to 55 bhp and top speed of 78 mph. A higher-powered model, the 327/28, was offered with the BMW 328's 80 hp (60 kW) engine. 569 of these high-powered 327s were built up to 1940. Model by IXO 1/43 |
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1941 BMW 327 Cabriolet: First introduced in 1937, the 327 was built in both cabriolet and coupe versions, with the open car being shorter and lower than the coupe. Based on 326 mechanicals and built on a 328 chassis, the 327 produced 5 hp more than the 326 and had a top speed of 78 mph from it 2.0L inline-six cylinder engine. Only 500 cars were built before war halted production in 1941. After WWII, the part of Germany where the 327 was produced fell to Soviet hands. The East German EMW continued to produce 327's after the war. Model by DETAIL CARS 1/43 |
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| 1939 BMW 328: Schuco started producing the Examico 4001 model based on the BMW 328 in 1939. It featured a working transmission with four forward gears and reverse operated through a clutch like on a real car. The model was marketed to youngsters for play and adults wanting to familiarize themselves with the workings of a real auto. It had steerable front wheel and a handbrake to complete its realism. Model by SCHUCO 1/24 (approx.) |
1939 BMW 328: This car has been in my family since 1952. My parents purchased it in Victoria, BC Canada for my uncle while on their honeymoon. It is in my possession and has been restored to operational condition and replacement of other broken components. A prized possession within the collection. This model is a post-WWII production piece. Model by SCHUCO 1/24 (approx.) |
1939 BMW 328: This is a pre-WWII production model. They are almost identical to the models Schuco produced after WWII. Purchased out of Great Britain, its amazing to me that pre-war toys like this have survived. Model by SCHUCO 1/24 (approx.) |
1939 BMW 328: Model by SCHUCO 1/24 (approx.) |
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| 1939 BMW 328: This is the baseplate of a pre-WWII production model. Note the designation of the German Reich. Model by SCHUCO 1/24 (approx.) |
1939 BMW 328: This is a basepalte of a post-WWII production model. Note it was made in the U.S. Zone of Germany (which existed up to 1955). Model by SCHUCO 1/24 (approx.) |
1939 BMW 328: These are the instruction sheets for the Examico 4001. Quite an advanced toy for its time! Model by SCHUCO 1/24 (approx.) |
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| 1957 BMW 507: The 507 was the brainchild of N. American BMW importer Max Hoffman, who in 1954 persuaded the BMW management to produce a roadster that could compete with Jaguar and Mercedes-Benz sports cars. Powered by a 3.2L V8, it was as fast as it was beautiful. Intended to revive BMW's sporting image, its high production costs instead took BMW to the edge of bankruptcy and production was terminated in late 1959 after only 252 were built. Model by DEL PRADO 1/43 |
1957 BMW 507: Model by DEL PRADO 1/43 |
1972 BMW 2002 Tii: I used to have one just like it, only more rust, the paint wasn't as good and it was a different color. The 2002 is one of BMW's most famous models. The Tii with its fuel-injected 1990cc engine, it produced 130 bhp and had a top speed of 115 mph. The 2002 was produced from 1968 to 1976. Model by ANSON 1/18 |
1972 BMW 2002 Tii: The 02 Series were created as entry level BMW's to the larger sedans. Introduced in 1966, the 02 Series continued until 1974 when it was replaced by the 320 (03 Series). 2002's were made in carburated, fuel injected and turbo charged variants with a base 2.0L four-cylinder engine. The boxy little sedans were excellent all-round touring cars. Model by IXO 1/43 |
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| 1971 BMW 3.0 CS: Introduced in 1971 to replace the 2800 CS, the 3.0 CS had a slightly larger six-cylinder engine than its predecessor at 2,986 cc, which produces 180 hp. The CS has twin carburettors and the CSi version has Bosch fuel injection which was good for another 20 hp. The cars came with either automatic, or as in the case of this car, a 4-speed manual transmission. These are great touring sedans! Model by MINICHAMPS CARS 1/43 |
1971 BMW 3.0 CS: Model by MINICHAMPS 1/43 |
1971 BMW 3.0 CS: The E9 series of big BMW coupes were produced from 1968-1975, being replaced by the E24 series of coupes for 1976. The 3.0 CS replaced the 2800 CS in 1971. A total of 4,455 of the 3.0L six-cylinder coupes were produced. Model by DETAIL CARS 1/43 |
1971 BMW 3.0 CS: Model by DETAIL CARS 1/43 |
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| 1972 BMW Turbo: Debuting at the Paris Motor Show in 1972, the BMW Turbo was a concept car which would feature design, safety and performance elements which would appear in BMW production cars for years to come. The car came from the pen of BMW head designer Paul Bracq. It was the first BMW to feature the tapering front and slightly back "shark front" look that was to be a feature on production cars well into the next decade. The transverse, mid-engine layout was a prelude to the BMW M1. Two examples were built. Model by SCHUCO 1/43 |
1972 BMW Turbo: Utilizing the 2.0L four-cylinder engine of the 2002, the tuned and turbocharged engine in the Turbo produced 280 hp. This engine would be utilized in a de-tuned version in the 2002 Turbo. The Turbo's design offered great visibility and was the first use of BMW's driver-oriented cockpit and central console layout. The Turbo offered "safe, dynamic drivability" according to BMW through its even axle load distribution and mid-engine layout. It was the first BMW to feature ABS brakes, which quickly found their way into BMW's production cars. Model by SCHUCO 1/43 |
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| 1972 BMW 2002 Tii: The ultimate driving machine! This is how I wanted my BMW 2002 race car to look, with wider fenders and a purposeful racing stance. Model by WHITE BOX 1/43 |
1974 BMW 2002 Turbo: The ultimate 2002 model was the Turbo! A limited production (1,672 made) model, it was launched at the 1973 Frankfurt Motor Show. It was the company's first turbocharged production car and power was raised to 170 hp at full boost. Never exported to the USA, the fuel crisis in the mid-70's killed the market for the car. Model by MINICHAMPS 1/43 |
1974 BMW 2002 Turbo: The 2002 Turbo was a 200 bhp car when that was a lot of horsepower. Bob Lutz who was EVP of Sales for BMW at the time the model was launched said in it was made in response to their motorsports division. It failed to sell well in the fuel crisis 70's, mostly due to excess fuel consumption. Model by AUTOART 1/43 |
1974 BMW 2002 Turbo: Lutz further said in a recent speech I attended, the 2002 Turbo was the worst career move he made beacuse of the timing. It came out during the fuel crisis and BMW took a hard wrap for being environmentally unfriendly in socialist Germany at the time. Times change, its a classic today! Model by SOLIDO 1/43 |
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| 1973 BMW 2002 Ti: Using dual Weber side draft carburetors, the Ti gave a lift in performance to the standard 2002. Producing about 130hp from the inline 2.0L four cylinder engine, the top speed of the Ti was just a shade under 125mph. With its low eight and dynamic handling, the 2002 Ti was an ideal touring and race car. Its ease of setup and reliability made it a popular choice in sedan racing in Europe. While not imported to the USA, parts to convert a standard 2002 to Ti specification were readily available. We owned a 1973 2002 which had been converted to Ti specification and was prepared for vintage racing. Model by WHITE BOX 1/43 |
1973 BMW 3.0 CSL: BMW's 3.0 CSL was a homologated racing car for the road. These cars had lightweight alloy hood and outer door skins, thin-gauge steel panels, a lightweight interior and a modified engine. The LHD versions did not have front bumpers or soundproofing and featured lightweight fiberglass rear bumpers. Powered by a six-cylinder fuel injected engine, which had been increased from 3.0 to 3.5L and 340 to 420 hp and capable of 150 mph. Model by SPARK 1/43 |
1980 BMW M535i: Produced by BMW Motorsports, the M535i, featuring a 3.5L engine producing 215 hp, with special styling such as Motorsport front and rear spoilers, Recaro-brand sport seats, a close-ratio transmission and limited-slip differential, larger brakes, and other styling cues such as Motorsport striping down the sides of the car and on the front airdam, was available between 1979 and 1981 with 1410 cars produced. Model by NEO 1/43 |
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| 1982-89 BMW 635 CSi: BMW introduced the 6 Series (E24) as their flagship coupe, positioned between the 5 Series and 7 Series sedans. It was introduced in 1976 as a replacement for the prior E9 coupes which had yielded the powerful 3.0 CSL. Powered by a SOHC inline six-cylinder engine, the E24 started out as a 3.0L before the updated 3.4L 635 CSi with fuel injection was introduced to the line in 1982. The USA market would not get the new car until 1984 and production lasted until 1989. In 1987, the 635 CSi name was dropped and the new model name of M6 (M635) was used, denoting its new more powerful engine. Model by MINICHAMPS 1/43 |
1982-89 BMW 635 CSi: Equipped with either a 4-speed automatic, or a 5-speed manual transmission, the 635 CSi is a delightful grand tourer to drive. Its taut, yet comfortable ride and steering give a very pleasurable driving experience. The North American engine with catalytic converter produced 182 bhp, compared with its European sister at 217 bhp. Power for the N. American car was increased to 256 bhp, still 30 bhp less than other markets. This car is advertising the 2001 Frankfurt Auto Show (IAA), one of the world's largest auto shows, which celebrated the 100th Anniversary of the German automotive industry. Model by MINICHAMPS 1/43 |
1986 BMW 635 CSi: Old Irish Racing's Cosmos Blue Metallic 635 CSi Model by BMW 1/1 |
1986 BMW 635 CSi: Old Irish Racing's Cosmos Blue Metallic 635 CSi Model by BMW 1/1 |
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| 1986 BMW 635 CSi: Old Irish Racing's Cosmos Blue Metallic 635 CSi Model by MINICHAMPS 1/43 |
1986 BMW 635 CSi: Old Irish Racing's Cosmos Blue Metallic 635 CSi Model by MINICHAMPS 1/43 |
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| 1982-89 BMW 635 CSi: The BMW 6 Series of cars was introduced in 1976, with model variants made until 1989. They replaced the E9 and like its predecessors, all models were two-door coupes. Almost all of the 6 Series cars were powered by the BMW M30 straight-six SOHC engine. The 635 CSi was introduced in Europe in 1979 and would not be introduced to the N. American market until 1984. The cars would continue on as the 635 CSi until 1987, when they were renamed the M635CSi or M6 depending on market. Model by ANSON 1/18 |
1982-89 BMW 635 CSi: In 1982, the Paul Bracq designed E24 received a facelift, as well as chassis, suspension and engine upgrades. The cars were offered with a 5-speed manual, or 4-speed automatic transmission. BMW's top of the line coupe, there was little available in options, the cars coming very well equipped. The 635 CSi engine was upgraded to the 3.4L M30B4 unit which produced 215 HP in Euro market versions (185 HP US market). In the N. American market, the engine was upgraded in 1988 to match the European versions power output. In 1988, the US received the M6 which further upgraded the entire E24 package. Model by ANSON 1/18 |
1984-89 BMW M635 CSi: The first of BMW's M models, the M635 CSi was introduced at the Frankfurt Motor Show in 1983. In 1987, the N.American version was launched and was called the M6. Both used 3.5L straight six-cylinder engines, but the European version produced 282 HP compared to the American cars 256 HP due to emissions restrictions. 5,655 (524 RHD) were built of which 1,767 were sent to N. America. Model by MINICHAMPS 1/43 |
1984-89 BMW M635 CSi Model by MINICHAMPS 1/43 |
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| 1982-89 BMW 635 CSi Model by MINICHAMPS 1/43 |
1982-89 BMW 635 CSi Model by MINICHAMPS 1/43 |
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| 1999-2006 BMW X5 (E53): BMW's acquisition of Land Rover in 1994 allowed them to incorporate features in their new X5 Sport Activity Vehicle (SAV) introduced in 1999 and produced as a first generation until 2006. They wanted the X5 to be a more sporting road car and while an all-wheel drive vehicle, they made a clear distinction that it was not developed for off-road use as an SUV. Besides sharing components with Range Rover, the X5 incorporated the interior design of the 5 series sedan. Model by CARARAMA 1/43 |
1999-2006 BMW X5 (E53): A facelift of the X5 occurred in 2003 and with it came the 4.4L BMW M62 V8 engine producing 315 HP from the 7 Series road cars. BMW introduced a new four-wheel drive system dubbed xDrive for the X5 in 2004. Instead of the previous systems which split power 62-38 rear to front, xDrive could vary power to the front or rear axles in milliseconds, transferring up to 100% of engine power to either axle, thus allowing the vehicle to regain traction quickly where needed. With a five adult passenger capacity, the South Carolina built X5 has a top speed of 130 MPH. Model by CARARAMA 1/43 |
2001-2006 BMW X5 3.0d (E53): The 3.0L straight-six turbo diesel engined 3.0d provided a powerful diesel option to the X5 range (215 hp). Introduced into the range in 2001, in 2003 the 3.0d received a facelift to reflect BMW's new design image. Utilizing BMWs X-drive technology, the X5 was an all-wheel drive vehicle with sixty-two percent of the engine's torque going to the rear wheels. This gave the X5 SUV a driving feel and experience as close as possible to the company's rear-wheel drive sedans. Model by MINICHAMPS 1/43 |
2001-2006 BMW X5 3.0d (E53) Model by MINICHAMPS 1/43 |
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| 2008-2014 BMW X6 M: BMW launched the first generation of the X6 mid-size luxury SUV in 2007 for the 2008 model year. BMW coined the phrase for this coupe styled vehicle with its sloping roof as a sports activity coupe (SAC). It was the first BMW to use the new Dynamic Performance Control which works in conjunction with the xDrive AWD system, a system designed to regulate traction and steering front to back axle and at each corner. In 2009, the M version was introduced and in 2012 seating was increased to 5 adults, albeit with limited rear headroom. Model by MAISTO/BMW DEALER 1/43 |
2008-2014 BMW X6 M: Powered by a 4.4L twin-turbo V8, the X6 has higher ground clearance and the AWD of a SUV with superb handling and performance. The M version has 547 HP and brought a six-speed paddle shift automatic transmission and larger brakes; giving sportier performance and handling to the X6 platform. M exterior and interior styling options rounded out the SAC package. The second generation of the X6 was introduced for 2015 with another 20 HP from the 4.4L engine. It was followed in 2019 by the third generation X6, restyled with more aggressive bodywork. Model by MAISTO/BMW DEALER 1/43 |
THE SIGNATURE PROJECT & RACING DIORAMAS
World F1 Champions 1950 - PRESENT
GREAT AUTOMOTIVE MAKES & RACING TEAMS:
AMERICAN:
CHAPARRAL CARS - THE CARS OF JIM HALL
CHEVROLET & GM POWERED RACE CARS
COBRAS & DAYTONAS - THE CARS OF CARROLL SHELBY
CUNNINGHAM EQUIPE - THE CARS OF BRIGGS CUNNINGHAM
FORD POWER: GT40's, SHELBY MUSTANGS & FORD POWERED RACE CARS
MISC. AMERICAN MADE CARS
BRITISH:
ASTON MARTIN RACE & PRODUCTION
AUSTIN HEALEY & HEALEY RACE AND PRODUCTION CARS
BRABHAM F1 & SPORTS RACING CARS
BRM F1 & SPORTS RACING CARS
LOLA F1 & SPORTS RACING CARS
LOTUS F1, RACE & PRODUCTION
McLAREN RACING & PRODUCTION CARS
MG CARS - RACING & PRODUCTION
TRIUMPH RACE & PRODUCTION CARS
MISC. BRITISH MADE CARS
FRENCH:
BUGATTI
FRENCH MADE
GERMAN & SWEDISH:
AUDI RACING
BMW RACE & PRODUCTION
MERCEDES BENZ RACE & PRODUCTION
MISC. GERMAN & SWEDISH MADE CARS
ITALIAN & SPANISH:
ABARTH RACING
ALFA ROMEO Pre-WW2 Race & Production Cars
ALFA ROMEO Post-WW2 Race and Production Cars
LANCIA RACE & PRODUCTION
MASERATI RACE & PRODUCTION
MISC. ITALIAN & SPANISH MADE CARS
ASIAN, AUSTRALIAN & NEW ZEALAND:
DATSUN/NISSAN RACING
TOYOTA RACE & PRODUCTION CARS
McLAREN RACING & PRODUCTION CARS
MISC. MISC. JAPAN, ASIAN & AUSTRALIAN MADE CARS
MORE COLLECTION PAGES...
LE MANS THE PINACLE OF ENDURANCE RACES:
THE 24 HOURS of LE MANS 100 YEARS - 1923-2023
VETERAN, CLASSIC & SPECIAL INTEREST CARS All MARQUES
LAND SPEED AND ENDURANCE RECORD CARS
HALL OF FAME DRIVER TRIBUTES - OUR FAVORITES:
PLAY BALL! - IT'S BASEBALL TIME:
HERE COMES THE MILKMAN!:
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THE OLD IRISH RACING HALL OF FAME
A TRIBUTE TO BOYHOOD HEROES AND MY DAD
OUR CARNATION HISTORY
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