Guide: BMW E12 530 MLE
Background
BMW Motorsport GmbH was established in early 1971, initially to undertake racing programmes for the parent company. However, the role soon expanded to include development and partial assembly of specially enhanced road cars.
After BMW Motorsport had worked their magic on the 3.0 CSL and 2002 Turbo, attention turned to the new E12 5-series.
The mid-size E12 was launched at the Frankfurt Motor Show in September 1972. It slotted into a BMW line up that comprised the entry level 2002 (which later became the 3-series) and the larger E3 Saloons and E9 Coupes.
The E12 was initially available with four cylinder engines of 1.8 and 2-litres. The range was expanded to include a 2.5-litre six cylinder motor from 1973 and a 2.8 from 1974.
In 1974, BMW Motorsport began to offer their own interpretations of the straight six-powered E12 5-series. These were not built with homologation in mind. Instead, they were produced for those customers that merely wanted exhilarating performance in a practical four door package.
At the time, the most potent series production E12 was the 163bhp 528.
As an alternative, buyers could upgrade to the Motorsport 530 (which used the 180bhp carb-fed engine from the BMW 3.0 S) or the Motorsport 530i (which came with the fuel-injected 200bhp engine from BMW 3.0 Si).
Both variants were further enhanced with stiffer springs and dampers, wider BBS wheels, a shorter rear axle ratio and a limited-slip differential. Externally, cars could be accessorised with a BMW Motorsport stripe kit. Cockpits were typically fitted with either Scheel or Recaro seats and a small diameter BMW Motorsport three-spoke steering wheel.
Back in 1973, BMW had opened its first manufacturing facility outside of Germany. The Rosslyn plant near Pretoria was established to avoid sanctions and embargoes that were being applied as a result of the South African government’s apartheid policy.
After the worst of the mid 1970s Oil Crisis was over, motor sport in South Africa began to thrive.
The country’s highest profile series was the Star Modified Saloon Car Championship which was effectively run to Group 2 regulations.
To contest the 1976 series, BMW South Africa wanted to run a pair of E12s. The specification was formulated back at BMW Motorsport in Germany and a pair of suitably uprated 530M racing cars were created in time for the 1976 opener at Kyalami. Much of the 530M’s initial development work was done by Schnitzer with input from BMW factory and F1 driver, Gunnar Nilsson.
As its name would suggest, the 530M racing cars used a hot three-litre engine plumbed into an E12 bodyshell. As no three-litre 5-series production model actually existed at the time, a run of at least 100 such cars would be needed for homologation.
The result was the 530 MLE (Motorsport Limited Edition).
Development was handled by BMW Motorsport and final assembly took place at Rosslyn.
Chassis
Standard E12 pressed steel bodyshells were plucked from the South African production line and then extensively drilled for lightness. This was done wherever structural integrity permitted such as the parcel shelf, the C-pillars, the rear seat panel and inside the hood. Even the clutch pedal and trunk hinges were drilled to save a few extra grams.
The existing MacPherson strut / semi-trailing arm suspension layout was enhanced with stiffer springs and Bilstein shocks. Thicker anti-roll bars were fitted at either end.
As per the standard six cylinder E12 5-series, 280mm diameter ventilated brake discs were fitted up front. However, they were 3mm thicker than normal (25mm). Regular 272mm diameter solid discs were used at the back.
Special four-piston calipers were used all round along with 14 x 7-inch BBS cross-spoke wheels.
A 70-litre fuel tank was housed in the trunk floor.
Engine / Gearbox
At the heart of the 530 MLE was a specially prepared version of the three-litre engine found in the E9 3.0 CS Coupe.
In standard trim, the 3.0 CS displaced 2986cc thanks to a bore and stroke of 89mm and 80mm respectively. The engine featured a cast-iron block with light alloy SOHC head and two valves per cylinder. Wet-sump lubrication was employed along with a compression ratio of 9.0:1 and two Zenith 35/40 INAT downdraught carburettors.
In this configuration, peak output was 180bhp at 6000rpm and 188lb-ft at 3700rpm.
The specification for the trick Type M30B30 engine used in the 530 MLE was conceived by Paul Rosche with input from Schnitzer.
These motors came with Mahle pistons, a special camshaft, a lightened flywheel, an engine oil cooler and two Zenith 38/40 INAT carburettors.
Peak output was conservatively rated as 197bhp at 6000rpm and 204lb-ft at 4300rpm.
Transmission was via a close ratio Getrag 265 five-speed manual dogleg gearbox, a single-plate clutch and Borg Warner limited-slip differential.
Bodywork
Externally, the 530 MLE came with a set of fibreglass wheelarch extensions. These were initially painted body colour, but for most MLEs, they were left in their natural black state.
Body coloured fibreglass front and rear spoilers were also fitted along with an elaborate Motorsport stripe kit. The decals covered the leading edge of the hood and travelled nearly all the way down each flank. Additional graphics were applied to the front spoiler and tailgate.
To further save weight, several of the body panels were made from aluminium or thinner gauge steel.
All glass bar the windscreen was thinner than standard
In the interest of optimum weight distribution, the battery was moved from the engine bay to the trunk.
Interior
Special interior equipment fitted to the 530 MLE included Scheel front seats and a small diameter three-spoke Italvolanti steering wheel. The rear seat was mounted to a lightweight foam base instead of a conventional steel frame. Much of the sound deadening was also left out.
The seats were upholstered in dark blue velour to match the dark blue leatherette door panels.
The standard dash was home to a simple curved binnacle that housed a large 220kmh speedometer alongside an 8000rpm rev counter. Smaller read outs for fuel and water temperature were located either side of the main dials and angled inwards towards the driver.
The centre console was home to the ventilation controls and a clock, below which was the audio system and an oddments tray.
A unique wooden gear knob matched the veneered insert applied to the passenger side of the dash.
As with every E12, ergonomics, comfort and visibility were excellent.
Air-conditioning was never offered and the windows used manual winders.
Options
For the first year of production (1976) the only exterior colour on offer was Ice White.
For 1977, buyers could choose from Platinum Metallic or Sapphire Blue Metallic as well.
Weight / Performance
Whereas the flagship 528 tipped the scales at 1385kg, the 530 MLE was 1233kg. This meant 152kg had been shed thanks to the various weight-saving measures.
Top speed was 129mph and 0-62mph took 6.7 seconds.
Production
Although BMW South Africa only needed to produce 100 cars for homologation, the 530 MLE proved to be a commercial hit. It was heavily over-subscribed, despite costing twice the price of a standard 520.
As a result, after the first batch of 110 Type 1 cars were built in 1976, a further run of 117 Type 2 derivatives were assembled in 1977.
This unexpected success convinced the parent company that an official Motorsport E12 should be added to the range. The M535i was subsequently introduced at the Frankfurt Motor Show in October 1979.
Competition History
Between 1976 and 1978, the 530 MLE dominated the Star Modified Saloon Car Championship.
Initially, the Group 2-based regulations limited engine modifications to mild camshaft tweaks and cylinder head work around the inlet and exhaust porting. Suspension upgrades focused on damping, geometry and re-positioned roll bars. Wider wheels were covered by tacked on fender flares.
In 1976, factory drivers Eddie Keizan and Alain Lavopierre won all 15 races in their 275bhp BMWs.
For 1977, Mazda pitched up with the rotary-engined Capella, but the 530 MLE emerged victorious once again.
1978 saw the regulations move towards a Group 5 Silhouette formula. BMW Motorsport sent over Group 5 M1 engines that were squeezed into cars which now ran full race suspension and massive wheelarch extensions.
Lavopierre was replaced by Ian Scheckter, but it was Eddie Keizan that took his third title in as many years.
Text copyright: Supercar Nostalgia
Photo copyright: BMW - https://www.bmw.com
