One to Buy: ex-Hans Joachim Stuck 1974 BMW E9 3.0 CSL 'Batmobile' (3.2)

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Of the myriad top flight drivers employed by BMW Motorsport for the CSL racing programme, none was more closely associated with the ‘Batmobile’s on-track success than Hans-Joachim Stuck.

Recruited from bitter rivals Ford (with whom he had won what the Deutsche Rennsport Meisterschaft in 1972), Stuck went on to have appalling luck during his maiden 1973 season in the CSL, but nevertheless took a famous victory alongside Chris Amon at the most important European Touring Car Championship race for German manufacturers: the Nurburgring 6 Hours.

Stuck had more luck with the CSL in 1974 and ‘75 when he picked up wins in the ETCC, DRM and IMSA series. The German ace continued to race for BMW Motorsport into 1976, by which time he was also driving for the Martini-backed Brabham team in Formula 1.

As part of his contract with BMW Motorsport, Hans-Joachim Stuck was given a road-going BMW 3.0 CSL in 1974 which is set to go under the hammer at Bonhams’ Zoute sale on October 6th.

No ordinary CSL, chassis 4355031 was one of the fabled 3.2-litre ‘Batmobiles’ two batches of which were assembled between July and November of 1973 (110 cars built) and January 1974 until October 1975 (57 built).

Having been dispatched to BMW Motorsport as a test car on July 11th 1974, the car was soon allocated to Stuck, after which it was owned by his close friend, West German Olympic skier, Christian Neureuther who retained it until 1978.

A rare opportunity to buy a works-owned 3.2-litre engined second series CSL.

For more information visit the Bonhams website at: https://www.bonhams.com/department/CAT-MOT/motoring/

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VIN: the BMW Motorsport - Team Schnitzer McLaren F1 GTR chassis 21R

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HISTORY OF CHASSIS 21R

Chassis 21R was one of four 1997 F1 GTRs supplied to BMW Motorsport.

In addition to having created the 6.1-litre engine for McLaren’s F1 supercar programme, BMW Motorsport had purchased three examples of the 1996 F1 GTR in anticipation of an attack on that year’s Le Mans 24 Hours.

For 1997, BMW Motorsport would again undertake a Le Mans programme, plus a full season of racing in the newly formed FIA GT Championship. Unlike the previous season where BMW’s cars were campaigned by the Italian Bigazzi outfit, 1997 would see Schnitzer Motorsport handle things.

21R was allocated to BMW Motorsport’s number one driving pairing of JJ Lehto and Steve Soper for five of the eleven FIA GT races in 1997. Together, Lehto and Soper would spearhead BMW’s challenge against domestic rivals Porsche and Mercedes-Benz, both of whom had developed reverse engineered GT1 prototypes that were very much against the spirit of the regulations.

At the season-opening Hockenheim 4 Hours, the new Merceds CLK GTR took pole, but Lehto and Soper dominated the event having started from second. They led for all but two laps and ultimately crossed the line 90 seconds clear of the Gulf Team Davidoff McLaren driven by Jean-Marc Gounon and Pierre-Henri Raphanel.

Round two at Silverstone one month later saw Lehto and Soper qualify fourth and finish third as the four hour race was stopped 40 minutes early owing to the torrentially wet conditions. Mercedes’ Bernd Schneider was leading at the time the red flag came out but the result was back-dated to the previous lap which meant the Schnitzer McLaren driven by Peter Kox and Roberto Ravalgia was declared the winner.

Round three, the Helsinki 4 Hours, took place two weeks later. On this occasion, Lehto and Soper started from pole and, when the two Mercedes dropped out of contention inside the first 60 minutes, 21R took its second FIA GT Championship win of the year.

At the Nurburgring 4 Hours five weeks later, Mercedes fielded a three-car team with the entry of Bernd Schnieder / Klaus Ludwig pipping Lehto and Soper to pole by a quarter of a second. On home soil, the Mercedes were clearly quickest; Lehto and Soper survived a late spin to finish third after one of the Mercedes retired.

Following this outing at the Nurburgring, Schnitzer headed for a test session at Zeltweg in the hope of clawing back some performance. However, during the course of 21R’s visit to Austria, the car caught fire while Lehto was at the wheel following a fuel spillage.

The damage was serious enough that 21R had to be returned to McLaren for repair. Meanwhile, Schnizter were forced to draft one of its Le Mans chassis in for the next few FIA GT races.

21R eventually returned to the fold for the 1997 season finale at Laguna Seca after chassis 26R (which Lehto and Soper had used for the last half dozen races) had itself incurred fire damage at the penultimate race of the year: the Sebring 3 Hours.

Prior to its call up for the race in California, 21R had been set to go on display at the Tokyo Motor Show.

During practice, Lehto and Soper went so badly in 21R that Schnitzer decided to split their title contenders for the race: Lehto joined Peter Kox in the sister while Soper and Roberto Ravaglia were partnered together in 21R which started down in eighth. Unfortunately, their race was hampered as four laps were lost having been hit by the Parabolica McLaren. In its final competitive outing, 21R crossed the line eleventh as Mercedes and Bernd Schneider bagged the 1997 Manufacturer and Driver titles respectively.

Notable History

BMW Motorsport/Schnitzer

13/04/1997 FIA Hockenheim 4 Hours (S. Soper / J.J. Lehto) 1st oa, 1st GT1 class (#8)
11/05/1997 FIA Silverstone 4 Hours (S. Soper / J.J. Lehto) 3rd oa, 3rd GT1 class (#8)
25/05/1997 FIA Helsinki 3 Hours (S. Soper / J.J. Lehto) 1st oa, 1st GT1 class (#8)
29/06/1997 FIA Nurburgring 4 Hours (S. Soper / J.J. Lehto) 3rd oa, 3rd GT1 class (#8)
26/10/1997 FIA Laguna Seca 3 Hours (S. Soper / R. Ravaglia) 11th oa, 11th GT1 class (#8)

Text copyright: Supercar Nostalgia
Photo copyright: unattributed

VIN: the works BMW M1 Procar chassis 4301018

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HISTORY OF CHASSIS 4301018

Chassis 4301018 was the M1 Procar used exclusively by upcoming Brazilian F1 driver Nelson Piquet during 1979.

Piquet, who had been signed by Bernie Ecclestone’s Brabham team on a multi-year deal, used chassis 4301018 in five of the eight 1979 Procar races in addition to the non-championship event at Donington (for the Gunnar Nilsson Memorial Trophy).

Piquet was set to line up fifth for the season opener at Zolder, but he dropped out on the warm-up lap with a loose vibration damper. He followed this up with pole position and victory at Donington, after which the Brazilian did not contest Procar round two at Monaco.

Round three at Dijon saw Piquet secure another pole-and-win double while at Silverstone the Brazilian started and finished second.

Failure to contest rounds five and six (at Hockenheim and Zeltweg) all but ruled out any chance of winning the ‘79 Procar title.

Piquet returned for the last two events of the year at Zandvoort and Monza, but having qualified fifth and fourth respectively, he failed to finish on either occasion.

Piquet finished sixth in the championship standings with 35 points.

For 1980, the rights to the Procar series were sold to Piquet’s F1 boss Bernie Ecclestone and Max Mosley. The ‘works’ cars were campaigned in a new green over white colour scheme and prepared by BS Fabrications in the UK. Coincidentally, Piquet had made his second, third and fourth F1 outings with a BS Fabrications-run McLaren M23 in 1978 prior to signing for Brabham.

Unlike 1979, the F1 drivers than contested the Procar events no longer had any grid privileges and had to qualify on merit.

The opening race at Doningont saw Piquet start eleventh and finish fifth. He then started the Avus event from fifth but failed to finish.

The first F1-supporting race of 1980 was in Monaco where Piquet qualified eighth but managed to grab the final podium spot.

Having qualified third for the Norisring event, Piquet posted another DNF, after which he missed the British Grand Prix-supporting event at Brands Hatch as Alain Prost made a one-off appearance in 4301018. Prost qualified and finished a creditable sixth.

With four Procar events left to run, Piquet was still a long way off championship leaders Hans-Joachim Stuck and Alan Jones. However, a storming end to the season saw Piquet rocket up the standings.

After starting from a disappointing 21st on the grid at Hockenheim, Piquet romped through the field to bag fourth. He then finished the year with a trio of wins at Zeltweg, Zandvoort and Imola having started from fourth, third and pole respectively.

Piquet finished the year on 90 points to runner up Alan Jones’ 77 and was awarded a BMW 635 CSi.

1980 also proved a breakthrough year for Piquet in Formula 1 as he took a hat-trick of victories, finished on the podium in seven out of 14 races and bagged second in the Drivers’ standings behind… Alan Jones.

Chassis 4301017 was subsequently sold off and is not understood to have raced at the top level again.

Notable History

BMW Motorsport

White, Red & Blue livery

12/05/1979 PRO Zolder (N. Piquet) DNS (#6)
03/06/1979 IND Donington (N. Piquet) 1st oa (#6)
30/06/1979 PRO Dijon (N. Piquet) 1st oa (#6)
13/07/1979 PRO Silverstone (N. Piquet) 2nd oa (#6)
26/08/1979 PRO Zandvoort (N. Piquet) DNF (#6)
09/09/1979 PRO Monza (N. Piquet) DNF (#6)

White & Green livery

26/04/1980 PRO Donington (N. Piquet) 5th oa (#5)
11/05/1980 PRO Avus (N. Piquet) DNF (#5)
17/05/1980 PRO Monaco (N. Piquet) 3rd oa (#5)
22/06/1980 PRO Norisring (N. Piquet) DNF (#5)
12/07/1980 PRO Brands Hatch (A. Prost) 6th oa (#8)
09/08/1980 PRO Hockenheim (N. Piquet) 4th oa (#5)
16/08/1980 PRO Zeltweg (N. Piquet) 1st oa (#5)
31/08/1980 PRO Zandvoort (N. Piquet) 1st oa (#5)
14/09/1980 PRO Imola (N. Piquet) 1st oa (#5)

Sold off

Text copyright: Supercar Nostalgia
Photo copyright: BMW - https://www.bmw.com

VIN: the BMW Motorsport - Team Schnitzer McLaren F1 GTR chassis 23R

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HISTORY OF CHASSIS 23R

Along with 21R, 24R and 26R, chassis 23R was one of the four long tailed F1 GTRs sold to BMW Motorsport for the 1997 season.

Having purchased three cars the previous year (to contest the Le Mans 24 Hours and a handful of late season events in Brazil), BMW (who supplied engines for all iterations of the F1) expanded their operation in 1997 to include an attack on the FIA GT Championship (which took over from the BPR Global Endurance series that had been held between 1994 and 1996).

Whereas BMW’s 1996 cars were prepared and raced by the Italian Bigazzi squad, Schnitzer would be responsible for this latest campaign.

23R was the car allocated to Peter Kox and Roberto Ravaglia for the majority of the 1997 FIA GT Championship.

Having retired from the season-opener at Hockenheim (owing to a gearbox failure), Kox and Ravaglia took victory in round two at Silverstone; they were at the head of the field when the race was stopped shortly after the three hour mark as a result of torrential conditions.

It also looked like Kox and Ravaglia would take the win at the next round in Helsinki, however, more transmission woes forced them out just 20 minutes from the end.

Thereafter, best results for the car were second in the penultimate race of the year at Sebring and a brace of fourth place finishes at the Nurburgring and Spa.

Unfortunately, although the McLarens took the championship fight to the season finale at Laguna Seca (where JJ Lehto joined Kox in 23R and Ravaglia shared 21R with the team’s other title hopeful, Steve Soper), Mercedes’ next generation CLK GTR ultimately proved too fast.

Chassis 23R was retired from competition duty at the end of 1997.

McLaren subsequently played no further part in the FIA GT series.

23R has been retained by BMW ever since.

Notable History

BMW Motorsport / Schnitzer

13/04/1997 FIA Hockenheim 4 Hours (P. Kox / R. Ravaglia) DNF (#9)
11/05/1997 FIA Silverstone 4 Hours (P. Kox / R. Ravaglia) 1st oa, 1st GT1 class (#9)
25/05/1997 FIA Helsinki 3 Hours (P. Kox / R. Ravaglia) 13th oa, 10th GT1 class (#9)
29/06/1997 FIA Nurburgring 4 Hours (P. Kox / R. Ravaglia) 4th oa, 4th GT1 class (#9)
20/07/1997 FIA Spa 4 Hours (P. Kox / R. Ravaglia) 4th oa, 4th GT1 class (#9)
03/08/1997 FIA Zeltweg 4 Hours (P. Kox / R. Ravaglia) DNF (#9)
24/08/1997 FIA Suzuka 1000km (P. Kox / R. Ravaglia) 8th oa, 8th GT1 class (#9)
14/09/1997 FIA Donington 4 Hours (P. Kox / R. Ravaglia) 5th oa, 5th GT1 class (#9)
28/09/1997 FIA Mugello 4 Hours (P. Kox / R. Ravaglia) 5th oa, 5th GT1 class (#9)
18/10/1997 FIA Sebring 3 Hours (P. Kox / R. Ravaglia) 2nd oa, 2nd GT1 class (#9)
26/10/1997 FIA Laguna Seca 3 Hours (P. Kox / J.J. Lehto) DNF (#9)

Retained by BMW

Text copyright: Supercar Nostalgia
Photo copyright: BMW - https://www.bmw.com

VIN: the works / Helmut Marko - Walter Maurer ‘Münchner Wirte’ BMW M1 Procar chassis 4301036

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HISTORY OF CHASSIS 4301036

Chassis 4301036 was one of the M1 Procars reserved for use by the official BMW Motorsport team in 1979.

It first appeared at Hockenheim (round five) in the hands of promising German, Hans-Georg Burger, who had been having a very successful time driving a GS Tuning BMW 320 in the DRM and a few other big races thus far in 1979.

Burger was a BMW-contracted driver and the star of the show at Hockenheim; he started from sixth on the grid and went on to finish third behind winner, Niki Lauda, and runner up, Hans-Joachim Stuck.

At Zeltweg (round six), Burger qualified eighth and finished sixth. He would return for the 1980 Procar season with a GS Tuning M1.

Chassis 4301036 was subsequently wheeled out for one more Procar race in 1979: the season-ending contest at Monza. Here it was entered for upcoming young Italian, Teo Fabi.

Fabi qualified tenth, but his race ended on lap one with a broken water pipe.

Chassis 4301036 was then sold to Austrian ex-F1 racer, Helmut Marko.

During the ‘79 Procar season, Marko had managed chassis 4301041 on behalf of Gerhard Schneider (GS Tuning) for Markus Hottinger (another BMW-contracted driver).

Now in the red and white colours of Marko’s long-term sponsor, Marlboro, chassis 4301036 contested the non-championship 1979 Kyalami 1000km race in South Africa where it was driven by Burger and Hottinger. Having qualified fourth, they unfortunately retired with a broken fuel-injection pump drive.

For the 1980 Procar Championship, Helmut Marko had anticipated that Hottinger (a fellow Austrian) would be behind the wheel of 4301036. However, Hottinger was unfortunately killed during a Formula 2 race at Hockenheim two weeks before the Procar campaign began.

As a result, Marko brought in talented Austrian youngster, Jo Gartner, who dovetailed his appearances in the Procar series with a Formula 2 campaign.

Gartner finished fourth in the exciting season-opener at Donington, but thereafter results were patchy. He took sixth at Imola, eighth at Brands Hatch, posted five DNFs and failed to start at the Norisring having ripped away the right front suspension during a practice crash.

Chassis 4301036 then made one final appearance in period; it was wheeled out to compete at the 1981 Le Mans 24 Hours for which it had been given a special new colour scheme by German artist, Walter Maurer.

Maurer painted several M1 Procars between 1980 and 1982. Thanks to his unique lacquered painting technique, he was also contracted by BMW to collaborate on the Art Cars by Alexander Calder, Frank Stella, Roy Lichtenstein, Andy Warhol, Ernst Fuchs, Cesar Manrique and A.R. Penck.

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For the 1981 Le Mans race, Maurer adorned chassis 4301036 with a ‘Münchner Wirte’ livery that celebrated a variety of Munich institutions and landmarks. The car incorporated Bavarian-style facade painting with traditional blue and white twisted chords.

4301036 was driven at la Sarthe by Prince Leopold of Bavaria, Peter Oberndorfer and BMW protégé, Christian Danner. They qualified fastest of the Group 4 entries in 41st, but retired from the race after 49 laps with a broken crankshaft damper.

Today, chassis 1036 forms part of the BMW Classic collection.

Notable History

BMW Motorsport GmbH

28/07/1979 PRO Hockenheim (H.G. Burger) 3rd oa (#90)
12/08/1979 PRO Zeltweg (H.G. Burger) 6th oa (#90)
09/09/1979 PRO Monza (T. Fabi) DNF (#90)

Sold to Helmut Marko (Marko Rennsport Management)

Red & White Marlboro livery

30/11/1979 IND Kyalami 1000km (M. Hottinger / H.G. Burger) DNF (#11)

26/04/1980 PRO Donington (J. Gartner) 4th oa (#88)
11/05/1980 PRO Avus (J. Gartner) DNF (#88)
17/05/1980 PRO Monaco (J. Gartner) DNF (#88)
22/06/1980 PRO Norisring (J. Gartner) DNS (#88)
12/07/1980 PRO Brands Hatch (J. Watson) 8th oa (#88)
09/08/1980 PRO Hockenheim (J. Gartner) DNF (#88)
16/08/1980 PRO Zeltweg (J. Gartner) DNF (#88)
31/08/1980 PRO Zandvoort (J. Gartner) DNF (#88)
14/09/1980 PRO Imola (J. Gartner) 6th oa (#88)

Walter Maurer ‘Münchner Wirte‘ livery

14/06/1981 WSC Le Mans 24 Hours (C. Danner / L. von Bayern / P. Oberndorfer) DNF (#71)

Retained by BMW Classic

Text copyright: Supercar Nostalgia
Photo copyright: BMW - https://www.bmw.com

VIN: the BMW Motorsport - Team Schnitzer / Gulf Racing / Steve O'Rourke McLaren F1 GTR chassis 24R

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HISTORY OF CHASSIS 24R

Chassis 24R was one of four 1997-spec. F1 GTRs delivered to BMW Motorsport.

As supplier of the McLaren F1’s engine, BMW decided to begin racing with a trio of F1 GTRs in 1996. That year, their attention was focused firmly on the Le Mans 24 Hours.

In addition to another two-car attack at Le Mans, BMW’s 1997 programme included a two-car team for the FIA GT Championship (which superseded the BPR series organised from 1994 to 1996).

The two cars destined for Le Mans were chassis 24R and 26R. Together they underwent a considerable amount of special preparation for the event.

24R first ran publicly at Le Mans Pre-Qualifying in early May where Steve Soper, JJ Lehto and Nelson Piquet went fourth fastest overall and third quickest in the GT1 class.

The same three drivers then raced 24R at the Le Mans 24 Hours in June. However, after a triple stint by Soper, the car lost nine laps when a pipe from the water pump to the engine had to be changed. 24R subsequently charged back into the top ten, but at two thirds distance (while lying third overall), Lehto span into the wall at Arnage and 24R retired from the race.

During qualifying for the 1997 Le Mans 24 Hours, the Gulf Team Davidoff / GTC Motorsport F1 GTR owned by Thomas Bscher (chassis 22R) was badly damaged by an oil fire. While 22R was back at McLaren undergoing a rebuild, Bscher leased the now surplus-to-requirements 24R.

24R contested four FIA GT Championship events as a Gulf Team Davidoff entry. Bscher and John Nielsen picked up a seventh place finish at the Nurburgring but crashed out at Spa and Zeltweg.

A more serious accident then occurred in the build up to the Suzuka 1000km where Nielsen had a heavy 150mph practice crash. Having nudged a Viper, he smashed into the barriers at the flat-out right-hander before Spoon and 24R incurred serious damage.

24R was subsequently returned to McLaren where it underwent a ground-up rebuild.

The freshly prepared car was then sold to Steve O’Rourke who wanted to contest the 1998 British GT Championship and that year’s Le Mans.

O’Rourke was the manager of Pink Floyd and an enthusiastic amateur racer. Since 1979, he had variously campaigned a Ferrari 512 BB LM and a BMW M1 Procar built to Group 5 specification by Michael Cane Racing. Cane then built O’Rourke an Aston Martin-powered EMKA Group C car. EMKA was the name of O’Rourke’s production company.

After several years away from top flight competition, O’Rourke returned during the early 1990s with a Porsche 935 and then a 993 GT. His 993 was replaced by chassis 24R for the 1998 season. It appeared in a new red and white livery under an EMKA Racing entry.

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That year, O’Rourke and his co-driver, Tim Sugden, took a brace of outright wins in the British GT series and frequently finished on the podium. However, 24R’s best result was a surprise fourth place finish at Le Mans where O’Rourke and Sugden were joined by Bill Auberlen.

GT1 cars were no longer eligible for Le Mans in 1999, so 24R appeared solely in that year’s British GT series. O’Rourke and Sudgen scored one victory and five podium finishes from eleven outings.

O’Rourke then moved on to a Porsche 996 GT3-R for the 2000 season. He retained 24R until his unexpected death from a stroke in 2003.

Since then, 24R has gone through the hands of a couple of private owners and been restored.

Notable History

BMW Motorsport

04/05/1997 IND Le Mans Pre-Qualifying (S. Soper / J.J. Lehto / N. Piquet) 4th oa, 3rd GT1 class (#42)
15/06/1997 IND Le Mans 24 Hours (S. Soper / J.J. Lehto / N. Piquet) DNF (#42)

Leased to Thomas Bscher - GTC Motorsport (Gulf Team Davidoff)

29/06/1997 FIA Nurburgring 4 Hours (J. Nielsen / T. Bscher) 7th oa, 7th GT1 class (#2)
20/07/1997 FIA Spa 4 Hours (J. Nielsen / T. Bscher) DNF (#2)
03/08/1997 FIA Zeltweg 4 Hours (J. Nielsen / T. Bscher) DNF (#2)
24/08/1997 FIA Suzuka 1000km (J. Nielsen / T. Bscher) DNS (#2)

Sold to Steve O’Rourke (EMKA Racing)

05/04/1998 GBR Silverstone (S. O'Rourke / T. Sugden) 2nd oa, 2nd GT1 class (#1)
03/05/1998 IND Le Mans Pre-Qualifying (S. O'Rourke / T. Sugden) 30th oa, 18th GT1 class (#40)
04/05/1998 GBR Oulton Park (S. O'Rourke / T. Sugden) 1st oa, 1st GT1 class (#1)
24/05/1998 GBR Croft (S. O'Rourke / T. Sugden) 2nd oa, 2nd GT1 class (#1)
07/06/1998 IND Le Mans 24 Hours (S. O'Rourke / T. Sugden / B. Auberlen) 4th oa, 4th GT1 class (#40)
14/06/1998 GBR Snetterton (S. O'Rourke / T. Sugden) 3rd oa, 3rd GT1 class (#1)
12/07/1998 GBR Silverstone (S. O'Rourke / T. Sugden) 4th oa, 4th GT1 class (#1)
02/08/1998 GBR Donington (S. O'Rourke / T. Sugden) 2nd oa, 1st GT1 class (#1)
23/08/1998 GBR Silverstone (S. O'Rourke / T. Sugden) 8th oa, 4th GT1 class (#1)
27/09/1998 GBR Spa (S. O'Rourke / T. Sugden) 1st oa, 1st GT1 class (#1)
04/10/1998 GBR Silverstone (S. O'Rourke / T. Sugden) 5th oa, 4th GT1 class (#1)

28/03/1999 GBR Silverstone (S. O'Rourke / T. Sugden) 1st oa, 1st GT1 class (#1)
03/05/1999 GBR Oulton Park (S. O'Rourke / T. Sugden) 4th oa, 4th GT1 class (#1)
31/05/1999 GBR Snetterton (T. Sugden) DNF (#1)
20/06/1999 GBR Brands Hatch (S. O'Rourke / T. Sugden) 3rd oa, 3rd GT1 clas (#1)
11/07/1999 GBR Silverstone (T. Sugden / S. O'Rourke) DNF (#1)
07/08/1999 GBR Donington (S. O'Rourke / T. Sugden) 4th oa, 4th GT1 class (#1)
08/08/1999 GBR Donington (S. O'Rourke / T. Sugden) 3rd oa, 3rd GT1 class (#1)
22/08/1999 GBR Silverstone (S. O'Rourke / T. Sugden) 3rd oa, 3rd GT1 class (#1)
05/09/1999 GBR Croft (S. O'Rourke / T. Sugden) 3rd oa, 3rd GT1 class (#1)
26/09/1999 GBR Spa (T. Sugden / S. O'Rourke) 4th oa, 4th GT1 class (#1)
10/10/1999 GBR Silverstone (S. O'Rourke / T. Sugden) DNF (#1)

Text copyright: Supercar Nostalgia
Photo copyright: BMW - https://www.bmw.com & McLaren - https://www.mclaren.com

VIN: the works / Jurgen Lassig BMW M1 Procar chassis 4301042

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HISTORY OF CHASSIS 4301042

Chassis 4301042 was the 13th M1 Procar completed. It was retained by BMW Motorsport and raced by a variety of high profile drivers during the inaugural Procar Championship in 1979.

Emerson Fittipaldi gave the car its debut at Monaco (round two of the series) where he started and finished third.

In the non-championship Gunnar Nilsson Memorial Trophy at Donington, James Hunt started fourth, but failed to finish owing to suspension trouble.

Round three of the ‘79 Procar series took place at Dijon where Didier Pironi did his first of three races in chassis 4301042. The Tyrrell driver qualified in fifth spot and moved up to claim the final podium position in third. He also drove the car at round five (Hockenheim: qualified third, finished fourth) and round six (Zeltweg: qualified fifth, finished third).

Other drivers to take the wheel during 1979 were Carlos Reutemann for round four at Silverstone (qualified fourth, finished eighth) and Michael Bleekemolen for the penultimate event at Zandvoort (qualified twelfth but failed to finish when he was crashed into by Elio de Angelis).

For the 1980 Procar series, chassis 4301042 (like all the works cars) was prepared by B&S Fabrications in England.

The now white and green machine contested all nine Procar races in 1979, eight of which were in the hands of Didier Pironi.

Now driving for Ligier in F1, Pironi had a year of mixed fortune; he won the Procar race at Hockenheim and finished third at Brands Hatch, but he also posted four DNFs and one DNS. At the end of the season, he finished tenth in the standings.

The only other driver to feature in 4301042 during 1980 was ‘78 World Champion, Mario Andretti.

Andretti (who was driving for Lotus in F1), contested the Zandvoort Procar race. He qualified ninth, but clashed with Jo Gartner on the opening lap. Andretti hobbled round to the pits with suspension damage where 4301042 was retired.

At the end of the 1980 season, BMW Motorsport sold chassis 4301042 to German privateer, Jurgen Lassig.

Lassig was a keen amateur driver who, since 1973, had campaigned various nomally aspirated and turbocharged Porsches. In 1980, he had paid for a couple of drives in an M1 Procar with Jurgen Kannacher.

For the 1981 season, Lassig had 4301042 prepared by Hans Obermaier. Lassig dovetailed his drives in the BMW with appearances in a Kremer 935 K4.

Lassig also raced 4301042 throughout 1982. He then made a couple of outings with the car in 1983, after which it was retired from competition duty.

Notable History

BMW Motorsport

26/05/1979 PRO Monaco (E. Fittipaldi) 3rd oa (#14)
03/06/1979 PRO Donington (J. Hunt) DNF (#20)
30/06/1979 PRO Dijon (D. Pironi) 3rd oa (#3)
13/07/1979 PRO Silverstone (C. Reutemann) 8th oa (#2)
28/07/1979 PRO Hockenheim (D. Pironi) 4th oa (#3)
12/08/1979 PRO Zeltweg (D. Pironi) 3rd oa (#3)
26/08/1979 PRO Zandvoort (M. Bleekemolen) DNF (#90)

BMW Motorsport (B&S Fabrication)

26/04/1980 PRO Donington (D. Pironi) 15th oa (#25)
11/05/1980 PRO Avus (D. Pironi) DNF (#25)
17/05/1980 PRO Monaco (D. Pironi) 9th oa (#25)
22/06/1980 PRO Norisring (D. Pironi) DNF (#25)
12/07/1980 PRO Brands Hatch (D. Pironi) 3rd oa (#25)
09/08/1980 PRO Hockenheim (D. Pironi) 1st oa (#25)
16/08/1980 PRO Zeltweg (D. Pironi) DNS (#25)
31/08/1980 PRO Zandvoort (M. Andretti) DNF (#11)
14/09/1980 PRO Imola (D. Pironi) DNF (#25)

Sold to Jurgen Lassig (Lassig-Obermaier Racing Team)

White with Green stripes

05/04/1981 DRM Hockenheim (J. Lassig) 9th oa, 5th RT class (#85)
17/05/1981 DRM Mainz-Finthen (J. Lassig) 6th oa, 2nd RT class (#85)
24/05/1981 WSC Nurburgring 1000km (J. Lassig / H.P. Duge) DNF (#37)
28/06/1981 DRM Norisring (M. Ketterer) 9th oa, 4th RT class (#82)
28/06/1981 IND Norisring Trophy (M. Ketterer) DNF (#82)
12/07/1981 DRM Salzburgring (J. Lassig) 3rd oa, 1st RT class (#??)
01/08/1981 DRM Hockenheim (M. Ketterer) 10th oa, 3rd RT class (#81)
06/09/1981 DRM Hockenheim (J. Lassig) DNF (#79)
20/09/1981 DRM Nurburgring (J. Lassig) 7th oa, 3rd RT class (#81)

White with Blue stripes

21/03/1982 DRT Zolder (J. Lassig) ran (#6)
04/04/1982 DRT Hockenheim (J. Lassig) 4th oa (#6)
02/05/1982 DRT Avus (J. Lassig) ran (#6)
09/05/1982 DRT Mainz-Finthen (J. Lassig) 4th oa (#6)
23/05/1982 DRT Salzburgring (J. Lassig) 3rd oa (#6)
30/05/1982 WSC Nurburgring 1000km (Duge / König / Lassig) DNF (#53)
04/07/1982 IND Erding (J. Lassig) 6th oa, 4th GT2.0+ class (#2)
01/08/1982 DRT Diepholz (J. Lassig) ran (#6)
07/08/1982 DRT Hockenheim (J. Lassig) 5th oa (#44)
29/08/1982 DRT Hockenheim (J. Lassig) 4th oa (#6)
26/09/1982 DRT Nurburgring (J. Lassig) ran (#12)

White with Blue stripes (Hugo Boss livery)

20/03/1983 DRT Zolder (J. Lassig) ran (#2)
03/07/1983 DRT Norisring (J. Lassig) ran (#38)

Text copyright: Supercar Nostalgia
Photo copyright: BMW - https://www.bmw.com

VIN: the works / Tony Garcia BMW M1 Procar chassis 4301027

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<<<E26 M1 PROCAR PORTAL
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HISTORY OF CHASSIS 4301027

Chassis 4301027 was the fifth M1 Procar completed. It followed a brace of prototypes and two production examples.

4301027 was signed off on May 9th 1979 and retained by BMW Motorsport for use in the inaugural Procar series. During the course of that season it was driven by a host of Formula 1 drivers.

Reigning F1 champion, Mario Andretti, used chassis 4301027 on its debut at Zolder and thereafter twice more (at Donington and Monza). Unfortunately, the Lotus team leader failed to finish at Zolder and Monza. His only sight of the chequered flag was at Donington where he crossed line in twelfth.

Tyrrell driver, Jean-Pierre Jarier, took the wheel for a one-off Procar appearance at Monaco and finished ninth.

Similarly, upcoming Brit, Tiff Needell (who would do two F1 races for Ensign in 1980), was installed for a single event. Needell finished ninth at Silverstone.

Like Andretti, Ligier’s Jacques Laffite drove 4301027 on three occasions in 1979. He scored the car’s best results, winning at Zeltweg and placing second at Zandvoort. Laffite also posted a DNF at Hockenheim.

Chassis 4301027 returned to contest the 1980 Procar season when the works cars were prepared by BS Fabrications in Luton. For 1980, the traditional BMW Motorsport livery was switched to a white and green colour scheme.

Following his impressive trio of appearances in the 1979 series, Jacques Laffite was invited back for an extended campaign in 1980.

Laffite did seven of the nine Procar events during 1980 and drove 4301027 on every occasion.

Unfortunately, he failed to repeat the success of 1979. In 1980, Laffite’s best result was a third at Zandvoort and a brace of fourths at Avus and Brands Hatch. Laffite ended up joint eighth in the final standings with 37 points.

Two other F1 drivers also appeared in 4301027 during the 1980 season: Tyrrell’s Derek Daly raced the car at Monaco (DNF) and Arrows’ Riccardo Patrese drove in the season finale at Imola (ninth).

After the 1980 Procar Championship concluded, BMW had a surplus of cars, most of which were sold off to privateers.

Chassis 4301027 was purchased by amateur American driver, Tony Garcia.

Garcia bought the M1 to replace a faithful Porsche 911 Carrera RSR that he had raced extensively during 1979 and 1980. Like the 911, Garcia’s M1 was campaigned under the Montura Racing banner in a handsome dark blue livery with yellow, orange and red stripes.

Over the course of the next three years, Garcia raced 4301027 in IMSA and World Sportscar Championship events.

Garcia’s most successful season was 1981 when he ran half a dozen races and picked up four GTO class second places and a brace of fourths.

The highlights of 1982 were a class win at the Silverstone 6 Hours and an appearance at the Le Mans 24 Hours (which ended with a DNF).

Garcia’s final campaign with 4301027 was in 1983 after which he upgraded to a Lola T600 and March 83G.

Notable History

BMW Motorsport

White with Blue and Red stripes

12/05/1979 PRO Zolder (M. Andretti) DNF (#1)
26/05/1979 PRO Monaco (J.P. Jarier) 9th oa (#4)
03/06/1979 PRO Donington (M. Andretti) 12th oa (#1)
13/07/1979 PRO Silverstone (T. Needell) 9th (#90)
28/07/1979 PRO Hockenheim (J. Laffite) DNF (#26)
12/08/1979 PRO Zeltweg (J. Laffite) 1st oa (#26)
26/08/1979 PRO Zandvoort (J. Laffite) 2nd oa (#26)
09/09/1979 PRO Monza (M. Andretti) DNF (#1)

BMW Motorsport (BS Fabrications)

White with Green stripes

26/04/1980 PRO Donington (J. Laffite) 12th oa (#26)
11/05/1980 PRO Avus (J. Laffite) 4th oa (#26)
17/05/1980 PRO Monaco (D. Daly) DNF (#4)
22/06/1980 PRO Norisring (J. Laffite) 7th oa (#26)
12/07/1980 PRO Brands Hatch (J. Laffite) 4th oa (#26)
09/08/1980 PRO Hockenheim (J. Laffite) 10th oa (#26)
16/08/1980 PRO Zeltweg (J. Laffite) DNF (#26)
31/08/1980 PRO Zandvoort (J. Laffite) 3rd oa (#26)
14/09/1980 PRO Imola (R. Patrese) 9th oa (#29)

Sold to Tony Garcia (Montura Racing), USA

Blue with Yellow, Orange and Red stripes

26/04/1981 IMS Riverside 6 Hours (T. Garcia / A. Naon / H. Cruz) 8th oa, 2nd GTO class (#54)
16/08/1981 WSC Mosport 6 Hours (T. Garcia / A. Naon / H. Cruz) 8th oa, 2nd GTO class (#54)
23/08/1981 WSC Road America 500 mile (T. Garcia / A. Naon / H. Cruz) 22nd oa, 4th GTO class (#54)
13/09/1981 IMS Road Atlanta 150 mile (T. Garcia) 8th oa, 4th GTO class (#54)
27/09/1981 IMS Pocono 500 mile (T. Garcia / A. Naon) 7th oa, 2nd GTO class (#54)
29/11/1981 IMS Daytona 250 mile Finale (T. Garcia) 9th oa, 2nd GTO class (#54)

31/01/1982 IMS Daytona 24 Hours (T. Garcia / A. Naon / R. McFarlin) DNF (#54)
20/03/1982 IMS Sebring 12 Hours (T. Garcia / A. Naon / F. Stiff) DNF (#54)
25/04/1982 IMS Riverside 6 Hours (T. Garcia / A. Naon / F. Stiff) DNF (#54)
16/05/1982 WSC Silverstone 6 Hours (T. Garcia / A. Naon) 18th oa, 1st GTO class (#85)
20/06/1982 WSC Le Mans 24 Hours (T. Garcia / A. Naon / F. Stiff) DNF (#85)
26/09/1982 IMS Pocono 500 mile (T. Garcia / A. Montoya / G. Ullom) 5th oa, 2nd GTO class (#54)

White with Yellow, Blue & Red stripes

06/02/1983 IMS Daytona 24 Hours (T. Garcia / D. Montoya / T. Herman) DNF (#55)
27/02/1983 IMS Miami 100km (T. Garcia) DNF (#54)
10/04/1983 IMS Road Atlanta 500km (T. Garcia / D. Montoya) DNF (#55)
24/04/1983 IMS Riverside 6 Hours (T. Garcia / D. Montoya) 13th oa, 4th GTO class (#55)

Text copyright: Supercar Nostalgia
Photo copyright: BMW - https://www.bmw.com

VIN: the BMW Motorsport / Team Bigazzi McLaren F1 GTR chassis 18R

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<<<F1 GTR 96 PORTAL
<<<F1 GTR FOR SALE

HISTORY OF CHASSIS 18R

Chassis 18R was the third of three 1996-spec. GTRs delivered to Team Bigazzi on behalf of BMW Motorsport.

At the time, the Italian Bigazzi operation were best known for handling BMW’s German Super Touring effort. Several of BMW’s top touring car drivers were transferred to the works F1 GTR programme.

18R initially acted as the spare while its sister cars (16R and 17R) were used at Le Mans (plus a preparatory outing at the Silverstone 4 Hour BPR GT Championship race).

In late 1996, 18R got its first competitive action when it was shipped out to Brazil for the end-of-season Temporada series in December.

The Temporada comprised a pair of two hour races at Curitiba and Brasilia that were promoted by the BPR organisation and local hero, Nelson Piquet.

Backing came from Hollywood cigarettes and BMW of Brazil. Piquet was joined in 18R by BMW works driver, Steve Soper, and together they won both events.

Afterwards, 18R stayed on for the Mil Milhas Brasileiras which was held at the Jacarepagua circuit in Rio during the third week of January 1997. Piquet and Soper were co-driven by Johnny Cecotto in the 1000-mile race and, against limited opposition, they won by 21 laps despite incurring two stop-and-go penalties.

With its competitive career over, 18R returned to BMW.

Despite its immaculate race record of three wins from three starts in Hollywood trim, BMW had the car re-liveried to replicate their number 38 Fina-backed entry from the 1996 Le Mans 24 Hours.

Notable History

Team Bigazzi SRL

White & red Hollywood livery

08/12/1996 TEM Curitiba 2 Hours (N. Piquet / J. Cecotto) 1st oa (#01)
15/12/1996 TEM Brasilia 2 Hours (N. Piquet / J. Cecotto) 1st oa (#01)
19/01/1997 IND Mil Milhas Brasileiras, Jacarepagua (S. Soper / N. Piquet / J. Cecotto) 1st oa, 1st GT1 class (#01)

Retained by BMW

Colour changed to white, blue & red Fina ‘Union Jack / La Tricolore’ livery from Le Mans 1996

Text copyright: Supercar Nostalgia
Photo copyright: BMW - https://www.bmw.com

VIN: the BMW Motorsport / Team Bigazzi McLaren F1 GTR chassis 17R

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<<<F1 GTR 96 PORTAL
<<<F1 GTR FOR SALE

HISTORY OF CHASSIS 17R

BMW had famously supplied McLaren with engines for the F1 supercar and, in 1996, the German firm decided to enter two GTRs for the Le Mans 24 Hour race.

Although owned by BMW, the cars were campaigned in a works capacity by Team Bigazzi. Bigazzi were the Italian outfit that handled BMW’s German Super Touring programme.

McLaren sold a trio of GTRs to BMW: chassis 16R, 17R and 18R - the last three of nine 1996-spec. examples constructed.

16R and 17R would be the race cars with 18R initially kept in reserve.

The attack on Le Mans began with Pre-Qualifying in April where 17R ran in Fina Union Flag / La Tricolore livery (depicted above).

This was followed by a preparatory outing at the Silverstone 4 Hour BPR GT Championship race in May. By this time, 17R’s bodywork had been switched to its Le Mans 24 Hours Stars and Stripes configuration.

Because of its fast, flat nature and traditional spring time slot, Silverstone had long been considered an ideal proving ground for teams heading to la Sarthe.

Steve Soper and Jacques Laffite drove 17R at Pre-Qualifying where they went 13th quickest overall and fourth fastest in the GT1 class. Soper was then joined by Nelson Piquet for the Silverstone 4 Hours; 17R started from pole and eventually finished fourth.

At the Le Mans 24 Hours, BMW split their drivers into Anglo-French and American line ups. 17R was the American machine as reflected by the Stars and Stripes across each rear flank. Driven by Nelson Piquet, Johnny Cecotto and Danny Sullivan, 17R eventually finished eighth overall and sixth in the GT1 class.

Thereafter withdrawn from competitive action, the car was retained by BMW North America.

Notable History

Sold to BMW Motorsport
Team Bigazzi SRL
White & blue Fina ‘Union Jack / La Tricolore’ livery

28/04/1996 IND Le Mans Pre-Qualifying (S. Soper / J. Laffite) 13th oa, 4th GT1 class (#39)

White & blue Fina ‘Stars & Stripes’ livery

12/05/1996 BPR Silverstone 4 Hours (S. Soper / N. Piquet) 4th oa, 4th GT1 class (#24)
16/06/1996 IND Le Mans 24 Hours (J. Cecotto / N. Piquet / D. Sullivan) 8th oa, 6th GT1 class (#39)

Retained by BMW North America

Text copyright: Supercar Nostalgia
Photo copyright: BMW - https://www.bmw.com

VIN: the BMW Motorsport / Team Bigazzi McLaren F1 GTR chassis 16R

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<<<F1 GTR 96 PORTAL
<<<F1 GTR FOR SALE

HISTORY OF CHASSIS 16R

As BMW Motorsport had supplied the engine that powered the all-conquering F1 GTR, they understandably wanted to capitalise on their association with McLaren.

For 1996, the German firm fielded two semi-works cars at the Le Mans 24 Hours and ordered a trio of the latest F1 GTRs. They received chassis 16R, 17R and 18R; the last three of nine 1996-spec. GTRs.

16R and 17R were earmarked for Le Mans while 18R was kept in reserve.

Team Bigazzi were selected to race the GTRs as the Italian firm already looked after BMW’s German Super Touring programme. The GTRs would receive backing from BMW’s long-term sponsor, Fina.

After Pre-Qualifying at La Sarthe (where it appeared in Fina Stars and Stripes livery, depicted above) Team Bigazzi undertook a preparatory outing at the Silverstone 4 Hours. By this time, 16R was in its Le Mans 24 Hour Union Flag / La Tricolore livery.

Johnny Cecotto pre-qualified the car for Le Mans whilst at Silverstone, Jacques Laffite and Marc Duez gave 16R a gentle shakedown and finished eleventh overall.

Laffite and Duez were joined at the 24 Hours by Steve Soper. 16R was designated the Anglo-French entry. 17R was the American entry to be driven by Johnny Cecotto, Nelson Piquet and Danny Sullivan with a corresponding Stars and Stripes colour scheme.

16R finished the 24 Hour race eleventh overall and tenth in the GT1 class, after which it was retired from competition duty (along with chassis 17R).

The spare (18R) later went on to do three end-of-season races in Brazil.

Unlike 17R and 18R (which were retained by BMW), 16R was sold after Le Mans.

At some point it was acquired by GTC Motorsport owner, Ray Bellm, who in 2003 put the car up for sale.

16R was purchased by Australian IBM executive, Tony Raftis, and headed to the southern hemisphere. 16R returned back to the UK a couple of years later as Raftis purchased an F1 road car (chassis 009).

By now painted Historic Orange, 16R joined the collection of Yorkshire businessman Chris Palmer who had previously owned an F1 road car himself (chassis 007). During Palmer’s time with the GTR, it appeared in a Fifth Gear segment against a Ferrari Enzo he also owned.

Since then, 16R has subsequently gone through the hands of a couple more owners.

Notable History

Sold to BMW Motorsport
Team Bigazzi SRL
White, blue & red Fina ‘Stars & Stripes’ livery

28/04/1996 IND Le Mans Pre-Qualifying (J. Cecotto) 19th oa, 7th GT1 class (#38)

White, blue & red Fina ‘Union Jack / La Tricolore’ livery

12/05/1996 BPR Silverstone 4 Hours (J. Laffite / M. Duez) 11th oa, 10th GT1 class (#25)
16/06/1996 IND Le Mans 24 Hours (S. Soper / M. Duez / J. Laffite) 11th oa, 9th GT1 class (#38)

Later sold to Ray Bellm

Text copyright: Supercar Nostalgia
Photo copyright: BMW - https://www.bmw.com