Easter Special: History of BMW motorsport, inc the factory 959BHP M30...

[genphreak]

I was astonunded, it reads like a history of the 6-cylinder L6:

The Early Days at a glance.


The stylised propeller in the BMW logo reflects the early World Records established with aircraft engines. Following numerous championship titles won on motorcycles by drivers such as Ernst Jakob Henne, BMW also prevails in automobile racing. In 1940, the BMW 328 secures a superior victory in Italy’s legendary Mille Miglia.

The post-war years in Germany initially saw touring car racing take a back seat while motorbike racer and record-breaker Schorsch Meier gains the status of an idol on BMW Boxer bikes. Yet, even in these difficult years, BMW cars successfully compete in motor racing events. From 1960, BMW once again contests races with special touring cars, with Hans Stuck Senior winning the 1960 German Hill Climb Championship title behind the wheel of the BMW 700, thus hinting that the era of success has only just begun. Learn more about the beginnings of BMW in international motor racing – in the first chapter of the BMW Tradition.


BMW 328.


Designation: BMW 328 Construction period: 1936 to 1939 Performance: 80bhp at 4,500rpm
Top speed: 150 km/h
Capacity: 1971cc Engine design: 6-cylinder in-line
Sales price: RM7,400 Number of units produced: 464

When Ernst Jakob Henne wins the 1936 Eifel Race, on the BMW 328 Roadster’s debut appearance, it can’t be foreseen that the new BMW sports car is soon to dominate the two-litre class in both Germany and international motor racing. In the years that follow, Helmut Polensky is one of many drivers to celebrate major successes behind the wheel of the BMW 328. Amongst others, he wins the 1939 German Sports Car Championship title.

Actually, there are very few races in the late 1930s where the top positions aren’t secured by a BMW 328. Prior to the launch of the coupe, BMW has successfully established itself as a renowned automobile manufacturer, however, the previous top model, the BMW 319/1, wasn’t competitive enough to stand its ground in the battle with its competitors.

Behind the scenes, BMW developed a new model, a car with an appearance that still makes the hearts of many sports car enthusiasts beat that little bit faster. Thanks to a new aluminium cylinder head and an innovative valve gear, the plan to design a 1.9-litre engine delivering 80 bhp is successfully put into action. Special racing versions of this car, equipped with a 135 BHP six-cylinder in-line engine, reach top speeds of about 220 km/h.

A series of Racing successes.


Following remarkable successes in the 1960s, BMW continues its touring car success story in the following decade, the 1970s. From 1973 to 1979, the BMW 3.0 CSL secures another six European Touring Car Championship titles for the manufacturer, and Harald Ertl clinches the 1978 German Motor Racing Championship, with a BMW 320 entered by the Schnitzer Team.
In the mid 1980s, the commanding BMW 635 CSi Coupe is the car to beat in the European Touring Car Championship. Following race wins in 1985, Roberto Ravaglia secures the 1986 European Championship title. In 1987, BMW enters the slim but meaty successor to the 6 Series coupe – the BMW M3: a true driving machine with a 355bhp 2.5-litre 4-cylinder engine. It turns out to be almost invincible, whether contesting the Asian Pacific Championship, the European Hill Climb Championship or rallies. Furthermore, Roberto Ravaglia clinches the World Touring Car Championship with the M3.

For a new, closer to production, touring car series – called Class 2 or 2-litre class, and subsequently, Super Touring Cars – BMW designs a new superior touring car: the BMW 320i. From 1993 to 1998, this car secures 29 international championships for BMW, three of them in Germany.

Thus far, BMW has amassed a total of 24 European Championship titles, with Andy Priaulx being the driver to secure the last of these – at the wheel of a BMW 320i, in 2004. In 2005, the Briton also prevails in the second World Touring Car Championship.

A one-make series next to F1.


Launched in the late 1970s, the E26 (BMW M1) is the first non-production car based BMW to make a motor racing assault – and proves to be a sports car sensation. The 1.14 metre vehicle is equipped with a 277 bhp mid-engine. Tuning measures such as forged pistons, racing camshafts, bigger valves with twin valve springs and two turbochargers boost the horsepower output 959 bhp. Furthermore, widened fenders, lowered suspension and a massive rear wing make for impressive top speeds.

The Procar Series, a one-make series for M1 drivers, is run in 1979/1980 and, right from the start, turns out to be extremely popular with the crowds. The races, usually held as part of the support programme at European Formula One Grands Prix, are contested by independent drivers – and those five Formula One drivers that set the fastest lap times in the practice sessions for the respective Grand Prix. In the 100-kilometre races, aces such as Nelson Piquet, Emerson Fittipaldi and Carlos Reutemann battle it out with young, ambitious racers such as Marc Surer, Manfred Winkelhock, Bruno Giacomelli and Eddie Cheever – with all the drivers being provided with identical cars. The first championship is won by the legendary Niki Lauda.

The second and final Procar season, in 1980, turns out to be just as thrilling as the first. At the end of the day, Nelson Piquet wins, with Alan Jones and Hans-Joachim Stuck finishing second and third respectively.

EDIT: More on the M88 Big 6 engine:
400 of the M1's where road cars, 53 race cars.

M88 Production M1 engine, 277hp, 330Nm @ 5000rpm kugelfischer 9:1
M88/1 Procar Group 4, 3453cc, 351kW up to 490bhp, 390Nm @ 9000RPM* kugelfischer (in the M1 this did 310km/h)
M88/2 Procar Group 5, 3200cc, twin KKK turbos- up to 950bhp @ 9000RPM at 1.6bar turbo pressure, kugelfischer
M88/3 Production engine, 3453cc 286hp 340Nm at 4500rpm (made for E28 M5 and M635csi) Motronic controlled 10.5:1)

* Unconfirmed- Sources online say this but I suspect it is more like 7500rpm

The M88/2 is a twin turbocharged engine. Most of the development for the M88/2 was done by Schnitzer who turbocharged the M49/3 engine in 1976. The turbocharged M49/3 was called M49/4 and yielded 750bhp at 1,3 bar or 950bhp at 1,6bar. M49/3 and M49/4 where used for the E9 racing CSL's during '75-'76 (ETC group 5 season and American IMSA series.

Developed from the M49 the 24-valve racing engines used in E9s from the mid 1970s, the M88 was quite different: M49 uses a gear train to drive the two camshafts whereas the M88's camshafts are driven by a chain directly.

BTW, S38 is the catalyst version of the M88/3 running 9.8:1 compression and developing 260hp 330Nm @ 4500rpm. The later S38B35,B36 & B38 variants were fitted to subsequent M cars such as the e34. The B38 variant was 3453cc, 10:1 and had a 3mm greater stroke and did 7200rpm in factory form (as fitted to the e34 M5)

Great info over at the bmwe34m5 website;
These links have been updated as the bmwe34m5.com website remains offline after a domain hog stole the domain. I've found historical info on the waybackmachine:

All about M-engine development (beware, its a phat pdf- looking for a place to host it at present as bimmernut limits pdf hosting to 20k)
All about e34 M-cars (link to one of the replies below)
All about M-engine history

[genphreak]

Ludwig Apfelbeck.


In the late 1950s, Ludwig Apfelbeck from Knittelfeld, Austria, works for BMW on the valve arrangement in the cylinder head of its 4-stroke engines. His idea, diverging from all the other 4-valve designs, is to allot the opposing valves the same function, thus achieving an even better cylinder fill and better thermal conditions in the valve area at the same time. He designs the so-called ‘Apfelbeck Head’ with vertically arranged inlet ducts.

Since 1957, Apfelbeck has been working on improving the performance of BMW engines. For his new task however, he uses an idea he had already patented back in 1935. The first test-rig version (designed as a 5500cc 1-cylinder engine) proves that the valve control has to be changed for a high power output. In this area, the propositions of young engineer Paul Rosche mean a breakthrough.

In early 1965, the “Apfelbeck Engine” delivers 129bhp per litre on the test rig. For BMW this means being on the cusp of competitiveness regarding single-seater racing. Furthermore, in the future, Apfelbeck’s design will be used to establish numerous speed records.

Baron Alexander von Falkenhausen.


When it comes to the involvement of BMW in Formula 2, Alexander von Falkenhausen represents one of the true moving spirits. Although BMW engines are used by many motor racing competitors in the 1950s, it is von Falkenhausen who leads the company back to a motor racing works involvement.

Von Falkenhausen, born on 22nd May 1907, is racing touring cars having previously made a name for himself as motorbike racer. In 1934, he joins BMW as suspension engineer but also continues his motor racing career. In the late 1940s, he founds his own motorsport company, AFM (Alexander von Falkenhausen, Munich), which celebrates successes in both Formula 2 and sports car racing.

In 1954, von Falkenhausen re-joins BMW as head of the manufacturer’s motor racing department and immediately sets in motion the course for the future. When he is appointed head of the entire BMW engine design programme he pushes the development and realises the company’s great potential. He has significant impact on the engines of the Bavarian manufacturer until 1975 when, at the age of 68, he goes into retirement.

Not to be confused with a man by the same name who was a General in the German military during WWI, retiring during WWII and then actively opposing the Nazi regime. Involved in a planned coup d'etat on Hitler's regime culminating in a failed plot on July 20, 1944, after which General von Falkenhausen spent the rest of the war transferred from one concentration camp to another until freed by the Allies in 1945. He died on July 31, 1966 after being accused of war-crimes but was let off when it was found he was one of those with considerable military influence that was using it to actively to save many jews.

* All excerpts courtesy of www.bmw-motorsport.com and www.wikipedia.org

[genphreak]

Excerpt directly from the bmwe34m5 site;

From 1971, a successor of the BMW 2002 starts to dominate the European touring car circuits: the BMW 3.0 CSL.

Until then, BMW via Schnitzer and Alpina raced the CSL's with the M38 and M52 engines. All these SOHC engines where based on the M06 engine from 1968. The M06 is the first version of the legendary engine family, which we all now know as the M30 big six.

Things really hotted up in 1973 when BMW needed a more powerful engine for the competition CSL's to beat Porsche 935s and Ford's V6 Capris.

The name, CSL (coupe sport light-weight), was true to its name; the doors and bonnets are made of aluminium, the five-speed gearbox has a magnesium housing. The car tips the scales at merely 1092 kilograms, and the BMW 3.0 CSL becomes a pioneer of engineering innovations per se: Its bonnet covers the power of the first BMW 6-cylinder engine featuring 4-valve technology. In 1974, the anti-lock braking system has its debut in the BMW 3.0 CSL.

On the circuit, the BMW 3.0 CSL shows its muscle. Between 1973 and 1979, it won the European Touring Car Championship six times, and in the 24 Hours of Spa-Francorchamps it was victorious four times in a row through 1976. Towards the end of its career the most successful touring car of its times impresses where Schnitzer tweaked the M49 engine into what became known as the bi-turbo M88/2 engine which yielded power of up to 800 bhp and went on to power some of the M1 Procars.

Linking the M30 with the M06 may seem confusing, but it is not. In the early 1980's, BMW switched to a new system of coding their engines. Before then, an engine was designated by a three character long code and if applicable followed by a version (for example M90 or M49/1). The new engine coding used a six character long code and if applicable followed by one or more characters for engine specifics. The new engine code allowed BMW to specify its source (regular BMW or BMW Motorsport), the engine family and the displacement. Examples of the new engine codex are M30B35 and S62B50. The M06 engine from 1968 is coded according to the old coding system, while the M30B35 from 1985 is coded according to the new system. Some common engines with an 'old' ID code also received 'new' engine code. For instance the M06 is also know as the M30B25V with the V meaning "Vergasser" or Carburetor.

So there it is, M-history back to 1968.

Question is, as shown by Whit's recent historical eBay find (1939 pre M30 big 6) how similar is the M30, M49 and M06 to this and what came in between- throughout the war years?

Was that even the first L6 BMW made or had they developed what might have been the worlds most advanced pre-war 6 cylinder gasoline engine even earlier than that?

[Blitzkrieg Bob]

a magazine called THE ROBB REPORT.

It listed a bunch of stupid millionaire crap, like islands, jets..Etc....But every once in while an M1 would show up. Me and a co worker ( Porsche 928 guy) used to check them out. most looked like rock star puke party mobiles (trashed interior or redone stuff).

We only seen one "mint" M1..A henna red car going for 250K.

Looked like it just rolled out of the factory.

Neither of us made a offer...we just went home and changed our shorts

[genphreak]

a magazine called THE ROBB REPORT... Me and a co worker (Porsche 928 guy) used to check them out. most looked like rock star puke party mobiles (trashed interior or redone stuff). We only seen one "mint" M1..A henna red car going for 250K. Looked like it just rolled out of the factory. Neither of us made a offer...we just went home and changed our shorts

Yes, I think I know what you mean Bob. Well looked after they exude uniqueness and rarity to such an extent their style and technology is rendered timeless. But a badly cared for one starts to look like a kit-car as they don't have the intense Mean Time Between Failiure engineering that is incorporated into production car design and components (the one thing that makes Toyotas reliable despite their appalling design and apparent quality).

Now as we can all see this M88 is an example of real quality; not just excellence in statistics.

Kugelfischer fuel injection was used with individual throttle valves and the distinctive six inlet pipes. The M88 produced 277 bhp in the version built from 1978 to 1981 for the BMW M1. For the Procar M1's, the M88 was tuned to 470 to 490 bhp. The resulting M88/1 engine had new camshafts, bigger valves, reshaped ports, forged pistons, use of throttle slides (instead of butterfly valves), and improved exhaust.


For Group 5 racing, the engine was pushed to between 850 and 900 bhp by the addition of two exhaust-gas turbochargers. This was the M88/2 powerplant.


From 1985 to 1987 the M88 was used in the 5 Series M5 Sedan and from 1983 to 1989 in the 6 Series M635CSi Coupe. The engine was designated M88/3 and produced 286 bhp

The BMW M1 was codenamed E26, and was constructed as a homologation roadcar to compete with the Ford Capri (yes, you read that right) and Porsche 935 Group 4 cars of the Mid-late 1970s. Though the 633CSi competed in races from 1976, BMW posited that a front-engined, rear-wheel-drive car was not competitive against the competition Porsches of the time. To that end, BMW went on to make a mid-engined, rear-wheel-drive car capable of supporting a powerplant output of up to 950hp without substantial chassis modification. Though they produced an emblem of the day, most would argue that they failed.


BMW needed to produce 400 road versions of the M1 in 24 months to meet the homologation criteria of Group 4. In the spring of 1977, BMW unveiled the M1 concept at the Geneva Motorshow. BMW announced plans to build only 800 examples of the road car, and contracted with Lamborghini and Michelotti for the construction of the chassis and interior. BMW was to supply only the inline 6-cylinder power plant for the car. Lamborghini realized financial troubles in the middle of the project, and BMW shipped the finished bodies back to Germany, with no cars complete. Baur was slated to complete the construction of the cars, but engineering of the car was still incomplete. A group of former Lamborghini engineers that had founded a group named Italengineering offered to complete the car's design. Less than 10 miles away from the Lamborghini shop, the engineering for the M1 was finished.


The delays were too substantial though, and the M1 was unable to compete in the Group 4 series. Buyer interest dropped off so substantially that only 453 M1s were ever made. The M1 met with only moderate success in Group 5, where it produced 1000hp. A heavily turbocharged (1.4 bar boost) version of the M1's inline 6 drove the heavily modified Group 4 chassis (of which 54 were built). Schnitzer developed the car heavily but was easily defeated by the lighter, equally powerful Porsche 935s of 1981.
BMW developed its own racing series for the M1, known as the Procar series. Many Formula 1 greats (Niki Lauda, Nelson Piquet, etc...) competed in the Procar series, which was responsible for substantially increased M1 sales for a brief period. In the M1's heyday, BMW sold more than 20 M1s in a day.


The only other notable appearance of the M1 was at the 1979 running of the 24 hours of Le Mans. The M1 continued in BMW's tradition of racing as an Art Car, a car bearing a design created by a contemporary artist, commissioned exclusively for a race car. In this case, Andy Warhol provided his usual brand of solid colors and large brush strokes for the M1, which completed the 24 hour race, but did not win.


The M1 was never officially imported into the United States but serves as an interesting footnote to BMWs proud heritage. Street cars are often turned into racing cars, but it's less common for a car designed for racing to be tamed for the street.

While BMW enjoyed quite a bit of success with its 3.OCSi racing car in the mid-'70s, it realised something faster was needed to in the hotly contested World Championship for Manufacturers. BMWs M88 twincam, inline six had already been developed into a potent powerplant; they were reliably posting more than 700 hp on the dyno. To be eligible for competition in the Manufacturers series, BMW needed to produce 400 units in a production car.

Giorgio Giugiaro's Ital Design firm was commissioned to take the 1972 BMW Turbo show car from a dream into a shape capable of meeting the myriad requirements of street duty. Initially, a partnership with Lamborghini was formed to help with development work and to tune the suspension. Unfortunately for Lamborghini, with their financial troubles at the time, the project returned to Germany.

BMW selected Stuttgart coachbuilder Baur, who had the expertise to bring the M I from prototype to the sales floor, so Baur built the bodies and installed the BMW manufactured drivetrain. BMW also decided the 3453cc engine should be produced with 277 hp, enabling the M1 to get from 0 to 60 in 5.4 seconds on its way to a 161 mph top speed.

The fourvalves percylinder engine breathed through Kugelfischer fuel injection, used a 9.5 to 1 compression ratio, and proved to be quite tractable. ZF provided the fivespeed transaxle.

By the time the M1 started production late in 1978, the rules were clarified to state that a car would be eligible for the Manufacturers series after at least 400 examples were not just produced, but sold to the public. At 100,000 deutsche marks (approximately $55,000), it would be 1981 before enough were sold so that the Ml could be launched into competition. By then, the M1 was outdated.

However, a stroke of marketing genius on the part of BMW Motorsport chief Jochen Neerpasch allowed the M I to race on the Continent. He conceived a plan to bring credibility to the M1 program through a one-marque series that would be run as a support race on the same day as Grand Prix races. FISA accepted the idea, and in 1979 BMW coaxed many Forrnula One drivers into these modified M1s for the so-called Procar Series.

Approximately 40 to 50 identical M1s were prepared for the series. These models received a deep front spoiler, aerodynamic body sills, a rear spoiler and wide fender flares. Power output of the modified engines was said to be between 470 hp and 500 hp. Rounds were conducted at such familiar tracks as Monaco, Monza, Silverstone and Hockenheim, in addition to former Grand Prix hotbeds of competition such as Zolder, Zeltweg and Zandvoort. Niki Lauda took the Procar crown in 1979 and in 1980 Nelson Piquet picked up the championship.

Although a total of 456 (or 457) M1s were built between 1978 and 1981, the fame and publicity went to the Procars, and these were featured in the press and on posters. A number of original cars have been modified with the Procar flares and spoilers, the Martini & Rossi tri-color paint scheme, more comfortable interiors, and engine/chassis modifications. The Procar was, and is, a racing icon.

The car above was produced as a street car, serial #85, and modified in Germany. Mike Covello wrote about it in a recent Autoweek article, for which we are indebted for many of these notes. Another example, reported on by Jay Jones in a 1992 article in European Car, was modified in San Diego. It was solid white with a larger, more authentic looking rear spoiler.

Here are some good pro-car (racing M1) links to check out the various teams... the paint jobs are amazing!

The Red Lobster M1

The classic M1, fully restored to former glory

Christie's M1

The Wagner M1

The Rolex vintage festival and an M1 Streetcar gallery, M1 Procar gallery

Procar Championship at Brands Hatch, UK- 1980 + more here

F1 acknowledging its heritage, just a little

OM, I never thought I'd like a big wing on a car. "It Looks like it could fly" and it probably does... but this is one wing that has form and function, and suits the car down to the ground.

The unofficial M1 website, forums still going... go here if you want an M1 ('advice' on their value is here)

The best BMW interior ever, but I'd hate to clean the seats. And why o why is there wood-grain in the central switch panel??? OMG I bet Giorgio Giugiaro never saw them add that...

The M1 register (of course)

and a very cool M1 Procar slideshow. (Wait for it to load, the BASF car is one of the best!)

And last and deservedly least, the Lego M1

Image credit: Wouter Melissen / BMW Group

[genphreak]

Here's how Ital Design see them.. (these old high-res pics are from their website)

http://www.italdesign.it/dinamic/gal...n=01big_96.jpg

http://www.italdesign.it/dinamic/gal...n=02big_96.jpg

Here's what they turned into the S38 (ie an M88/3) in an M635csi

[genphreak]

Question is, as shown by Whit's recent historical eBay find (1939 pre M30 big 6) how similar is the M30, M49 and M06 to this and what came in between- throughout the war years?

Was that even the first L6 BMW made or had they developed what might have been the worlds most advanced pre-war 6 cylinder gasoline engine even earlier than that?

OK, I think I've found a list of every engine BMW has ever made, and its not a German site, it is Russian!

That one we saw is eBay is a 1939 M335 3.485l Sechszylinder mit 90 PS fЭr 335.

I wonder who bought it! There were a few engines in this list that would be interesting to them, but it was one of the first. They made several others near that capacity in 1935; I can only guess they were also 6 cylinder but cannot say yet.

** AND***
Here are some really interesting numbers. Others may know this, but I didn't- 745is were all 3.2l not 3.430l... anyway it makes sense when looking at their heritage (M49s/M88s). I guess that means they could share the same crank as an M88/1/2 and S38B35/36/38, though some of these would have it far more finely balanced... (to acheive 7500rpm at 1.6 BAR for example)

Anyway, here are the highlights of what I found.

M06 M30B25V 6-Zylinder, 2,5 + 2,8 Liter, 150/145/170 PS fЭr E3, E9 und E12 1968

M30 B25LE 2.494ccm, 150 PS, 9,6:1, L-Jetronic, Saugrohr einteilig 1981-87
M30 B28LE 2.788ccm, 177 PS, 9:1, L-Jetronic, Duplexkette 1977-81
M30 B28LE 2.788ccm, 184 PS, 9,3:1, L-Jetr., Simplexkette, Saugrohr eint. 1979-87
M30 B30 2.986ccm, 188 PS, 9:1, Bosch DME, Simplex, Normalbenzin 1986-90
M30 B32 3.210ccm, 197 PS, 9,3:1, L-Jetronic, Duplex 1976-89
M30 3.205ccm, 197 PS, 9,3:1, Bosch DME (erster Einsatz) 1979-82
M30 3.205ccm, 197 PS, 10:1, Bosch DME, Saugrohr einteilig 1982-86
M30 3.205ccm, 252 PS, 7:1, Turbo, LLK, KKK-K27, ab 9/81: 7,5:1 1980-82
M30 B35LE 3.453ccm, 218 PS, 9,3:1, L-Jetronic, ab 8/80 Simplex+DME 1978-82
M30 3.430ccm, 252 PS, 8:1, DME, Klopfreg., erh. Grundladedruck 1983-86
M30 B35 3.430ccm, 218 PS (Kat:184), Simplexkette, 9:1, DME ML 3 1985-87
M30 B35 Kat 3.430ccm, 211 PS, 9:1, Bosch DME, Simplex, Normalbenzin 1988-92

M49 3,15 Ltr.-Vierventiler, Trockensumpf, 415 PS, Kugelfischer-Inj. bis 11/74
M49/1 3,3 Ltr.-Viervent., Trockensumpf, 430 PS, Kugelfi-Inj., CSL 1974
M49/2 3,5 Ltr.-Viervent., Trockensumpf, 440 PS, Kugelfi-Inj., CSL 1974
M49/3 3,5 Ltr.-Trockensumpf, 465 PS, Schnitzer-Entw., senkrecht 1976
M49/4 3,2 Ltr.-Biturbo, Trockens., 950 PS, Schnitzer-Entw., CSL 1977
M49/5 6-Zylinder, 3,5 Ltr. Versuchsmotor fЭr E26/1 1977

M68 782ccm-Vierzylinder mit 20/22 PS fЭr 3/20 und 309 1932
M68 2.494ccm, 150 PS, 9:1, 2-Reg.Vergaser Solex INAT, Superb. 1968
M68 2.788ccm-6-Zyl., 170 PS, 9:1, Solex INAT, E23: 4A1 1968
M68 2.985ccm, 180 PS (E23:184), 9:1, Solex INAT, E23: 4A1 1971
M68 M30B25/28V 2 Reg.Verg. 32/40INAT (145+165 PS), 8/76:4A1(150/170) 1973
M68 2.985ccm, 200 PS, 9,5:1, Bosch D-Jetronic 1971
M68 2.985ccm-6-Zylinder, 185 PS, 9:1, Doppelreg-Verg. 4A1 fЭr 630 CS 1976
M68 3.003ccm, 200 PS, 9,5:1, Bosch D-Jetronic, 3.0 CSL 1972
M68 3.153ccm, 206 PS, 9,5:1, Bosch D-Jetronic 1973
M68 3.295ccm, 190 PS, 2Reg.Vegaser Solex INAT 1974

M86 M30B28ME Gr. 6-Zyl., 2.788ccm, 175/184 PS mit L-Jetronic fЭr 528i (Entw. ab 5/76) ab 3/77
M86 M30B28LE Gr. 6-Zylinder, 2,8 Ltr. mit LE-Jetronic (Entw. ab 3/80) ab 4/81
M86 M30B28ME Gr. 6-Zyl., 2,8 Ltr. mit Motronic (Entw. ab 3/80) (gestoppt) ab 8/81

M87 Vorentwicklung Elsbett-Diesel (Entw. ab 6/76) (gestoppt) bis 11/77

M88 S32B35 3.453ccm-4-Vent., Trockensumpf, 277 PS, Kufi, senkr., (Entw. ab 4/76) ab 11/78
M88/1 3.453ccm-Vierventiler-Sauger, Gr.4, Procar, 470-490 PS, Kufi ab 4/76
M88/2 3.453ccm-Vierventiler, Biturbo, 850-950 PS, Gr. 5 (79-81) ab 4/76
M88/3 S31B35ME 3.453ccm, Naъsumpf, Motronic, Einzelklap., M5+M6 1983 ab 5/79

M102 582ccm-Boxermotor fЭr BMW 600 mit 19,5 PS 1957
M102T M30B32LAE Gr. 6-Zyl., 3.210ccm mit LE-Jetronic und Turbo (E23) ab 12/77
M102 M30B32MAE Gr. 6-Zyl., 3,2 Ltr. mit Motronic und Turbo (gestoppt) ab 9/79

Built by Alpina
Alpina 3,5-Ltr., 290PS, DME-Bosch-Alpina, Gr. A-'TeilecoupИ' 1983
Alpina 3,5-Ltr., 365PS, DME-Bosch-Alpina, 635 'Evo', Gr. A-TeilecoupИ 1985

B220 Z 6-Zylinder-Bootsmotor, 3.205 ccm, 190 PS, Solex 4A1 10/82
B220/3.3 6-Zylinder-Reihe, 3.205 ccm, 1.928 StЭck 1978-83
B220/3.3 Jet 6-Zyl.-Bootsmotor, 3.205 ccm, 190 PS, Jet-Antrieb, 4A1, 50 StЭck 1981-83
B220/3.3 US 6-Zylinder-Reihe, 3.205 ccm, 528 StЭck 1979-85
B220/3.3 US 6-Zylinder-Reihe, 3.205 ccm, 73 StЭck 1979-79
B220/3.3W US 6-Zylinder-Reihe, 3.205 ccm, 255 StЭck 1979-83
B230 6-Zylinder Reihe, 3,4 ltr. elektronische ZЭndung ab 10/83

B635 185 StЭck 1986-87

M330 2,6 Liter-Sechszylinderentwicklung 1935
M331 3,0 Liter-Sechszylinderentwicklung 1935
M335 3.485ccm-Sechszylinder mit 90 PS fЭr 335 1939
M406 3,2 Liter-Industriemotor, 1.002 StЭck 1958-64
M407 3,2 Liter-Industriemotor, 16 StЭck 1959-60
M502/3,2 Achtzylinder, 3.168ccm, 120 PS 1955
M503/1 Achtzylinder, 3.168ccm, 140 PS im 503 1956
M533 Achtzylinder mit 2,6 Litern
M534 Achtzylinder mit 3,2 Litern
M534 Achtzylinder mit 3,2 Litern
M535a/b Achtzylinder mit 3,5 Litern 1956

Built by BMW motorsport, not Alpina, Schnitzer and/or BMW AG
S30 B35 6-Zylinder, 3,5 Liter mit L-Jetronic ab 7/77
S31 B35 6-Zylinder, 3,5 Liter, Vierventiler ab 4/76
S31 B35ME 6-Zylinder, Vierventiler 3,5 Liter, Motronic 5/79
S38 B35 6-Zyl., 3,5 Ltr., Vierventiler fЭr M 635 CSi+M5 E28, 260PS, Motronic 1981
S38 B36 3.535ccm-Vierventiler, Naъsumpf, M5 (E34), 315 PS, Motronic 1987
S38 B38 3.795ccm-Vierventiler fЭr M5, 340 PS, RUV 1992

[rorschach]

Great info over at the bmwe34m5 website;

All about M-engine development (beware, its a phat pdf)
All about e34 M-cars
All about M-engine history

Superb info !
But the above links don't work anymore.
Can someone please have the pdf from above and repost it etc?

Thank you.

[genphreak]

Superb info !
But the above links don't work anymore.
Can someone please have the pdf from above and repost it etc?

Thank you.

Hmm I never thought Easter would come around twice

I'm away from my NAS atm, will need to search for them and re-post. Will be happy to do so and update the thread tho. Thanks for asking!

[rorschach]

Thanks a million.
Can't wait.

If i may a little something from me.
The descendants of pure racing & pedigree from BMW Motorsport.