BMW M1 Review and Buyer's Guide

The amazing BMW M1 was to be a perfect blend of Italian style and reliable German performance. It was created because of homologation rues requiring the construction of 400 examples in order to compete in the European Group 4 sports racing category. The simple goal was to build a faster car than the Porsche 911, a dominating competitor in this racing class.

Much to their dismay, however, the BMW engineers came to know firsthand that the legendary chaos and impracticability so typical of the Italian lifestyle extended to their approach to automobile creation.

Since, aside from the gullwing Turbo experimental of 1972, BMW had no experience with mid-engined cars, it first turned to Lamborghini to develop and produce the M1 (mid-engined car, first type).

Giorgetto Guigiaro’s Ital Design (then also involved with the infamous DeLorean) was contracted for bodywork styling with instruction to retain some “BMW identity,” explaining the familiar twin-kidney grille motif.

Just as Lamborghini locked up the contract for the M1, it slipped over the edge into financial insolvency, leaving BMW no choice but to farm out the multi-tube chassis construction to Marchesi, and the fiberglass body to Transformazione Italiana Resins, with final assembly going to Baur, the German coachbuilder long associated with BMW.

All of this took time, however ,and BMW seemed to lose emotional and financial interest in the project. Further, the initial Group 4 M1s were simply not competitive with the highly-developed Porsches, and BMW did not pursue the project further.

In fact, by the time 450 units were produced, the only events they competed in were the BMW-produced single marque “Pro-Car” Series of ’79-’80, a meaningless circus sideshow event held in conjunction with the major F1 series.

Despite its failure to achieve race track success, the M1 was a spectacular road car, easily the equal of its contemporary, the Ferrari Boxer, and more pleasant to live with on a daily basis. The M1 drove better than any mid-engine car built to that time.

The suspension geometry was optimum and provided a very balanced car. Like the Lamborghini Miura and Countach, the engine sat longitudinally behind a two-seat cockpit to drive the rear wheels via a five-speed transaxle by ZF. Suspension was naturally all-independent, with coil springs and twin A-arms at each corner. Brakes were big discs all around, while massive 16-ince diameter wheels and tires were wider at the rear than at the front, as is common in tail-heavy high-performers.

The dohc 24-vlave six-cylinder engine was faultless and provided a silky smooth power band all the way up to its redline. Its horse power rating of 277 is considered by most to be conservative, as the same engine produces over 320 bhp in the catalyst-burdened M5 sedan of today.

Production M1s were fairly well-appointed, their comprehensive equipment running to air condition and full carpeting.

BMW halted the expensive production of mid-engined supercars in favor of less expensive applications of the gained technology. The highly-reliable 24-valve M88 engine lives on, through BMW Motorsports, powering the M635CSi/M6 coupe as well as the limited production M5 sedan built by them.

In total, only 450 M1s were built, each with a legacy of what might have been from this German/Italian marriage of engineering and design.

The last M1 that SCM observed changing hands was chassis number WBS 59910004301441, offered at the Christie’s Auction at Pebble Beach in August of ’93. White with blue and red interior, this example was one of the last ten built. It was thoroughly original inside and out, and having covered a mere 7,000 km, was as new.

Offered at no reserve, it brought an impressive $90,000.

The M1 is an odd duck for collectors. Its appearance, while striking, lacks the exotic allure of the Miura or Countach, and while everyone may agree that the dohc six-cylinder is a model of docility and reliability, those choosing to invest in supercars generally demand at least eight if not twelve cylinders under the hood.

Prices of M1s seem to travel alongside those of their mid-engined brethren, the Ferrari Boxers. Peaking in $150,000 range during the boom, they now have settled into the $75,000 - $85,000 bracket.

Potential buyers are advised to be sure the DOT/EPA importation paperwork is in order. Unfortunately, federalizing the M1 is not only expensive, it also robs the power plant of performance.

However, a slow, legal M1 is probably preferable to having the Smog Police and their portable crusher on your tail every time you attempt to renew your registration.

While the M1 will always have a following, they will ten to be MBW fanatics looking to add this most-exotic Bayrischen Auto to their collection rather than enthusiasts at large.

The M1 should not go down in value during the next five years, however we don’t expect to see significant appreciation during that time frame.

If the styling and modest performance appeal to you, then consider adding this car to your stable. If it is pure investment you are seeking, it would be best to look elsewhere.

Engine: dohc I-6, 24 valves, 210 cid/3,435 cc, 277 bhp (DIN) @ 6,500 rpm, 243 lbs-ft @ 5,000 rpm Transmission: ZF five-speed transaxle Wheelbase: 100.8 inches Weight: 2,865 – 3,120 lbs Top speed: 162 mph 0-60 mph: 5.5 seconds Production: 450

Reference: Christie’s Pebble Beach Auction, August ’93