BMW Museum 5

It was the (preliminary) highlight of the career of the Italian Roberto Ravaglia, the winning the (first) World Touring Car Championship. He drove in a M3 with a 2.33 liter engine and 220 kW (300 hp). BMW said to the car, it is the most successful in its class at all.

The diesel engine became more sporty and even built-in up to the upper class. Later it even found its way into the coupes and convertibles. The result were in this 730d from 1998 142 kW (193 hp) at 4000 rpm that guaranteed a top speed of 220 km/h.

Look only the unusual dashboard. Of course this was all redesign with the latest technology, which included not only the V8 but also an aluminum body.

It was the time of the California studios. A lot of sun and even more memories of old times, skillfully mixed. Of course this car picked up styling elements of the 507 from 1955.

A year before, one was ignominiously failed with the predecessor of the LMR. The novel aerodynamics and especially the air suction have proved a failure. Now one was better prepared and successfully participated in preparatory races (Sebring). During the race, a peak of 342 km/h was measured. The following year, 2000, the V12 LMR had then difficulties compared with the newly appearing R8 in the racing scene.

A naturally aspirated V12 with 6 liters displacement and 426 kW (580 hp) is on display here. It belongs to the BMW V12 LMR responsible for BMWs single Le Mans overall win.

Since 1994, the Rover Group belongs to BMW. The created a new, long overdue Mini. Exactly this development was the only BMW remained after the separation of Rover. And the dashboard was really the special about the Mini, so we show it here.

The tuning remained limited. Look at just the intake snorkel and the relatively long intake pipes.

The expertise in the construction of small inline six-cylinder BMW impressively gave proof of by winning the 2004 European Championship and the World Cup in 2005. Here, only the moving parts were allowed to be taken from the motor sports shelf, the body had to stay close to the series. Nevertheless, 210 kW (285 HP) were achieved.

That it is, the world champion car in the 2-liter class. The Brit Andy Priaulx won the series, which had been evaluated as a European Championship in the previous year, as World Champion and was also successful with BMW in the following two years.

These are the 20-inch rims in double star design, front 8.5 and rear 10 inches wide, to pay separately also with the twelve-cylinder. If you enlarge, you can read even the tyre width. We are located on the front axle. Compared to the standard 19-inch tyres in the twelve-cylinder the comparatively large disc brakes have here, even some air.

This is the view of the cased twelve-cylinder. If you ordered any extras, you could even stay with the all-wheel version still under 100,000 euros. With the shown model with the individual equipment, that was of course illusory. You should therefore enjoy a moment the relatively rare look at the cover of the V-12 ...

Here you can see such a carefully optimized result. This included a special light experience at this equipment. But the individual equipment had not only things to look at and touch but e.g. also the extra large cooling box, harmoniously integrated into the rear bench design. Naturally to the outside, the not less surcharge was visible by appropriate hints, you only needed when getting into the vehicle e.g. to look at the bottom bar.

"Individual", that was first and foremost a special paint, sometimes just a shade different, but very individually. These were then fine tuned with the leather and wood types interior used, it affected not only the floor covering but also the roof lining. And the rims were also able to be just a tad bit larger.

Amazing, how one was able to make visually smaller such a large car. Also, the rear design was designed more pleasing. The engines were R-6, V-8 and V-12, wherein the diesel engine were limited to R-6. However, as a biturbo engine with enormous 600 Nm of torque also available as four-wheel drive, which was at the petrol engines reserved for the V-8. This, incidentally, were all converted to direct injection.

Something more than 100 kg weighed such an F1 engine, less than 500 grams of the multi-disc clutch. Impressive the guiding of the exhaust pipes, the air intake fromcarbon fiber reinforced plastic.

BMW returned in the Formula 1 in 2000, unfortunately not as successful as in the years 1982 - 1987. This time the vehicle manufacturer was called Williams, a partnership the one has terminated in 2006 and the whole car then carried the name BMW. The engine pictured is a V-10 with 3 liters of displacement. It made with unbelievable 18,500 rpm 684 kW (930 HP).

The M6 series Coupe was known particularly for lightweight at BMW. Here almost all possible components came together for this production purpose. The reason was probably due to the small series. Actually, the BMW company has derived its capabilities in lightweight construction from the first production of aircraft engines 1917, some partly composed of aluminum and even from magnesium. Were added the trials with tube frame and welding instead of rivets at the 303 in 1933. Since the 70s of the last century, the proportion rose to plastics in vehicles. It was followed by the time of replacement of steel body parts by such made of aluminum. The use of thermoplastic synthetic material was relatively new in this area, brand new the from fiber composites. At the 6 series this concerned the roof and the two bumpers. 07/13