MODEL HISTORY

The timeless and beautiful shape of the big BMW coupe was first conceived back in 1965 in the 2L coupe by Karmann, it developed into the e9 chassis in 1968 and production continued until the final model rolled off the production line in 1975. The introduction of the coupe in 1968 signalled BMWs intention to return to the luxury car market sector, an area it had been forced to ignore for years while it struggled to turn around its fortunes during the early 60s.

In 1971 BMW and Karmann decided to explore the possibility of a lightweight performance variant of their coupe after seeing success on the track with tuning company Alpina. Taking 169 vehicles from the original CS production run engineers set about stripping weight from the CS; first they addressed the original construction and fitted lightweight Aluminium doors, bonnet, boot, roof and lightweight steel wings to give a full lightweight shell. Not content with this engineers removed the side and rear windows in favour of Plexiglass to save weight as well as fitting fitting thin carpets and removing the power steering, sound insulation and electric windows. The engine remained unchanged from the 2,985 cc carburetted inline 6 found in the CS, but BMW had managed to remove almost 200kg in the cars extreme diet resulting in a huge upturn in performance. Seeing the huge potential in these lightweight cars 21 examples were purchased by Alpina and Schnitzer, who converted the E9s to race in the German Group 2 Touring car series. These early cars are known as the ‘Ultra Lightweights’.

Dubbed the CSL (coupe sport leicht) this car was the inception of BMWs M division and soon saw further development to become homologated so BMW could dominate the German touring car scene. To qualify the car for racing in the over 3 litre division, capacity of the engine was re bored and quoted as 3003cc and converted to a Bosch injection system, which in road trim resulted in 200bhp at 5500rpm. The CSL label needed only 1000 cars to make it eligible to race. It was developed by a separate division in BMW AG which would later become BMW Motorsport GmbH. While the CSL does not carry the M badge many consider this as the first ever M car and one that first carried the tri colour motorsport livery.

As the first 169 ‘Ultra lightweight’ CSLs, had started the story, it was the ‘Batmobile’ that book-ended it. With further homologation requirements for both aero and power, BMW built a 3.2L version which included the large spoilers that led to its Batmobile nickname. Such was the size of them that the factory had to supply many with the kits packaged in the boot due to a conflict with various European laws. This final iteration of the model were all produced in left-hand drive and built in two distinct production runs during late 1973 (first batch – 110 cars) and 1974-75 (second batch – 57 cars).

Racing achievement – It is rare that a competition car lasts more than four seasons, in-fact by the time a race car is winning it is usually obsolete and designers are developing its successor. Such was the achievement of the coupe in international racing that it raced from 1969 through to 1978 and even then in 78 still won its fifth European touring car championship against stiff competition. Exploring the success of the CSL during its motorsport career is an impossible task to do here on this page, there is too much of it! Further reading and viewing is highly recommended as drivers such as Hans Stuck and Dieter Quester all wrestled the Munich monster in various Works, Alpina and Schnitzer incarnations from Group 2 400bhp cars to Group 5 750bhp fire breathing turbo monsters.

Equipment

LHD, Polaris Silver Metallic, M Tri Colour CSL Graphics, Matching number M30 Inline-6 3153cc engine, Getrag 4-Speed Manual Gearbox, 14 inch 2-Tone Alloys, Front Spoiler, 2 Support Wing and Aero kit, Chrome Arch Extensions, Fibreglass Bumpers, Lightweight Aluminium Body Panels (Bonnet and doors), Lightweight Steel Wings, Scheel Half Leather Sports Seats, 3-Spoke Steering Wheel, Wood trim

EXTERIOR

Detailed by its small bumpers, chrome arch extensions, iconic racing tri-colour stripes and of course the prominent aero kit, the silhouette is achingly pretty and purposeful from almost every angle. While the colour choice was wider for the final batch of CSLs, it’s the iconic and classic Polaris Silver metallic and motorsport stripes that nods to the heritage and success that the CSL had on the racetrack – and the birth of the BMW motorsport division along with the tri-colour stripe.

The paint work is first class having just rolled out from a 2 year nut and bolt restoration with marque specialists. The car was stripped to a bare metal shell and the body was rebuilt with any repairs performed as per factory standard spot welds, folds, panel thickness and joining methods.

Further rust proofing is carried out at this time while panels are removed to ensure the integrity of the work is upheld for much longer than even the factory intended when new. Every component then attached is either rebuilt, refinished or replaced. As such every inch of the car is like new including the underneath which is as good to look at as the above with all components treated and rebuilt. Simply staggering and a worthy finish for such an iconic touring car.

INTERIOR

Mirroring the design of the E9s coachwork, the interior is a stunning example of high quality craftsmanship and lightweight design. Half leather Scheel seats instantly give the impression of something special, with their deep bolsters and up right driving position all lending themselves to a more focused driving machine.

During the extensive restoration process every piece of the interior was carefully restored or replaced to ensure the original factory finish or colour scheme has been upheld. The level of workmanship is extraordinary.

ENGINE & TRANSMISSION

Whilst still being badged a 3.0 CSL the final version of the CSL utilized an enlarged version of the fuel-injected M30 powerplant with a longer 84mm stroke for a new overall displacement of 3,153cc. Peak power and torque both increased slightly to 206 hp at 5,600 rpm and 215 lb/ft at 4,200 rpm.

This example retains its original engine and has been fully rebuilt to ensure common integrity throughout the restoration. Every component attached has been stripped down and re-plated or replaced resulting in a fresh as new finish rarely seen on the CSL.

The Getrag gearbox has also been rebuilt with every bush of linkage refurbished or renewed that becomes clearly obvious when out on the road with a tight and positive shift.

WHEELS, TYRES & BRAKES

The Batmobile multi spoke CSL Alpina wheels have been refurbished and present with dark centres as new from factory with sparkling chrome centre caps, new stickers and wheel bolts. Wrapped in Dunlop rubber all round with plenty of tread the wheels hide refurbished calipers, new discs and pads all round.

All suspension components have been renewed or refurbished with new shocks, ball joints and rubber bushes complimenting an incredible restoration and contributing to a tight and responsive drive as if it were new back in 1970s.

HISTORY FILE

Confirmed and certified by BMW Mobile Tradition, Chassis 2275478 was manufactured on the 17th September 1973 and was delivered later that month in Essen

During the 70’s and 80’s the car spent all of it’s life in either Osnabruck or Augsburg before purchase in 1999 by Martin Pearse of MCP Motorsports. Registered in the UK ready for the turn of the millennium, the history file includes a chronological order of all owners and vehicle works carried out from new.

With the car last used in the UK in 2014, this Phase 1 spent some time stored off the road before being located and sent to esteemed specialists RS Garage for a ground up restoration. The work took over 2 years to complete, with a *full photographic log* detailing the extent of love and care invested in this historic BMW touring car.

This very special 3.2 is now ready for a new owner to propel it into its second life as a brand new CSL restored to factory standards rolled out of BMW over 50 years ago.