Contemporary witnesses

Contemporary witnesses for the BMW M1

Rainer Bratenstein

D.O.B. 19.07.1939 in Tübingen

Study College Stuttgart (today University of Stuttgart)
Final examination academically qualified engineer in 1967 (mechanical engineering,
automobile technology line)

Motor racing activities:

1960 – 1973 road reliability sports motorcycle, Heinkel and Yamaha Motorcycle racing, Kreidler Co-pilot rally racing, Volvo, BMW

Career:

1967 – 1969 Audi: R + D chassis
1969 – 1973 Porsche : R + D Chassis: Head of rally team department; Development sport version 911 and 914/6
1973 – 1979 BMW Motorsport GmbH, Munich: Development, preparation and rally racing 2002 rally
1974 F2 engine with throttle valve injection, dry sump, gear rack and pinion, 15 inch wheels and disk breaks also at rear.
1975 3.0CSL managing and race entries IMSA series, USA
1976 3.0CSL combustion and turbo engine at WTCC
1977 320 Gr. 5 development and race entries, junior team DRM with Manfred Winkelhock, Marc Sure rand Eddy Cheever.
1978 320 Gr. 5 development turbo engine and race entries at the WTCC in co operation with McLaren Engines Detroit. Start of development Gr. 4 M1 according proto type P 4.Emphasis was put on reduction of body weight, break system with employmentof components from 3.0 CSL, engine and gearbox coolant,aerodynamic adjustments for racing, introduction of rear spoiler.Test drives in Zeltweg, Nürburgring and Paul Ricard.
1979 managing works entries for the F1-Pilots during the Procar Series.
1980 – 1983 1983 635 CSi Gr. A for touring car ECC; M 635 CSi 4-valve engine street version
1984 – 2002 BBS head of R + D department; BBS head of quality control.

Martin Braungart

 

  • D.O.B. 30.06.1941 in Ludwigsburg, deceased 19.11.2007
  • Study College Stuttgart (today University of Stuttgart)
  • Final examination academically qualified engineer in 1968 (mechanical engineering, automobile technology line)

Motor racing activities:

Rallies and race track racing during the study with father’s car
(NSU, DKW, Volvo, BMW) at events in Baden-Württemberg and Germany .

 

 

1963 + 1964 Member of the Mercedes Works Rally Team as co-pilot of Dieter Glemser. Participation at Rally European Championship and Gran Premio Argentina (road racing) with Mercedes 220 SE, 300 SE and 250 SL.

Career

1968 Mercedes: Mercedes : R+D engineer for test drives.
1968 – 1972 Ford: Technical Manager of the Ford Motorsport Department in Koeln. Responsible for development, production and entries of rally and racing cars (Escort, 20M, Capri)
1972 – 1979 BMW: Technical Manager BMW Motorsport GmbH
1973 – 1976 Responsible for development, production and entries of the racing cars at the European Touring Car Championship and the IMSA-Series 1975 in USA. Basic car BMW 3.0 CSL with combustion and turbo engine.
1977 – 1979 As project manager BMW M1 responsible for the all over development of the street version, planned as basic vehicle for future race entries. Co-ordination of the R+D departments of BMW Motorsport GmbH, BMW AG (engine and electric), Lamborghini and Ital Design. Carrying out of tests (especially test drives) at BMW Motorsport GmbH in co-operation with R+D departments of BMW AG, Lamborghini and various suppliers. Wind channel tests to optimize aerodynamics as well as enduring tests to prove reliability were important parts of the total program, which was not at all natural for competitors at these times. Preparation and co-ordination of the series production with the main suppliers BMW AG (engine), Ital Design (body), Baur (final assembly) as well as various sub-suppliers were main tasks before and at the beginning of the series production
1979 - 2007 to date BBS Executive Partner of the GmbH+CoKG.
Since 1987 Board Member Technic of BBS AG.
Since 1997 Managing Director of BBS Motorsport and Engineering GmbH.

Walter Maurer

Amazing compositions spirit the observer into a fascinating world of colour. One senses that Maurer’s passion is the medium paint. The luminosity of the colours and their motion give his works the unmistakable and unique hallmark which has made him famous. Harmonic colour combinations are in many cases paired with representations which appear to be “organic”; in others, contemporary and current themes are portrayed.

Career

1942 born in Munich, Germany.

1959 Walter Maurer completes training at the School for Arts and Crafts Hans Baier at the head of his class. Maurer begins his career as a design painter and commercial artist.

1965 - 1967 Study of graphic arts in the private school Carl Ludwig Gössl.

Starting in 1966 Walter Maurer carries out experiments with sheet metal. The style of his works is situated between cubism and expressionism – his works have been employed in modified form for motor cars. Maurer was a pioneer in this area and he is still the best; he is often referred to as the “Jacques Dior of sheet metal.”

In 1967 Maurer sets up as an independent paint designer. The theme of the motor car’s mobility is at the centre of his creations. In his designs and graphics, flowing lines express his way of thinking about motion. Bright colours applied liberally strengthen the impression of dynamism. His creativity, unique approach in the use of paint, unconventional choice of colours and entirely new ways of treating the surfaces of objects  combine to make Maurer the initiator of a new direction in art – the technique of painting in aquarelle lacquers. This very highly labour intensive technique involves the application of various coats of paint; this and the highly polished surface which can be obtained with this method  remind us of its close relationship with the 2000 year old Asian art of lacquering.

1975 Walter Maurer (together with Alexander Calder) is commissioned to lay the basis for the external design of BMW’s Art Car series. The racing car BMW 3.0 CSL (Start-No. 93) marks the beginning of a long association with BMW continuing until 1991.

In collaboration with world-famous artists such as:
- Frank Stella (1976 BMW 3.0 CSL),
-
Roy Lichtenstein (1977 BMW 320i Group 5),
-
Andy Warhol (1979 BMW M1, Start-No. 76 in Le Mans, 24 Hours., 6th place overall ),
-
Prof. Ernst Fuchs (1982 BMW 635 CSi),
-
Cesár Manrique (1990 BMW 730i) and
-
A.R. Penk (1991 BMW Z 1) Maurer contributes significantly to the success of these models.

1980/89 - Walter Maurer creates for the BMW Corp. unique lacquer designs for a number of different racing cars. During this period he piloted the BMW M1 model in a number of races with success, e.g. German Racing Car Trophy in 1981; Super Cap Group C in 1987, 1988, and 1989, as well as a number of long distance championship competitions.

1980/82 – Walter Maurer has carried out custom paint jobs at the factory for more than 40 BMW M1 motor cars that have been ordered by clients. Some examples:

  • BMW M1 Dr. Soldan, Nuremberg (see the Magazine „Classiccars  Nov. 2006
  • BMW M1 Dieter Quester, Vienna , in oak green
  • BMW M1 Michael Krankenberg
  • BMW M1 Harry Scheller, Ratingen , in metallic burgundy
  • BMW M1 Münchner Wirte - Prinz Leopold v. Bayern (Gr. 4, LM 1981, # 71)
  • BMW M1 Procar Dr.H. Marko/Jo Gartner # 88
  • BMW M1 Procar "Nürburgring" Auto # 201 as well as all BMW Motorsport Procars Serie 1979.

1990  First exhibitions of Maurer’s creations in Germany and in foreign countries. In 1993, Maurer is the first contemporary artist to have his work included in BASF’s Museum of Paint in Münster.

 

Between 1991 and 2001, Walter Maurer is called to give courses at the Academy of Fine Arts in Munich . His students include sculptors and painters, as well as graphic artists and architects. His inspiring instruction sets many of his students onto new and exciting paths of artistic expression.

From 1994 to 2000 Maurer heads his own Academy of Design , Art and Painting Technique in Herbertshausen near Munich . Designers, artists, colour technicians and students from the Academy of Fine Arts are exposed to impulses and introduced to techniques which provide them with pioneering possibilities in their professional activity.

1998 - "Automobile-Sculpture" is conceived. For the first time, the car’s chassis is made a part of the artistic design of the car. There are no windows; the car’s entire surface is integrated in a chromatic and communicative statement.

1999 - Subject to the strictest secrecy, the first colour designs for BMW-Williams Formula 1 racing car are prepared under the direction of Walter Maurer.

2000 – Spring: Exhibition at DaimlerChrysler in Dresden at the presentation of the Maurer-A-Class. In summer of that year, for EADS’ Eurocopter the BK 117 with a typical Maurer design. In the autumn a second “automobile sculpture” is finished, its “… come together” theme receiving great attention.

In the winter the BMW-Williams Formula 1 team expresses its dissatisfaction with the way the colours of its racing car appear in print media and TV. In collaboration with BASF/Glasurit Walter Maurer develops a new tone of blue which produces the desired effect when reproduced in the media. Sir Frank Williams and Patrick Head, Gerhard Berger, Dr. Mario Theissen and BMW director Dr. Ing. Burkhard Göschel are enthusiastic. Maurer’s firm takes in hand the painting of the formula 1 racing car for the first race in Melbourne .

2001 – Spring: The exhibition „...come together“ in Dachau presents the automobile sculpture of the same name. Attendance is so great that the exhibition has to be extended for several weeks.

2002:

Presentation of the BMW Coupé “Circle” as the absolute high-light before an audience of 450 VIPs, on the occasion of the Exhibition Colour 2002 in Munich. The BMW Corporation made available a new BMW 328 Ci and took advantage of the opportunity to polish its image.

A permanent exhibition at Castle Leitheim during the entire concert season from the middle of June until the end of September. Members of the board of directors and executives of BMW, EADS, Daimler-Chrysler, BASF and Eurocopter are present at the opening.

October: Exhibition in the Smart-Centres in Munich and Augsburg .

November:  EADS gives Maurer as an off-shot of the exhibition in Leitheim the commission to create a design for the external surfaces of a jet plane of the superlative class – the Eurofighter. Maurer solves the problems posed by this commission in sovereign manner with an abstract design of figures communicating with each other – man in dialogue and at the interface to high technology.

2003 – Exhibition at BMW in FIZ of the automobile sculptures.

2004 – Start of negotiations with a state consortium with a view to consulting activity in connection with an experimental plant for painting large series for a new make of motor car planned for 2010.

2005 - Walter Maurer creates the design for a high performance racing car which intends to break the speed record for a single round at the Nürburgring in 2007. The goal is to obtain wide-spread attention favouring the international commercialisation of this model.

2006 - Creation of new colours for a chemical concern. Large scale production is planned for 2008.

General information about Walter Maurer:

A number of industrial concerns call on his unique know-how. Among them are for example BMW, DaimlerChrysler, EADS, Opel, eurocopter, Suzuki, Philipp Morris, Swarovski,  Irizar Busse, as well as airlines such as  Lufthansa, LTU, Eurowings, RUAG Aerospace, Condor, Thomas Cook etc..

Maurer has supervised and carried out the painting of unique examples for German car makers which have been shown at the International Automobile Show at Frankfurt , the Tokyo Motor-Show, and at major exhibitions at Geneva and Paris .

In addition, Maurer is active as a consultant for international concerns such as Beiersdorf / tesa AG, EADS Military Aircraft, etc.

Jochen Neerpasch

Career (Racer)

  • Tourenwagenrennen auf Borgward und Volvo
  • Sportwagen WM im Carrol Shelby Cobra Team (USA)
  • Sportwagen WM im Essex Wire Ford GT 40 Team (USA)
  • Sportwagen WM im Dr.h.c.f. Porsche Werksteam (Stuttgart)
  • Bester Rennerfolg: 1. Gesamt Klassement 24 Stunden Daytona Beach 1968

Career (Job)

1968 - 1972 Ford Werke AG Koeln :Leiter Motorsport
1972 - 1980 BMW AG Muenchen: Vors. der Geschaeftsleitung BMW Motorsport GmbH
1980 PSA Talbot Paris: Directeur General Competition
1981 - 1982 FISA Paris: Deligierter Sportwagen WM
1983 - 1987 IMG London / Muenchen: Vice President Motorsport
1988 - 1992 Daimler Benz AG Stuttgart / PP Sauber AG Hinwil: Rennleiter / Mitglied der Geschaeftsleitung
1993 - 1998 BKP ( ADAC ) Super Tourenwagen Meisterschaft - Manager
1999 - 2001 Euroc S.A.M. Monaco: Geschaeftsleiter

Field of activities at BMW

As Racing Team Manager at Ford in Koeln I was responsible for the development of the Race Capri.
In both the German and the European Touring Car Championship we gave BMW a hard time.

In 1971 when Bob Lutz became Board Member, responsible for marketing and sales, I was offered to establish a new Motorsport Organisation in Munich .

In March 1972, BMW Motorsport GmbH was founded and I became Managing Director. The history of BMW Motorsport GmbH became evident.

To be more flexible in view of the frequently difficult working time conditions at the race tracks, we had chosen the status of an independent company.

As an independent company we could also increase our small budget by developing, producing and selling the M-Products and Accessories.

Our endeavours at that time, to become an engine supplier not only in F2 but also in F1 were not approved by the Board of BMW AG. (The later 4cyl. turbo engine already existed as touring car engine.)

The M1 project becomes evident against this background.

The idea was to use the M1 as a basic car for entries in several production car categories. Rally entries would have been possible as well as racing entries in Gr.4 or Gr.5.

Because of production delays by Lamborghini we could not participate with the homologated M1 at FISA Motorsport Meetings in the first two production years.

With the  Procar Series 1979/1980 we could however, write racing history.

After I had left BMW it was decided to start in the F1 and, consequently the M1 had become superfluous.

It is a pity because from today’s point of view the M1 could have written a similar successful motor sports history as for example the Porsche 911 racing versions, if the project had been carried on.

Paul Rosche

01/04/1934 – 15/11/2016
Born in Munich, married to Hildegard, one daughter named Susanne.
Studied mechanical engineering at Technical University of Munich, graduating in 1957.

“Camshaft Paul” or “Pope of Engines”

After graduating, he joined BMW in the engine development team under the supervision of Alex von Falkenhausen. As an engine designer, he was responsible for the production all engine lines at that time. From the beginning, he was part of the development of the 4-cylinder engines for the new 1500 and 1800 series, which derived from racing engines. One of his main jobs was calculating camshafts. This earned him the nickname “Camshaft Paul” from motorsports commentator Kalli Hufstadt. Since then, everyone in the world of engines and motorsports knows him as “Camshaft Paul” or the “Pope of Engines”.

At the end of the 1960s, he developed the turbocharger and the BMW 4-cylinder 2 litre turbocharged engine, which was used at many well-known racing events in 1969 in the BMW 2002, which won the Touring Car European Championship in 1969. This was followed by the development of the M60 6-cylinder engines for the 320i / 323i.

In 1975, he joined the newly founded BMW Motorsport GmbH. In 1976, he became head of development for sports engines. With his team, he developed the most successful 4-cylinder 4-valve F2 engine, with which 5 drivers won the European Formula Two Championship.

The F2 success, in which BMW was often faster than the F1 on the same racing track, awakened his ambition to enter Formula 1. After the initially strong resistance of BMW AG management, he received the ok. That’s how he came to lead BMW into the F1 twice with two different engines.
Based on the 4-cylinder F2 engine, the first F1 BMW turbo engine was developed, placed in the Brabham BT 52, and in 1983 – with driver Nelson Piquet – became the first F1 World Championship winner with a turbo engine.

The second F1 engine was the V 10-cylinder with approximately 750 hp. He and his team managed the BMW Williams F1 Team for the first 3 F1 races in the 2000 season. Straight away, Ralf Schumacher came in 3rd place in the first race in Melbourne. In succession Dr. Theissen and Gerhard Berger followed as BMW Williams F1 Team managers.

In the mid-1970s, the M1 engine was developed based on the 6-cylinder series engine block with the racing versions of group 4 and group 5. The engine’s special features included the divided cylinder head with 2 overhead camshafts with double-roller chain drive on the vertical block, dry sump lubrication, mechanical fuel injection, digital ignition, throttle control and 277 hp. The group 4 (Procar) and group 5 engines featured flat valve control and 470 respectively 850 to approximately 1000 hp.

The M3 S14 was one of his most successful engines. He took the engine block of the M1 engine and cut off the two rear cylinders and the cylinder head. The 4-cylinder engine was built into the M3 series with 220 – 230 hp. In motorsports, this engine was used for the German Touring Car Masters (DTM) and worldwide with 350 – 430 hp for rallies, short races, mountain races, and long races at the highest levels. It was the most successful racing engine. The motto was: 1000 races – 1000 wins!

Telemetry in motorsports was developed by him in test drives for development stages and new engines and has become indispensable today.
Paul Rosche wanted to know exactly what happens in engines during races when they are at full power. The printer for the telemetry at the time produced metre-long paper trails with diagrams on filling rates, ignition and combustion processes, temperatures in the combustion chambers and gas exchange.
He often could not wait until he was back in his office and workshops to evaluate the trails of paper. His closest colleagues at the time still remember how on long return flights after races overseas and in the far east, he would roll out the metre-long paper roles in the airplane aisle – to the astonishment of the crew and passengers – so he and his colleagues – who were sliding around on their knees – could read and analyse the diagrams. His colleagues thus did not have the opportunity to take a nap or read during the long flights.
He also never said “I”, but rather “we”, meaning him and his colleagues.

Electronic-hydraulically adjustable camshafts to increase performance, optimised emission levels, improved idling behaviour and reduced fuel consumption for variable valve timing (VANOS) in manufactured and high-performance engines since the early 90s were also based on his ideas. His principle was always to build a durable and reliable engine with the highest performance and the lowest possible fuel consumption. The visual design of his engines – series, sports and racing engines – was always a highlight, even for non-techies.

His masterpieces include the V12-cylinder racing engines used in the McLaren F1 and BMW V12 LM, which won the 1999 24-hour race at Le Mans, and the V12 LMR with Team Schnitzer.

In 1979, he became Technical Director at BMW Motorsport GmbH.
From 1987 – 1996, he was Technical Director at BMW M-GmbH.
And from 1996 – 1999, he was Technical Director and CEO of BMW Motorsports Ltd.

He was a brilliant combustion-engine engineer, as well as a respectful and helpful leader, for him his employees would walk through “fire”.

 

 

BMW Group archive: BMW M1 6-cylinder Motor
BMW Group archive: BMW M1 6-cylinder Motor

Josef Hintner
and Co.: Raimund Kupferschmid (one of Paul Rosche’s closest colleagues from 1976 - 2016)

 

 

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