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  •   CFB18705 reacted to this post about 6 months ago
    BMW Art Cars #Alexander-Calder : 3.0CSL. In the first of a new series looking at BMW’s Art Cars we delve back in the history books to unearth the story behind the first such machine… #BMW-E9 / #BMW-3.0CSL / #BMW-3.0CSL-E9 / #BMW / #Alexander-Calder / #BMW-E9-Alexander-Calder / #1975 / #BMW-3.0CSL-Alexander-Calder / #BMW-3.0CSL-E9-Alexander-Calder /

    BMW is rightly proud of its collection of #Art-Cars and they’re regularly exhibited around the world in art galleries, but while it is happy to take the plaudits for the range of artists it’s commissioned over the years the first Art Car wasn’t actually a #BMW creation after all. The car you see here was actually commissioned by a wealthy French art dealer and part-time racing driver, Hérve Poulain, after he purchased a Group 2 racing #CSL from BMW Motorsport to compete at Le Mans. He then persuaded his friend, sculptor Alexander Calder, to paint the car in order for it to be a moving work of art at the #1975 24-Hour race.

    Born in 1898 in Philadelphia, the legendary artist Alexander-Calder began his career as an engineer, but art soon won out over engineering and he developed a unique style of sculpture. His often large-scale pieces had a buoyant appeal and were often painted in cheery primary colours. His forte was creating mobile sculptures, combining Calder’s love of art with his knowledge of engineering and, despite the fact that he was primarily a sculptor, Poulain commissioned him to paint the CSL that he was to race at Le Mans.

    It wasn’t Calder’s first foray into painting a machine; in #1973 he painted a passenger jet owned by Braniff South American Airlines and from the experience garnered from this exercise Calder felt he was able to put his own stamp on the CSL. Instead of trying to work with the shape of the car, Calder subjected it to his bold use of colour – bright red, blue and yellow – that didn’t attempt to use the car’s streamlining or overall shape to constrain his view of how it should look. He created a bold design that looks stunning.

    The fact that the car has the mechanical backing and aerodynamic addenda to carry off the colour scheme was the icing on the cake. Under the bonnet was a 3210cc version of the legendary ‘six, it boasted twin overhead cams and four-valves per cylinder and was rated at around 480hp with a top speed, according to BMW, of 180mph.

    Poulain entered the car under his own name and employed the services of well-known endurance racers Sam Posey and Jean Guiche. Perhaps thanks to the depleted field at Le Mans the car qualified well, taking pole position for its class and tenth spot overall on the grid. Strictly speaking the class win should have been a formality for the Calder CSL as its main competition came from another CSL, a brace of Ford Capri 2600s and a Heidegger 2002. However, when it comes to endurance racing there are no such things as certainties. Initially the car ran well and was in fifth position overall but sadly suffered a driveshaft failure after seven hours and was forced to retire leaving the Heidegger 2002 to take the Group 2 class win.

    Despite the car showing promise at #Le-Mans it never raced again as #BMW purchased the car from Poulain and it became the first machine in its #BMW-Art-Car collection. It wasn’t the end for Poulain though, but we’ll come onto that when we look at some of the other #Art-Cars that followed in the ensuing years…
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  •   CFB18705 reacted to this post about 6 months ago
    1973 BMW 3.0CSL ‘ #Batmobile ’ £165,000

    Genuine ‘Batmobiles’ are be few and far between; this lookalike offers an accurate compromise, says Richard
    There’s a common misconception that every BMW 3.0CSL came bedecked with spoilers, fins and a stripped interior. Many owners, especially British ones, opted for more subtlety. That was the case with this car, now for sale from a private collection. Its conversion from Series II CSL to ‘Batmobile’ spec was done during a restoration using, according to the vendor, genuine BMW Motorsport parts. The attention to detail included conversion from right- to left-hand drive. It has covered under 500 miles since.

    Finished in Chamonix White with BMW Motorsport striping, care has obviously been taken to make this look as accurate as possible, with the full quota of add-on aerodynamic and weight-saving parts. Exterior condition is mostly excellent. Corrosion is absent, save for what looks like a minute stain at the rear of the left-hand side sill cover. On the other side, the right-hand side sill cover doesn’t quite fit flushly because of a loose securing screw. The left-hand rear edge of the bonnet also doesn’t sit quite as snugly as it could when closed. Up close, there are a few minor marks on some of the side trim and black-painted rear bumpers. The chrome wheelarch trims are all superb.
    Behind the Alpina wheels, only the nearside pair show any minor rim scuffing.

    Tyres are Bridgestone Turanza T001s, 205/55 R16 91Ws up front with wider 225/50 R16 92Ws at the rear, all from 2013 and looking healthy. The underbody looks to have been comprehensively sealed. Inside, the cabin is very tidy, although it shows more ageing signs than the exterior.

    With 67,679km (42,054 miles) on the speedometer, it has obviously been looked after but not over-restored so that it loses any patina. Thus the wood shows some some wear, mostly around the extremities by the doors. There’s a gap in the centre console for the radio, just waiting to be filled by a period Blaupunkt or Becker. Apart from the clock, all of the controls, gauges and warning lights work and behave as they should. The seats – leather with corduroy inserts – look nearly new.

    On the road, the BMW behaves impeccably. There’s no roughness, the idle is smooth and the temperature needle stays resolutely at the centre of its travel once it reaches working temperature.

    Gear selection is easy throughout, with a surprisingly light clutch, and the steering feels tight and accurate with no play. As docile as the CSL is around town, the car comes alive when let loose on a faster road – it surges forward with no hesitation. Fortunately, the brakes are very sharp; they pull the car up quickly, without any veering to one side.
    Sadly when the owner responsible for the restoration passed away, the history went AWOL. However, this car bears all the marks of a very good 3.0CSL where the ‘Batmobile’ additions have been performed to a high, authentic standard. And it’s up for considerably less money than you’d pay for an original ‘Batmobile’.

    CHOOSE YOUR BMW 3.0 CSL E9

    1 Production of the homologation ‘Leicht’ BMW E9 began in 1971, under the 3.0CSL designation. Lightweight steel and alloy body panels, Plexiglass rear side windows and a stripped-out interior saved 200kg over the standard 3.0CS.

    2 After 169 cars, the second series came out in 1972 with a fuel-injected 3003cc engine in place of previous 2985cc twin-carburettor unit. There were 500 rhd and 429 lhd examples.

    3 The third series (1973-1974) saw engine capacity increased to 3153cc, and aerodynamic aids added. On road cars, these were often supplied unfitted in the boot for owners to fit. All of these 110 cars were left-hand drive.

    4 The fourth series (1974-1975) brought down the curtain on the E9 3.0CSL, with just 57 made.

    Car #1973-BMW-3.0CSL-Batmobile-evocation-E9 / #1973 / #BMW-3.0CSL-Batmobile-evocation-E9 / #1973-BMW-3.0CSL-Batmobile-E9 / #BMW-3.0CSL-Batmobile-E9 / #BMW-3.0CSL-E9 / #BMW-E9 / #BMW-3.0CSL / #BMW /

    Price £165,000
    Contact Private seller, Letchworth, Hertfordshire (07860 264932)
    Engine 3003cc sohc straight-six, M30 / Bosch electronic fuel injection
    Max Power 200bhp @ 5500rpm
    Max Torque 200 lb ft @ 4300rpm
    Performance
    0-60mph: 7.3sec;
    Top speed: 134mph
    Length 4658mm
    Width 1676mm
    Fuel consumption 17mpg

    Interior shows age-related wear but no over-tired trim pieces ‘Batmobile’ aero parts are supposedly genuine BMW items.
    The basis is a second-series E9 CSL, so it has a 3003cc straight-six.
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  •   Elizabeth reacted to this post about 2 years ago
    / #1973 / #BMW-E9 / #BMW-3.0CSL / #BMW-3.0CSL-E9 / #BMW-3.0CS / #BMW

    ESTIMATE £45,000 - £55,000

    We can’t help but feel that this car’s seemingly low estimate has been designed to draw potential purchasers in and we reckon this car could sell for considerably more than this figure. Provenance is the watch word when it comes to CSLs and this UK spec machine that has lived much of its life in Germany has it by the bucketload, with ownership from two brothers and extensive history. It was restored quite some time ago and will definitely benefit from some attention soon but currently has full TüV road-legal approval. If only we had £50k to spend!
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  •   Elliott Roberts reacted to this post about 3 years ago
    / #1973 / #BMW-E9 / #BMW-3.0CSi / #BMW-3.0CSi-E9 / H&H Donington Park Sale, 15 November / ESTIMATE £28,000-£32,000

    If you’re a subscriber you might just have time after reading this to hot foot it to Donington Park for H&H’s sale and this #Fjord-blue 3.0CSi is the pick of the offerings as far as the #BMW Car editorial office is concerned. In fact, we’ve been coming up with various get-rich-quick schemes in order for us to secure the funds to buy this machine for ourselves!

    The restoration of this car started in 2005 and took six years to complete and along the way it received an engine transplant from a 3.6-litre E34 M5 which was enhanced with Schrick cams to give an estimated 325hp. It also utilises the M5’s five-speed ‘box and limited-slip diff and packs Bilstein suspension and big vented discs hidden by 16-inch period #Alpina wheels. Even the inside has been given a sympathetic makeover. It might be unoriginal, but the levels of want for this machine are huge. Go on, you know it makes sense…
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  •   Elliott Roberts reacted to this post about 3 years ago
    / #BMW / #1973 / #BMW-E9 / #BMW-3.0CSi / #BMW-3.0CSi-E9 / H&H Donington Park Sale, 15 November / ESTIMATE £18,000-£22,000

    If you prefer your CSi to be a little bit more original then this gold 1973 machine might be more to your liking. Be warned though, it might look complete but it will certainly require a full restoration to bring it back to its former glory and if the estimate’s correct it makes the M5-engined example above look like a bit of a bargain.
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  •   Elliott Roberts reacted to this post about 3 years ago
    Temptations Russ Smith scours the auction catalogues and adverts in search of the stand-out cars

    / #1973 / #BMW-3.0CSi-M5 / #BMW-3.0CSi-E9 / #BMW-3.0CSi-M5-E9 / #BMW-E9 / #BMW / #BMW-3.0CSi

    For sale at H&H, November 16, handh.co.uk

    Why buy it? It had a specialist bare metal restoration around ten years ago, when it was also given a drivetrain transplant from an E34 M5 and further tuned to produce 325bhp. The suspension and brakes were also uprated and it’s only covered 3000 debugging miles since.

    Price estimate £28,000-£32,000
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  •   Chris Hrabalek reacted to this post about 3 years ago
    1973 BMW 3.0 CSL £83,695

    One of the 500 CSLs built for the UK market, this older restoration is holding up very well, says Russ Smith.

    Fjord blue has to be the best colour for a CSL – it suits the lines so well and people can’t seem to stop staring at it. So it wants to be good and despite having been resprayed over 20 years ago, this car doesn’t disappoint. The prep was done well as no flaws show up in the straight panels – good to see as the aluminium-skinned panels are easily dinged. All we could fault the body on was the rear edge of the bonnet sitting slightly proud. Evidence in the partial history file shows regular rustproofing has been done since restoration.

    There is some light spotting in the chrome on the quarterlight surrounds, and it’s flaking a bit on the rear light bezels, but the rest of the brightwork is superb. The only other external flaw is the nearside front indicator lens, which has been glued back together after a breakage. All four Alpina alloys have been refurbished – there’s a bill for it in the history file – and wear matching near-new Yokohama 195/70 R14s.

    Inside, the initial impression is good – you have to look closely to find fault, and even then be a bit picky. Like the material being a bit loose and baggy on the lower half of the driver’s seat backrest; a simple job for a trimmer to rectify. There are a few marks on the thin chrome strips on the door cards, and some black paint chipped away around the heater controls. The gearknob is obviously original, but still at the stage where you’d call it patinated rather than worn, and while there’s no stereo fitted there are Blaupunkt speakers in the doors.

    Carpets have survived well and are being preserved by three sets of overmats in the front. The steering wheel is a new Momo prototipo, but as this replicates those used in racing CSLs we’re not going to quibble. On the road it feels well sorted, with a turbine-smooth engine, slick gearshift and dead-straight stopping from the recently overhauled brakes. There are no clonks from the surprising but correctly compliant suspension. Three of the electric windows operate – at a reasonable speed – but the offside rear one currently doesn’t work.

    Water temp sat at just above the quarter mark. That’s doubtless helped by what looks like a fairly new radiator, and both oil and water were clear and up to level.We could see no leaks from the engine, but the engine bay, though generally well presented, could easily be improved by replacing a few corroded clips and brackets. The corrosionprone strut top areas are straight and bubble-free and look to have been painted at the same time as the rest of the car. All in all, this is a lovely example of a CSL that drives just as it should. None of the minor flaws we’ve noted would put us off the car as they are easily sorted for minimal outlay – but could be used to chip a thousand or so off the asking price.

    Only minor imperfections to the interior; wheel isn’t original but replicates race car.

    It wouldn’t take more than few evenings’ work to make the engine bay concours-spec.


    CHOOSE YOUR #BMW CS E9

    In #1968 the 2800 CS is launched as a long-nosed version of the 2000 CS coupé with a 170bhp 2.8-litre straight-six.


    That lasts until 1971, when it’s replaced by the 3.0 CS. The bodyshell remains the same but the engine is stretched to 2985cc for an extra 10bhp and 15lb ft more torque. Handling is improved and rear brakes are upgraded to discs.

    In 1972 the CS is joined by the fuel-injected 3.0 CSi. This adds another 20bhp and 5mph to the top speed. A few luxuries are added inside.

    Also in 1972, the homologation-special 3.0 CSL joins the gang. The engine capacity is stretched slightly to 3003cc to put the car in an over-3000cc racing class. Output is declared as the same 200bhp as the CSi, but it has always been suspected that this was on the conservative side. Weight is saved by aluminium door skins, bonnet and boot, plus lightweight bucket seats. In UK trim with steel bumpers it comes in about 140lb (64kg) lighter than a CSi. Chrome arch lips cover inch-wider alloys.

    SPECIFICATION
    CAR #1973 #BMW-3.0CSL / #BMW-3.0CSL-E9 / #BMW-E9 / #BMW
    Price £83,695
    Contact KGF Classic Cars, Peterborough (kgfclassiccars.co.uk, 01733 425140)
    Engine 3003cc, inline-six, SOHC / #M30 / #BMW-M30
    Power 200bhp @ 5500rpm
    Torque 200lb ft @ 4300rpm
    Performance
    Top speed: 133mph;
    0-60mph: 7.3sec
    Fuel consumption: 18mpg
    Length: 4658mm
    Width: 1676mm
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