Blogs in Group
    No posts created yet.
Link copied to your clipboard
Items tagged with #BMW-3.0CSL-E9
Pinned Items
Recent Activities
  •   CFB18705 reacted to this post about 7 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…
    Post is under moderation
    Stream item published successfully. Item will now be visible on your stream.
  •   CFB18705 reacted to this post about 7 months ago
    BMW ART CARS / #Frank-Stella : #BMW-3.0CSL / #BMW-E9 / #Kugelfischer-Injection-System / #Kugelfischer / #BMW-E9-Frank-Stella / #BMW-3.0CSL-E9 / / #Art-Cars / #BMW

    Never mind the fine artwork on the bodywork, underneath Stella’s geometric lines this #CSL packed a mighty turbocharged punch.

    The second of BMW’s Art Cars was another CSL and technically this machine was the brainchild of the then-head of #BMW-Motorsport , Jochen Neerpasch. It came about as a result of rule changes for the #1976 season which would have seen the factory works CSLs effectively detuned for the more stringent Group 2 regulations which demanded a return to smaller aerodynamic addenda, wet sump lubrication, and most crucially, a banning of four-valve cylinder heads unless they were used in series production. Neerpasch didn’t take this lying down and decided to strap a pair of turbochargers to the CSL’s engine and take on the dominant Porsche 935s in Group 5.

    In hindsight it might not have been the best idea as the car wasn’t desperately reliable and in the end only raced three times at #Silverstone , #Le-Mans and #Dijon . The Stella CSL used a 3.2-litre version of the twin-cam, four-valve-per-cylinder #M49 / #BMW-M49 unit to which Josef Schnitzer attached a brace of #KKK turbochargers and a Kugelfischer injection system. On the dyno it could crack 1000hp, but it was wound down to develop 750-800hp in race trim in a vain attempt to allow the rest of the car to cope with these monumental forces that it had never been designed to withstand. There was no doubting that it was quick… but on its first outing at Silverstone it lasted just 14 laps before needing a new set of boots that had been vapourised by the engine’s torque and by lap 43 it had retired with a melted transmission.

    At Silverstone the car didn’t yet sport Frank Stella’s geometric patterns but BMW had seen how much interest the Calder CSL had generated at Le Mans the previous year so it commissioned Stella to paint the car for the 1976 running of the endurance classic. With longer gearing for Le Mans the CSL was a monster, allegedly pulling 212mph on the Mulsanne straight – drivers Gregg and Redmond must have been absolute legends – and they managed to put it eighth on the grid. Sadly in the race the inevitable happened and it retired after 23 laps.

    Its last outing was at the last round of the World Makes Championship which was held at the small Dijon circuit in September 1976. By now the turbo CSL sported a reinforced differential, gearbox and halfshafts and was back in the hands of Peterson (who had driven it at Silverstone). In qualifying at least, things at last seemed to be going according to plan as he managed to hold back the phalanx of Porsche 935s to take the top spot on the grid.

    Peterson led from the start and once he’d pulled away from Jacky Ickx’s Martini 935 the boost was wound down until Ickx could maintain the same pace as the CSL but not catch it. However, even this approach didn’t work and on lap 33 the diff turned into a casing full of swarf! A glorious failure then… but just look at, obscenely bulging arches, huge wings and that fantastic livery – what’s not to like?
    Post is under moderation
    Stream item published successfully. Item will now be visible on your stream.
  •   CFB18705 reacted to this post about 7 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’.


    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
    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.
    Post is under moderation
    Stream item published successfully. Item will now be visible on your stream.
  •   Daniel 1982 reacted to this post about 11 months ago
    BMW might have a reputation for reliability, but the mighty 3.0 CSL was far from infallible – as proven by the Nürburgring Six Hours ‘Grand Prix for Touring Cars’, held on the gruelling #Nordschleife on 14 July #1974 . More than half of the 60-plus starters failed to reach the finish, and among them were all 11 CSLs entered – despite the early promise of Hans Stuck taking both pole and fastest lap in his works machine.


    Hans Heyer and Klaus Ludwig’s Ford Escort RS1600 won ahead of the Hezemans/Lauda/Glemser Capri, but the fast yet fragile BMWs live longest in the memory for the iconic shots of them yumping out of Pflanzgarten – as demonstrated here by the Swiss #BMW-Alpina team pairing of Peter Arm and Cox Kocher. Images such as these helped to seal the CSL legend.
    Post is under moderation
    Stream item published successfully. Item will now be visible on your stream.
  •   Chris Hrabalek reacted to this post about 1 year ago
    BMW CSL PRINT BY #FREDERIC-DAMS / #BMW-Art-Car / #BMW-E9 / #BMW-3.0CSL / #BMW-3.0CSL-E9 / #BMW-3.0CSL-Art-Car / #BMW / #BMW-E9-Art-Car /

    Ah, the irony – a BMW ‘Art Car’ from the mid 1970s turned into contemporary art. The CSL racer kickstarted the whole Art Car movement and was painted in 1975 by #BMW-3.0CSL-Alexander-Calder before racing at #Le-Mans . This dynamic modern print is by Frederic Dams. From £35.
    Post is under moderation
    Stream item published successfully. Item will now be visible on your stream.
  •   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!
    Post is under moderation
    Stream item published successfully. Item will now be visible on your stream.
  •   Elliott Roberts reacted to this post about 3 years ago
    / #1972 / #BMW-3.0CSL / #BMW-3.0CSL-E9 / #BMW-E9 / #BMW / #Bonhams Festival of Speed /

    CSLs are definitely on the up with good money being paid for the right cars. This machine dated from 1972 and was originally driven back to the UK from Munich by the BMW Concessionaire of the time. A right-hand drive machine with matching numbers the car was subject to a full restoration in the late 1980s and has been part of a private collection since that time.

    SOLD FOR: £103,300
    Post is under moderation
    Stream item published successfully. Item will now be visible on your stream.
  •   Chris Hrabalek reacted to this post about 4 years ago
    Bridging the Gap TWIN-TURBO #1972 #BMW-3.0CS-E9

    A classic #E9 3.0 CS that has been fully restored and has twin-turbo power under the bonnet! We look at a stunning E9 CS from California that manages to combine old-school cool with the more modern trend for turbocharging. The best of both worlds? Words: Ben Barry. Photography: David Bush.

    The #BMW-3.0CSL-E9 was the first M Division model in all but name, setting M’s front-engined, naturally aspirated, rearwheel drive template that would endure for almost four decades. Only recently did M Division begin to diverge from that script, equipping its high-performance coupés and saloons with twinturbocharged engines in an attempt to maintain performance figures while also meeting more stringent mpg and CO² targets.

    The car on these pages bridges that gap: it’s a beautifully restored Californian #BMW-E9 that packs a sixcylinder forced-induction punch, and today I’m going to be lucky enough to drive it. But this isn’t a CSL, and that certainly isn’t a 1 Series M motor lurking beneath the bonnet – it’s a 3.0 CS fitted with an only slightly more modern 530i engine (E12), but one to which twin turbos were added long before M even considered dropping its famed naturally aspirated engines.

    The story starts back in 1994 when a technician at BMW specialist Moran Motorsport in Berkeley, California took a well-worn 3.0 CS into the company workshops and prepped it for a respray. Typically, rustprone E9s fare far better in California’s hotter climate than they do over here in northern Europe, but the bodywork still needed plenty of attention and the Moran technician decided he wasn’t going to go for half measures: his tired project was completely stripped bare, with all the suspension, interior, glass, doors, wiring and powertrain removed before the bodywork was bare-metalled in preparation for its fresh coat of gleaming white paint.

    It was a labour of love for the technician, and he spent the next decade working his way over the E9 during his spare time until he was finally happy. The original 3.0 CSs came with a 3.0-litre, carburettor-fed straight-six but this car’s original engine was ditched during the project’s reassembly phase in favour of a 3.0-litre, fuel-injected M30 lump from a 1977 530i, which was uprated and fitted with the twin turbochargers. It’s a compact and neat installation that could easily be mistaken for a factory job and it’s tough to see the turbos when you open the bonnet, even if you do trace the two pipes that arc over the rocker cover and down into the engine bay’s depths. In fact, it’s only by getting on your knees and looking under the car that you can actually see the small turbos that are stamped with IHI logos. They feed directly from a Pfaff manifold straight back to the inlet manifold without passing through an intercooler on the way.

    At the same time as the new engine was fitted, in went a more modern five-speed ZF manual gearbox to replace the original four-speed unit, plus a heavyduty clutch, limited-slip differential and beefed-up suspension, which included chunkier anti-roll bars. It took another decade for the interior to get any attention but in 2004 the leather seats, carpets, wood, dashboard, headlining and door panels were all either replaced or restored to their former glory, and today the interior still looks fantastic. Most recently, in 2008, the turbos were rebuilt and a new stainless steel exhaust fitted, as well as a highflow K&N air filter, upgraded fuel pressure regulator and blow-off valve.

    Now this very unique #BMW-3.0CS is up for sale, sparkling in the showroom at Fantasy Junction, a high-end classic and sports car dealer located across the Bay Bridge from San Francisco. There are a pair of E36 M3 daily drivers parked around the back of the premises – company owner Bruce Trenery arrives in a tidy Dakar yellow example – but Fantasy Junction typically deals in Porsches, Ferraris, classic race cars and other exotics that can change hands for hundreds of thousands – if not millions – of dollars. So it says something that this is one of the few BMWs on its books; it’s big money at $49,000 – around £30k at today’s exchange rates – but then it is a pretty special car.

    We follow Fantasy Junction staffer Chris Kelley over to Golden Gate Fields for our shoot, and the streetsleeper CS looks particularly cool in the Californian sunshine, cruising down the freeway with those crisp lines glinting in the sun. Only its more modern 17- inch alloys indicate that all is not what it seems – until Kelley accelerates.

    There are no power claims made for the CS but even from where I’m sitting it’s clearly a very quick car; I’m in a US-market Hyundai Equus rental car, which boasts a 5.0-litre V8 pushing out 429bhp and 376lb ft but weighs 2065kg – this is not one of the Euro-spec econoboxes that proved so popular during the scrappage scheme! – and when Kelley accelerates hard up a straight freeway on-ramp in the CS, the hard-charging Hyundai only just matches it.

    When we arrive at our location, Kelley hands me the keys. My turn. Click open the door handle, swing out the elegant driver’s door and you sit down onto those immaculate sports seats, with their squishy, flat bases and the impressive amounts of lateral support around your rib cage. Those elegantly thin pillars create an airy lightness and excellent visibility in the cabin – it feels almost like you’re wearing a goldfish bowl on your head, so high is the ratio of glass to metal and the ease with which you can place the car on the road. You notice the three-spoke steering wheel that’s canted away from you, the factory-fit aircon that still blows cold, and the wood dash with its four dials, a 150mph speedo and a rev counter with a 6400rpm redline dominating.

    The only changes to the standard spec appear to be a short-shift kit and an aftermarket head unit together with some speaker pods that are tucked away in the footwells, but look closely and you’ll also see that there’s a pair of electric window switches and manual winders in both doorcards. The last owner apparently got so tired of fixing the notoriously tricky electric windows that he gave up, reasoning that it was easier to occasionally turn a handle than regularly dismantle the doorcards.

    I turn the key in the ignition barrel and the straightsix settles to an even idle with a warm, fluffy burble emanating from the exhaust. I move off slowly, all too aware of what a covetable car this is. At low speeds the clutch is perfectly friendly, the steering feels meaty and slop free and the gear changes are noticeably direct but also physical and stiff-jointed. The engine, though, is perfectly well mannered, pulling from low revs without the slightest grumble or suggestion that it’s been tuned for more higher-speed business than this.

    But start going faster and the twin-turbo setup really comes into its own, and when you accelerate hard in first gear the 17-inch rear Eagle F1s spin up in the dry and you feel the limited-slip diff lock up quickly, firing you down the road at a pace that’s hard to reconcile with those retro looks – especially for the poor souls you’ve just left for dead at the traffic lights.

    Pull for second gear and those rear tyres hook up and feel perfectly capable of putting whatever you throw at them down to the surface, even when you give it plenty of throttle through the corners.

    By now you’re really motoring, the nose rising up under heavy acceleration, the rear squatting down, and an element of slop introducing itself in to the now lighter steering around top-dead centre. It’s an easy car to drive, and the suspension remains perfectly compliant and daily-driver friendly, despite the uprated shocks and springs. But the thing that stands out most of all about driving this CS is the engine. It’s far from outrageously quick, but it’s sufficiently pokey to feel plenty fast enough by modern standards, and it’s certainly far faster than the immaculate 3.0 CSL that I borrowed from BMW UK’s heritage fleet a little while back. This turbocharged 3.0-litre is also very refined, with none of the uncouthness that you might expect from an aftermarket conversion: it pulls from next to no revs, gets a stride on at 2000rpm and really kicks after 4000rpm, but it’s all so beautifully integrated and free from angry steps in the rev range that you can’t imagine #BMW doing it any better. The only thing I would prefer are uprated brakes – the CS’s pedal feel is too spongy for my liking, so a more modern system or even an uprated AP Racing setup would no doubt transform the car and imbue its driver with much more confidence.

    After half-an-hour of driving, I reluctantly hand back the keys. Not everyone will like the idea of a mint CS that’s been so comprehensively played around with, but I do. Unlike so many classics, I can genuinely imagine driving this unique car each and every day, its balance of knockout looks and modern thrust proving a compelling combination. Tough to find in this condition in the UK, too.

    And then comes the realisation that Fantasy Junction is just down the road from an international port, and that this one-off opportunity could be sailing its way to you in just a few weeks. Quite the tempting proposition, I’d say.

    Fantasy Junction
    Tel: +1 510 653 7555

    Those rear tyres hook up and feel perfectly capable of putting whatever you throw at them down to the surface.

    Interior took ten years to restore and it’s beautifully finished. A modern stereo and window winders are the only additions.

    Engine bay looks relatively standard aside from the extra pipework as the turbos are located low down. They certainly do the job though.

    This turbocharged 3.0-litre #M30 is very refined, with none of the uncouthness you might expect from an aftermarket conversion.

    VIN Code 2250293
    Exterior Color – White elephant
    Interior Color Black Leather
    Mileage 2497 Miles
    Engine #M30B30 3.0 Litre Twin-Turbo 6-Cylinder
    Transmission 5-Speed #ZF
    Stock FJ1417
    Post is under moderation
    Stream item published successfully. Item will now be visible on your stream.
  •   Chris Hrabalek reacted to this post about 4 years ago
    Silverstone Auctions, Silverstone Classic, 25 July , #1972 /// /// #BMW /// #BMW-3.0CSL-E9 /// #BMW-3.0CSL /// #BMW-E9

    It’s not that long ago that the CSL was tipped to be one of the next cars to really see their values take off but so far it hasn’t really happened with the exception of the genuine lightweight Bats which often attract strong interest. Having said that it can’t be long before the upward spiral speeds up. This UK car – the ninth of the 500 UK machines – has been the subject of an extensive restoration and does look stunning in its Taiga green paint. The majority of the restoration was completed in 2014 by which time there were receipts for in excess of £30k in the history folder – bringing a CSL’s bodywork up to scratch is not a cheap past time if you do it properly! With a full history and 64k miles showing on its odometer it looked good value at £58,500.
    Post is under moderation
    Stream item published successfully. Item will now be visible on your stream.
  •   Chris Hrabalek reacted to this post about 4 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.


    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.

    CAR #1973 #BMW-3.0CSL / #BMW-3.0CSL-E9 / #BMW-E9 / #BMW
    Price £83,695
    Contact KGF Classic Cars, Peterborough (, 01733 425140)
    Engine 3003cc, inline-six, SOHC / #M30 / #BMW-M30
    Power 200bhp @ 5500rpm
    Torque 200lb ft @ 4300rpm
    Top speed: 133mph;
    0-60mph: 7.3sec
    Fuel consumption: 18mpg
    Length: 4658mm
    Width: 1676mm
    Post is under moderation
    Stream item published successfully. Item will now be visible on your stream.
No hashtag items to show here
Unable to load tooltip content.

Drive-My.COM MEDIA EN/UK based is United Kingdom’s top cars/retro/classic/modern/tuning/moto/commercial news, test drive, classic cars and classifieds. For car advertisement be it an RETRO/CLASSIC/OLD-TIMER/NEW-TIMER, Coupe, MPV, SUV, Luxury Car, Commercial vehicle, OPC car or even an auction car. We update you with latest information on new car prices from both parallel importers and car authorised dealers with brands such as Aston-Martin, Bristol, TVR, Bentley, Ford, Porsche, Jaguar, Land Rover, Citroen, Tesla, DS, Alfa Romeo, Subaru, Toyota, Acura, Honda, Nissan, Audi, Kia, Hyundai, Volkswagen, Volvo, Mitsubishi, BMW, Mercedes-Benz. Find new car pricelists, new car promotions, new car reviews, latest car news, car reviews & car insurance UK. We are also your information hub for parking, road tax, car insurance and car loan, car audio, car performance parts, car discussion, motor insurance, car grooming, car rental, vehicle insurance, car insurance quotation, car accessories, car workshop, & car sticker, tuning, stance and Cars Clubs

Our Drive-My EN/USA site use cookies