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    Alan Lovell
    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.

    THE BIG PICTURE #BMW-3.0CSL-E9 / #BMW-3.0CSL / #BMW-E9 / #BMW

    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.
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    / #1988 / #BMW-E34 / #BMW-Alpina-B10 / #Alpina-B10-E34 / #Alpina-B10 / #Alpina / #Alpina-E34 / #BMW-Alpina / #BMW-E34-Alpina / #BMW / #BMW-5-Series / #BMW-5-Series-E34 / #BMW-5-Series-Alpina / #Alpina-B10-3.5-E34

    ESTIMATE £6000-£8000

    Sitting somewhere between a standard E34 535i and an M5 or Alpina B10 Bi-Turbo lies the naturally-aspirated B10 and this looks like a nice example with 125k miles on the clock and one owner for the past 13 years. It’s just passed an MoT with no advisories so should be in fine fettle. £6-£8k looks like value for money, but it was on the Damaged on Condition Report in 1993, though it’s not listed on the HPI register. Perhaps a fine way into the rarer side of E34 ownership.
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    Top three #BMW £15,000 diesel performance saloons UK

    High performance comes at a price – usually a pretty steep one in terms of economy. But if you opt for one of these three performance diesel saloons, rather than a petrol four-door, then you can enjoy driving fast without worrying too much about the fuel bills.

    BMW 330d M Sport Saloon ( #BMW-E90 ) ( 2008 to 2012 ) / #BMW-330d-M-Sport-Saloon-E90 / #BMW-330d-E90

    Fifteen grand will buy you a mint-condition 2010 model with a relatively low 70,000 miles on the clock. Many pack a good deal of optional extras, with goodies like full leather upholstery and Professional sat nav and 18- or even 19-inch alloys. And despite the 245hp performance on tap, the combined fuel economy figure is still 45.6 mpg.

    BMW 535d M Sport ( #BMW-E60 ) ( #2007 to #2010 ) / #BMW-535d-M-Sport-E60 / #BMW-535d-E60 /

    A #BMW-3-Series not quite big enough? Then try a #BMW-535d-M-Sport instead. The performance is every bit as good – in spite of the car’s larger mass – and our £15,000 will stretch to a #2008 model with just 65k miles on the clock. Being an M Sport 5 Series the standard spec is plush, whilst long journeys can see you achieve over 40mpg.


    THE #Alpina-D3 Bi-Turbo (E90) (2008 to 2013) / #Alpina-D3-Bi-Turbo / #Alpina-D3-Bi-Turbo-E90

    Those seeking something a bit more exclusive should hunt out the rare #Alpina D3 B-Turbo Saloon. A #2011 model is within range, with a typical 75,000 miles and a full #BMW-Alpina history. All cars are very well appointed and the twin-turbo diesel delivers potent acceleration (0-62mph in just 7.2 seconds), 50.4mpg economy and just 159g/km of CO².
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    Classic Alpina Superb #BMW E30 C2 2.7 fully-restored by #Alpina-GB . Vitamin C A glorious E30 Alpina C2 2.7 fully restored by Alpina GB. Top dog in the non-M E30 line-up was the sublime Alpina C2 2.7 and this glorious example that has been painstakingly restored by Alpina GB must be one of the best in the world. Words: Bob Harper. Photography: Dave Smith.

    There’s something about the E30 that’s just so right – it’s one of the icons of BMW’s past and it seems almost impossible that it’s now nigh-on 23 years since the last examples rolled off the production line. No BMW fan worth their salt can argue against it being a turning point for the company – it moved the game on significantly from the E21 and became a virtual blueprint for what we expect of a modern era BMW. Back in the mid- to late-’80s it was the darling of the red-braced, Filofax-clutching, oversized mobile phone wielding yuppie, but even this didn’t seem to put folk off yearning to own one.

    No matter which version you’re talking about the E30 has an intrinsic quality that flows from its every pore; from the way the electric window switches operate to the silky smooth steering column stalks, it exudes a wonderfully engineered feel. Each and every one of the major controls, from the clutch to the brake pedal to the well-balanced throttle to the steering, all have that same engineered feel and operate as if they are perfectly lubricated. As an exercise in tactility the E30 is just about perfect.

    Over the years the E30 has also become the darling of the modified BMW enthusiast and just about every BMW engine you care to name, from the humble M50 through to the more exotic S50 to the outrageous S85 V10, has found its way under the car’s delicately sculpted bonnets with varying degrees of success. These days, though, the E30 is also being dragged by its rusty scuttle panel into the realm of the classic car world. And with good reason. It doesn’t matter which version you covet, two- or four-door, Convertible or Touring, they’re all sublime machines and have a strong following these days. Obviously the bonkers nature of the classic car bubble has made the motorsport icon that is the E30 M3 into an obscenely overpriced irrelevance for all but the very well-heeled or those who were lucky enough to hold onto them when they were just a secondhand 3 Series but there are still plenty of other E30s worth coveting.

    If you’ve not had a look at used values of E30s recently then you could be in for a bit of a shock when you go looking, as they’re definitely on an upward spiral with the larger-engined machinery now fetching pretty good money. While you’d have thought that the ultimate E30 is the M3, many actually prefer the way the six-cylinder cars drive, with their torquey six-cylinder engines providing a less frenetic experience than the all-or-nothing S14 in the M3 which doesn’t really do all that much below 4000rpm. Fine for when you’re chasing apices, but less relaxing when you’re simply cruising. And of the six-cylinder variants it’s the Alpina models that are perhaps the most coveted. After all, BMW made thousands and thousands of 325is but Alpina only made a few of its take on the ultimate E30.

    But which one of Alpina’s E30s was the best? Its model line-up ranged from the C1 2.3, through the C2 models to the larger-engine B6 2.8- and 3.5-litre examples, with the ultimate incarnation perhaps being the B6 3.5S based on the E30 M3 and packing 260hp of straight-six goodness. That latter car is ultrarare though – just 62 were built – and all were lefthand drive. A better bet would be one of the less extreme models – still desirable, made in small numbers, and perhaps most crucially, offering something a little extra in the way of performance than what was available at the time from BMW itself. While the Alpina 2.3- and 2.5-litre machines were pretty decent they didn’t offer a huge amount over the 323i or 325i so in the middle ground of the Alpina E30 range are the 2.7-litre machines, initially badged as C2s in both Germany and the UK before the German market machines took on the B3 moniker in the latter part of 1987.


    No matter which version of the C2 (or B3) 2.7 you talk about, all shared the same basic engine architecture using BMW’s small-block six-cylinder M20 engine as a base. The block used was the same as the 2.7-litre ‘eta’ engine used in the E28 525e which shared the 325i’s 84mm bore but had a longer stroke at 81mm, but the magic came from Alpina specific changes such as Mahle pistons and a reworked head, along with a tubular manifold and a reprogrammed Motronic system. These extensive revisions completely changed the character of the unit from the low-powered, torque-rich eta to a much higher-revving sporting unit. Power was up to 210hp at 5800rpm while torque was rated at 197lb ft at 4500rpm – gains of roughly 25 and 20 per cent respectively over a contemporary 325i. Alpina claimed a 0-62mph time of 6.9 seconds which looks to be just about spot on as Autocar tested the first UK example built and found its 0-60mph time to be 6.6 seconds.


    Interestingly the example tested by Autocar was actually the very first C2 2.7 produced, lovingly assembled by Alpina GB’s technicians from parts supplied by Alpina in Buchloe. Naturally enough the transformation to full C2 2.7-spec involved more than just an engine swap, with the new car receiving specially tuned springs, Bilstein dampers, a limited-slip differential and Alpina’s aerodynamic addenda. There were the trademark 20-spoke 16-inch alloys – initially seven inches wide all-round, but as on the example we have here today a staggered set was generally fitted with wider eight-inch rears. Inside there was an Alpina steering wheel and wooden gear knob and the production plaque but after that it was up to the individual customer to decide how far they wanted to go with their interior embellishments.

    So what about the stunning example you can see here? It’s one of the UK-built examples produced at Sytner Nottingham, home of Alpina GB, and was built when it was new by its top technician, Mark Adkin, who assembled the best part of 250 Alpinas during his tenure there between 1983-1989. This particular C2 must now be one of the best in the world as it’s been subject to a full restoration and is absolutely gorgeous. Having been brought up on this generation of machinery when I worked in the dealer network back in the late 1980s this C2 brings the memories flooding back and I’m almost expecting that new car smell when I unlock the driver’s door and slip into the cockpit. It’s not actually that far off – thanks to the recently trimmed leather cockpit – and twisting the key and hearing the straight-six erupting into life with its familiar burble keeps me firmly planted in the 1980s. But before we get onto how this remarkable example drives we should really have a quick look at its journey towards being one of the finest C2s on the planet.


    It’s probably fair to say the story started almost two years ago when Alpina GB recreated an E21 (the first generation 3 Series) C1 2.3 which attracted a huge amount of interest, not only from marque fans but from paying customers, too, with Alpina turning down some pretty substantial offers for the car. With the continued growth of the classic car market the folk at Alpina wondered whether there was actually a business case for buying older Alpinas in need of refurbishment, restoring them back to as-new condition and then selling them, and the C2 was the first of these projects. And the icing on the cake was that Alpina managed to secure the services of its former employee, Mark Adkin, who had originally built the cars when they were new. Who better to restore a 1980s UK-built Alpina that the man who had originally created the car?


    Since he left Alpina Mark has been involved in many automotive projects, from working for Porsche to restoring super-rare rally cars of the 1980s to building F3 engines, so he really was the ideal person to tackle the restoration. Once the car had been sourced Mark set about stripping it down in Alpina GB’s workshops and despite the reputation the E30 has garnered for being a little rust prone he was amazed at the overall condition of the shell, as he explains: “It was very good with virtually no rust – it just needed a little bit of welding around the front jacking points, which is a common place for E30s to rust. The rest of the car was absolutely fantastic. We did a full strip on it, everything came off – engine, gearbox, all the brake pipes, all the fuel pipes, fuel tank – everything was taken off it and I undersealed it all and put it back to what it should be. It was absolutely immaculate. I was rather surprised quite how good it was – one of the best ones I’ve seen.”

    Part of the reason for its excellent overall condition was its low mileage – it was still showing less than 70k miles when we tested it – and the fact that it had been dry stored since 1998. Quite often when taking on this sort of restoration one can find that parts availability is a problem but Mark was able to source everything he needed from BMW – including new brake pipes that he painstakingly bent and fitted (they come from BMW in straight lengths), but he was adamant about using OE parts as he reckoned that if you make them yourself they never look original or quite right. Just about the only part he was concerned about was the tubular exhaust manifold, as Mark explains: “I think the only thing we were worried about was the exhaust manifold as they’re like finding hen’s teeth new these days but this one was in reasonable condition so we sent it away to a company called Zircotec. I’ve used it several times in the past for coating and it does a brilliant job. The coating keeps 50 per cent more heat inside the manifold so you get less heat in the engine bay, too.”

    Mark was expecting to need to rebuild the engine, but when he took it out and inspected it he was amazed by its condition: “I had a look inside the engine when I got that out and it looked perfect. It was the same with the camshaft; the compressions on it were good and the cylinder leakage test on it was unbelievable. I think the worst was six per cent out, which is fine – especially when you consider you expect four to six per cent on a new engine!”


    Naturally enough Mark completely refreshed the suspension with new springs, Bilstein dampers and new bushes where required, the steering rack was checked and thoroughly cleaned, the propshaft was removed and sent for specialist examination and returned with a clean bill of health… by now you should be getting the picture that if it could be removed and checked it was! The brakes also came in for attention. “I took the callipers off, totally stripped them down, put them in a blaster, cleaned up the pistons, fitted new seals and they’re now absolutely like brand-new… basically it’s a brand-new car, or as good as you’re going to get!” Mark says with a grin. As I mentioned earlier the interior has also been given a refresh; air conditioning has been retrofitted and the leather has been redone, too. Mark explains how this happened back in the day: “The basic car that arrived with us was just a bog-standard, steelwheeled, standard suspension, plastic steering wheeled, cloth interiored 325i. If the customer wanted the Alpina interior we had a local guy who used to do the retrimming for us – he actually did the interior on this car even though he’s semi-retired now. He did it when it was new and has now done it again for us, which is a nice touch. Basically whatever the customer wanted we built it for them so virtually every one I built was slightly different.”

    Other nice touches in the interior are the dials which now sport red needles. Mark fills us in on the background of this: “The painted needles on the dials were an optional extra – the customer could basically choose to have them or not. From what I can remember when the very first M3 came out Frank [Sytner] saw it and said, ‘oh, they’re got red needles; why don’t we paint ours red?’ We put the Alpina lettering on all of the dials and then if the customer wanted the needles painting red then I’d do that as well, stripping the dashboard down. It took about a day to do that. The worst thing was that if you didn’t let the paint dry properly before building it back up the speedo used to stick on the bottom stop. You’d be driving down the road registering zero miles per hour until you got to about 40mph when all of a sudden it would jump up! You had to be absolutely certain it was completely dry before building it back up and if you put too much paint on again it would affect it, with the speedo reading too low so you had to be very precise when painting those needles!”


    From talking to Mark it’s clear that this C2 has had a significant amount of time, love and affection – not to mention money – thrown at it over a seven or eight month period and it didn’t take long for it to find a new owner. A customer who was actually looking at buying a new car popped into the showroom and virtually bought it on the spot! Kindly he’s returned it to allow us to have a drive in it and as I mosey out of Sytner’s Nottingham HQ I think I’m actually more nervous about damaging this machine then virtually any other new BMW or Alpina I’ve driven recently. In the event I really shouldn’t have worried as the car is so easy and enjoyable to drive. The clutch bite point is perfect, the throttle response is silky smooth and the brake pedal has plenty of feel and just the right amount of travel. And, of course, compared to a modern car the E30 feels absolutely tiny so you always feel like there’s plenty of space around it.

    Threading it through traffic out of Nottingham is a joy and as confidence grows you almost start wanting to dive into gaps left by slower moving traffic – it just feels so wieldy and taut in its responses. Fortunately it doesn’t take long to get out of the city centre and as soon as I’m on more flowing, less congested country roads the C2 really comes into its own.


    The whole car feels completely solid as if it’s been hewn from a single piece of steel and finely honed, and now I can use a few more revs and explore the performance it’s easy to see why the motoring press of the day generally raved about the C2. Rapid progress is easily made without breaking into a sweat – there’s plenty of torque from the enlarged M20 unit and the engine feels hugely flexible and unburstable. Floor it at 60mph in fifth and it accelerates rather briskly thanks to its excellent spread of torque. Drop it down a cog or two and it really flies, and bearing in mind that as this machine is someone else’s pride and joy I was by no means using all the revs either.

    It’s not all about the car’s straight line go though as the chassis feels wonderfully balanced and seems to have perfect poise. On some pretty undulating and bumpy straights the suspension absorbs everything you can throw at it, even when the speed picks up, and compared to today’s stiffly-sprung BMWs there’s real compliance here, leading to an excellent ride quality yet without feeling soggy or under-damped. Add some faster sweeping corners into the mix and it again feels perfectly planted with just the right combination of body roll and grip. And while the standard E30 rack does call for a fair amount of arm twirling in the tighter corners you’re never in any doubt as to what the front wheels are doing thanks to the feelsome mechanical rack.

    In short it feels wonderful. Yes, I’m sure you’d be travelling much faster and far more economically in a 120d but you’ll be having much more fun in the Alpina, and with a classic it’s not about the speed but the enjoyment. And there are few more joyous ways of spending a day than punting around the Nottinghamshire back roads in this C2 2.7 – it’s a testament to the car’s original design and the man that both built and rebuilt it. Find another and we’re pretty sure he’d do it all again…

    A new Alpina exhaust came with the car and sounds absolutely glorious; period decals look wonderful.

    “Basically it’s a brand-new car, or as good as you’re going to get!”

    TECH DATA #1988 #BMW-E30 / #Alpina-C2-2.7 / #Alpina-C2-2.7-E30 / #Alpina-C2-E30 / #Alpina-E30 / #BMW-Alpina-C2-2.7 / #BMW-Alpina-C2-2.7-E30 / #BMW-E30-Alpina / #BMW-Alpina / #Alpina / #Alpina-C2

    ENGINE: #M20 Six-cylinder, SOHC 12-valve / #BMW-M20 / #M20B27 / #M20-Alpina
    CAPACITY: 2693cc
    MAX POWER: 210hp @ 5800rpm
    MAX TORQUE: 213lb ft @ 4500rpm
    0-62MPH: 6.9 seconds
    TOP SPEED: 143mph
    ECONOMY: Approx 22mpg
    WEIGHT: 1300kg
    PRICE: £27,000 (1988)

    There’s plenty of torque from the enlarged M20 unit and the engine feels hugely flexible and unburstable.
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    So close for Alpina at #Daytona #2015 / #Alpina-B6 / #BMW-Alpina-B6 / #BMW-Alpina-B6-Red-Bull / #BMW-Alpina-B6-E63 / #BMW-E63 / #BMW / #Alpina / #Red-Bull

    For the first time Alpina contested the 24-Hour Daytona Classic event, taking its successful GT machine, the B6 GT3, to duel it out with GT racers from Audi, Porsche Panoz and Chevrolet. Andy Bovensiepen and Dieter Quester (who won the ETCC in a #BMW-Alpina CSL back in 1977!) were the drivers of the Red Bull-liveried B6 GT3 and in qualifying Bovensiepen managed to bag second place in the GT3 class. Overall he qualified ninth, behind the #LMP1 sport prototype cars of Audi, Pescarolo, Oreca and Saleen.

    For hours, the race in the GT class was dominated by Mike Skeen and David Roberts in the Audi R8 duelling the Red-Bull-Alpina-B6 . Initially, the Audi held the lead, but the B6 got faster and faster, catching up to the same lap after three quarters race distance. Afterwards, events overturned rapidly – in the last half hour of the race, the Audi had an unplanned stop to fix a loose front splitter, resulting in Quester/ Bovensiepen taking the lead in the GT-class. Unfortunately, that wasn’t meant to last long: when Quester tried to lap a brace of Porsches, the two Porsches collided and entered a spin. Quester was unable to avoid the collision with one of the Porsches hitting the front right wheel of the Alpina, ripping off the track arm mount. The following ten-minute repair set the Red Bull B6 GT3 back to the third position.

    At first, both drivers and the team, who had worked flawlessly for 24 hours, were clearly disappointed to have lost the overall victory in the GT class – which was definitely within reach – so close to the finish. Bovensiepen commented: “Given this was our first appearance in America, we can be proud – the GT3 was one of the fastest GT cars. On the straight, we achieved a top speed of 302 km/h in the sport prototypes’ slipstream, a speed never before achieved by the B6 GT3 on any race track so far. Maybe in the next Daytona Classic 24H race, we’ll have the chance to garner the overall GT victory with the Red Bull Alpina.”
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    An Alpine Adventure Five E21 3 Series take to the Alps for an epic tour. We follow a group of #BMW enthusiasts as they celebrate the 40th anniversary of the 3 Series by going on an epic Alpine tour in five examples of the original Three, the E21. Words: Jeroen de Laat. Photography: De Laat Foto. #BMW-E21-Alpina / #BMW-E21 / #Alpina / #BMW-Alpina /

    Besides journals such as this magazine there are many online communities and forums that have helped enthusiasts find cars, perform maintenance and organise meetings. And this is exactly what happened with the community for BMW’s first 3 Series, the E21, and over the years this has led to meetings all across the globe. In some cases it was the start of close friendships, like with this bunch of E21 aficionados from Holland and Belgium, and they have been sharing their passion for classic BMWs for many years now. And they wanted to celebrate the 3 Series’s 40th anniversary milestone in style.


    BMW introduced this successor to the ‘02 series in Munich in July #1975 / #2015 , so in an ideal world they would have made a pilgrimage to Munich combined with a couple of days driving in the Austrian Alps and northern Italian Dolomites. Unfortunately with #BMW-Classic in Munich somewhere in between construction and removal it wasn’t too keen on having an official celebration so as an alternative they decided to do the wonderful scenic Route des Grandes Alpes in the French Alps which follows a trail of legendary passes from north to south, roughly from Lake Geneva to Nice.

    As soon as the plan was launched several enthusiasts committed to this trip and started planning. Most mountain passes are free from winter snow around mid-May and usually the road authorities aim on having all passes open to the public by the beginning of June. That sounded like a good start date and the group then found out that the weekend after there was a classic racing event taking place at the former F1 track, Dijon-Prenois. On top of that the French E21 community was planning a little ’quarante ans’ celebration there as well. This was meant to be…


    In the end five E21s signed up for the tour: Gerrit and Peter in a silver #Hartge-323i-RS ; Arnold with his father Durk in a grey Alpina B6 2.8; and Sven and Gerwin in a black modified Alpina equipped with a 3.0-litre engine from a later B11 7 Series. The group was completed with two 323i Baur Convertibles, one of which had undergone a 2.7-litre #M20 stroker conversion. Quite some variety, then, and all cars had been used in sporty events like mountain trips or track days before. They’re all still purely street cars, though, without extreme modifications such as rollcages, but the cars were all upgraded from 13- to 15- inch wheels and all have uprated brakes and suspension. The E21 3 Series was renowned for its handling, even on 13-inch wheels and standard suspension, but that was back in the 1970s; today its handling is considered outright dangerous (although we prefer the term ‘entertaining’).

    Preparations started in earnest weeks before the tour. Routes were figured out and contingency plans drawn up covering any possible issues that could crop up. Some of the passes on the route are so high that they can easily be struck by significant snowfall even this late in the season, so alternatives are useful to have.

    In addition, lists of useful tools and spare parts were made and the bits allocated to each of the five cars – coolant, spanners, a fuel pump, water hoses, ignition parts and, of course, the top three essentials for any emergency kit: duct tape, WD40 and cable ties! After arranging some long-range walkie-talkies for all cars (these are both useful and great fun), window stickers, hotel reservations and providing the routes in sat nav format, it was time to set off.

    Day One

    This could best be described as the ‘getting there’ day and was used to travel to France from Holland and Belgium as some of the group were 1000km from the Alps starting point. After stopping in Luxemburg to fuel up with its low-priced fuel it was on to a simple roadside hotel not far from Geneva. The weather was great already: sunny and warm, not a chance of rain and fortunately the weather remained the same during the entire trip!


    Day Two

    It was a brief drive to get to the south side of Lake Geneva – the official starting point of the D902 (aka the Route des Grandes Alpes) where the road becomes different immediately. There’s less commercial traffic, great views and lovely roads. Now the Alps trip had officially started and the first official pass was soon encountered: the Col de la Colombière. The group saw the occasional waterfall, traversed the Aravis and Roselend passes, and enjoyed stunning views and demanding roads. Tired but satisfied, the team crashed at the Bourg Saint Maurice hotel for a well deserved cold one. Inside the hotel it looked like the clock had stopped ticking in the 1970s and good food and spectacular mountain views completed a special moment.


    Stunning scenery, perfect weather and five wonderful classics… what more could you want?

    Left: The views up in the mountains were stunning Below: Our group of happy ‘E21-ers’

    Day Three

    After hearing from a local that the planned Col d’Iseran was not yet driveable, the team settled for the Col de la Madeleine for the start of the day. What felt like a second class pass turned out to be one of the best of this trip with spectacular views including Mont Blanc. On top of the high Galibier pass a group photo had to be taken. The rough vegetation of the Izoard pass took the E21 train to a lovely hotel perched on the hills surrounding Risoul.

    Day Four

    After the usual check of fluid levels and tyre pressures the team set off for a detour off the official tourist route to drive the Col de la Lombarde in Italy and then the Bonnette back in France.

    Day Five

    Friday started early as it looked like it would be an exceptionally warm day and a lot of distance needed to be covered to get to Dijon. All went well and in Dijon there was a welcome committee comprising Olivier from the French ‘Atelier E21’, a representative from Peter Auto (the organisers of the Grand Prix de l’Age d’Or), and the deputy mayor of Dijon!

    Their arrival coincided with the Grand Prix de l’Age d’Or and it was also where the French E21 community was celebrating 40 years of the 3 Series. The hospitable French BMW enthusiasts had arranged plenty of food and drink and an evening BBQ so the tired Alpinists got to enjoy the classic races and club meets all in an amazing setting.

    So how did the cars cope? Considering that the cars’s small boots were filled with luggage, tools and parts and the cars themselves faced high temperatures and demanding mountain roads, they all did a great job. There were some occasions where brake or coolant temperatures were on the high side, but they kept going and going. Well, until an enforced stop for some roadworks where the Hartge stalled and wouldn’t start again that is!

    After some checks and attempts to get the #Hartge going didn’t work it was time for a brainstorm session. The group agreed that a vapour lock inside the fuel pump was the most likely culprit, especially on the Hartge where one of its larger-than-standard exhausts was fitted close to the fuel pump, which is located underneath the car. And indeed, after spraying some water onto the pump it came back to life!

    The same issue occurred on two other cars later that week and each time a bottle of water fixed it immediately. Gerrit wasn’t happy with this situation with his Hartge, though, so he got some metal from a local car parts store, fabricated a heat shield for the pump and this sorted the issue. But really, if that’s all that hampers you during a week of pushing cars hard under demanding conditions, then there’s nothing really to complain about. So don’t worry, don’t take your classic BMW out and go for some pure driving fun. It won’t let you down.

    Right: Gerrit fabricates a heat shield for the Hartge’s fuel pump. ‏ — at Upper Austrian Prealps, 4591 Molln, Austria
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