BMW M1 AT GOODING’S SCOTTSDALE

THERE ARE those who consider the Honda/Acura NSX to be the world’s first practical exotic. But my vote goes to another car introduced more than a decade before the NSX—the BMW M1.

As its name suggests, the M1 was the first product of BMW’s Motorsport or M division. Image from Gooding & Company’s auction catalog, Scottsdale, Arizona, Saturday, January 18, 2014.

The M1 began in the mid-1970s as a homologation special developed jointly by BMW and Lamborghini for FIA’s Group 4. However, as one might expect, Munich and Sant’Agata had philosophical differences. And, fortunately, BMW took over sole responsibility for the project.

I say “fortunately,” because what might have been merely an extreme Countach lookalike became instead a real-world mid-engine supercar with factory equipped air conditioning, electric window lifts, power mirrors, a Becker Mexico stereo—and accommodations for the likes of your author (long torso and bigger than the average bear).

The BMW M1 interior is purposeful, but hardly stark. I recall it was a welcome alternative to idiosyncratic exotic interiors of the era.

Here is an exotic that doesn’t demand a chiropractic-heralding driving position; the first of only a few in my experience.

To my eye, Giorgetto Giugiaro’s shaping of the M1 is elegant and timeless. By current tastes, it may look a bit understated. However, by contrast, celebrating the M1’s 30th anniversary in 2008, BMW and Giugiaro offered a concept called the M1 Homage. I daresay 30 years from now the Homage will be merely a footnote to the M1’s history; the original M1 will still be admired.

The BMW M1 Homage, left; the M1, middle; the M1’s Turbo concept predecessor, right, at Villa d’Este. Image from R&T, September 2008.

The original M1’s supercar qualities begin with its engine, BMW’s M88 3458-cc inline 6. It features dual overhead chain-driven camshafts, four valves per cylinder, dry-sump lubrication and Bosch Kugelfischer mechanical fuel injection. A five-speed manual ZF transaxle delivers the engine’s 277 hp to the rear wheels.

BMW’s M88 dohc inline-6 reappeared in the division’s first-generation M5 sedan. Image by Buschtrommler.

Suspension is exoticar conventional, double-A arms, coil spring/damper units and anti-roll bars, front and rear. Brakes are vented discs at all four corners.

According to its “Salon” feature in February 2008, R&T enthused “The M1 embodied the best of two worlds, Italian coachwork and German mechanicals, which made it both stylish and reliable.”

An appropriately arty shot: an M1 at high speed. Image from R&T, February 2008.

And potent as well: Said Paul Frère in R&T back in 1979, “The M1 is capable of approaching race-car cornering speeds, and even at the limit is easily controllable.” And in R&T’s “10 Best” for 1981, editors felt it fitting to devise a special award for the M1 as their “Most Desirable Unobtainable.”

A handsome view of the M1. Image from the Gooding & Company’s auction catalog, Scottsdale, Arizona, Saturday, January 18, 2014.

By contrast, this particular Inka Orange BMW M1 is desirably obtainable—at an estimated $400,000-$500,000—during the Gooding & Company Scottsdale auction, Saturday, January 18, 2014.

It would be difficult to imagine a more perfect example: one of only 399 road-going M1s, only 98 in its Inka Orange livery; single-family ownership for more than 20 years; just a tad more than 2700 miles; recently spiffed up by BMW wizard Dinan Engineering.

Talk about an Ultimate Driving Machine! ds

© Dennis Simanaitis, SimanaitisSays.com, 2014