They say never meet your heroes, but for automotive enthusiasts, sometimes heroes come in the form of legendary cars. Stepping into the realm of iconic automobiles often blurs the line between dream and reality. There’s always a sense of nervous anticipation when encountering a vehicle revered for its history, performance, and sheer presence. Will it live up to the hype, or will reality temper the idealized image? This question loomed large as we approached one of the most celebrated names in racing history: the Bmw 3.0 Csl, affectionately nicknamed the ‘Batmobile’ for its dramatic aerodynamic enhancements. Countless images had prepared us, yet nothing truly captured the breathtaking impact of seeing the car in person. Then, the unexpected happened – the keys were offered, and the daunting question arose: would we seize the chance to drive a legend, a rare, factory-backed BMW 3.0 CSL race car, or would we forever wonder what it was like? There was only one answer. We were at the BMW Performance Center in Spartanburg, South Carolina, specifically to experience the No. 51 BMW 3.0 CSL, one of just 19 factory-built CSL race cars. Driving it was the only mission.
From Capri-Beater to Track Legend: The Genesis of the BMW 3.0 CSL
In the late 1960s, the European Touring Car Championship was gaining traction, yet BMW’s dominance with the 2002 model in Division 3 seemed almost predictable. However, the dawn of the 1970s brought a formidable challenger: Ford’s Capri. Lighter and nimbler than the BMWs, the Capri quickly asserted its dominance, securing championships in 1971 and 1972. For BMW, conceding defeat was not an option. They ignited a full-scale motorsport offensive against Ford with a clear objective: reclaim the European Touring Car Championship. True to their engineering prowess, BMW went all-in, establishing their now-legendary M division and pushing the boundaries of production car-based racing technology.
The result of this intense effort was the BMW 3.0 CSL, with the acronym CSL standing for Coupe Sport Leichtbau (Coupe Sport Lightweight). To meet homologation requirements for racing, BMW produced 1,096 road-going versions of the 3.0 CSL, just exceeding the minimum 1,000 units needed to unleash the ‘Batmobile’ onto the track. The foundation for the CSL was the BMW 3.0 CS, itself an evolution of the initial E9-chassis coupe, the 2800CS. Launched in 1968, the 2800CS marked the debut of BMW’s revolutionary straight-six M30 engine. This engine family, in various forms, powered BMWs until 1993 and is recognized as one of the 20th century’s top engines. For the 3.0 CSL, BMW increased the M30’s bore, bringing displacement to 3003cc. This strategic move placed the car in the over 3-liter class, setting the stage for further engine development in the race cars, eventually reaching 3.5 liters.
Beyond the enhanced 206-horsepower engine, the 3.0 CSL incorporated a range of weight-saving measures. Constructed from thinner steel, it featured an aluminum hood, trunk lid, and doors. Sound deadening and trim were omitted, the front bumper was removed, a fiberglass rear bumper was installed, and Plexiglas replaced the standard roll-up windows. Remarkably, these weight-saving features were part of a production car available to the public, not a bespoke creation for a racing team. Such a direct link between road car and race car is unlikely to be seen in showrooms today, highlighting the unique era of the CSL.
However, power and weight reduction alone weren’t sufficient for championship dominance. The BMW 3.0 CSL’s definitive advantage came from its radical aerodynamics. The street-legal 3.0 CSL gained a front air dam, wind splits on the front fenders, a roof spoiler, a deck lid spoiler, and a prominent rear wing. The rear wing, deemed too extreme for German roads, led BMW to deliver the 3.0 CSL with the wing uninstalled in the trunk, leaving installation to the dealer or owner post-purchase.
The racing versions of the BMW 3.0 CSL took these modifications even further. Their 3.5-liter race engines boasted Kugelfischer mechanical fuel injection, dry sump oiling systems, and individual throttle bodies, pushing output to over 350 horsepower, an impressive 100 horsepower per liter. Aggressive wide fender flares accommodated massive 12-inch front and 14.5-inch rear wheels shod with Avon racing slicks, complementing the comprehensive aerodynamics package. Interiors were stripped bare, and weight reduction was taken to the extreme, with drills applied liberally to any component that could be lightened. In 1973 race specification, the factory-backed BMW 3.0 CSL weighed under 2400 pounds, generated 376 horsepower, and possessed groundbreaking aerodynamics. BMW had engineered a machine capable of defeating the Ford Capris.
And dominate it did. From 1973 to 1979, the BMW 3.0 CSL only relinquished the Group 2 Championship once, to a Ford Escort. The CSL was BMW’s winning formula, constantly evolving with more power and speed throughout the 1970s. By the end of its development, the BMW 3.0 CSL was achieving unprecedented racing success, leaving competitors struggling to keep pace. Ultimately, the BMW 3.0 CSL’s reign was succeeded by another BMW creation, the 635 CSi. As the 1970s closed, development shifted to the newer E24-chassis 6-series BMW, introduced in 1976. While the 6-series achieved race wins, it never reached the level of dominance established by the BMW 3.0 CSL. This is why the ‘Batmobile’ continues to be celebrated as a true legend in endurance racing.
Behind the Wheel of a Legend: Driving the BMW 3.0 CSL
One glance at the BMW 3.0 CSL race car conveys its raw, untamed nature: massive slicks, flared arches, and an aggressive stance that commands respect. Yet, surprisingly, there’s an approachable side to this beast. Climbing into the CSL racer is surprisingly easy, even for larger drivers. The roll cage design is minimalist, almost airy, featuring a single door bar and lacking the complex web of tubing found in modern race cages.
The Recaro racing seat, a modern safety upgrade, is remarkably comfortable and accommodating. Modern six-point Schroth harnesses have been added, reflecting the car’s continued use in vintage racing by owner Scott Hughes. The instrument panel is straightforward, displaying essential data like oil temperature, transmission temperature, and fuel pressure against an unexpectedly red dash. Notably absent is a speedometer, and the tachometer’s telltale is set at a seemingly conservative 6500 rpm. The pedal arrangement is natural, though not optimized for heel-and-toe techniques. Overall, the cabin is spacious and ergonomically intuitive, conveying a surprising sense of BMW road car DNA within a race car shell. Discussions with other BMW race car drivers suggest this blend of lightness, user-friendliness, and comfort is a hallmark of BMW race car design, prioritizing driver endurance for long races.
Being mechanically fuel-injected rather than carbureted, the BMW 3.0 CSL starts readily without the characteristic spitting and snarling of Weber-carbureted racers. Engaging first gear in the notchy dog-leg gearbox requires a deliberate, leftward motion. Pulling away, a significant gap becomes apparent when reaching for second gear. The realization hits: this car is geared for Le Mans, not the shorter circuits of the BMW Performance Center. The power delivery is impressive but not overwhelming. Modern BMW M cars, like the M4 Coupe or even the M235i driven on the same day, are quicker in a straight line. However, around 4000 rpm, the BMW 3.0 CSL’s inline-six unleashes a glorious howl that intensifies all the way to the 6500 rpm redline. While not the fastest car ever driven, the sound is undeniably among the best. The powerband is smooth and linear, making the car surprisingly easy to drive quickly – far from the monster its appearance might suggest.
Approaching the first corner at 90 mph reveals the BMW 3.0 CSL’s true brilliance. Anticipating a struggle with steering, braking, and chassis composure to tame this near-50-year-old icon, the reality is startlingly different. The car responds with refined ease. Progressive, effective brakes require a firm pedal, a reminder of technological advancements, but perform admirably. Gear spacing is ideal. Downshifting removes the initial notchiness, replaced by an even more intoxicating engine note. The car carves through corners with precision and minimal drama, exhibiting a hint of oversteer. By the second turn, a sense of confidence bordering on invincibility sets in, quickly tempered by the million-dollar value of the machine. The BMW 3.0 CSL’s agility extends to tight, autocross-style corners. Approaching corners aggressively, a quick downshift and brake tap allows for controlled slides with remarkable composure.
The driving experience is summarized simply: this is an exceptional race car. Its near-unblemished win record becomes easily understandable. While legendary drivers undoubtedly played a crucial role, the BMW 3.0 CSL’s inherent driver comfort and precise handling were clearly significant contributors to its racing success. This most intimidating of CSLs proves to be remarkably docile on track. Despite its menacing appearance, driving it fast is no more challenging than a well-prepared E36-chassis M3 track day car—except this track car is a Le Mans class winner.–Tim Suddard
1972 BMW 3.0 CSL Specifications
LAYOUT: Front engine, rear-wheel drive
TRANSMISSION: Getrag dogleg 5-speed
ENGINE: 3498cc OHC inline 6-cylinder
BRAKES: Discs
WHEELS: BBS Centerlocks: 12×16 in. front, 14.5×16 in. rear
TIRES: Avon slicks
SUSPENSION: MacPherson strut front and rear
WEIGHT: less than 2400 lbs.
HORSEPOWER: 376
TORQUE: 192 ft.-lbs. @ 3000 rpm
NUMBER PRODUCED: 19
OWNER: Scott Hughes
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