"Fomfor"
In the Mosport 6 Hours on 14 August 1983 with Montoya, entered by Fomfor Racing (No. 18): 22nd overall, 8th in IMSA GTO, not running at the finish (the source prints only the name "Fomfor", in quotation marks).
Who Designed the BMW M1?
Giorgetto Giugiaro drew the body, but the M1 was a team's car: Jochen Neerpasch's idea, Martin Braungart's project, Gian Paolo Dallara's chassis work at Lamborghini, Paul Rosche's engine and Paul Bracq's 1972 Turbo before it, built by Marchesi, T.I.R., Ital Design and Baur, then raced by Lauda, Piquet and Stuck and painted by Warhol.
CAR put the answer in one line in March 1979, when the first road cars were reaching their buyers: "the mid-engined supercar conceived by BMW, designed by Giugiaro and developed by Lamborghini". Each part of that had names behind it. The shape was Giorgetto Giugiaro's, done at his Ital Design; the idea and the racing plan were Jochen Neerpasch's, at BMW Motorsport; Martin Braungart ran the project inside BMW; Gian Paolo Dallara worked on the chassis for Lamborghini; and Paul Rosche's team at BMW Motorsport made the engine. BMW traces the outline further back, to Paul Bracq's Turbo of 1972. Four firms in Italy and Germany built it, and then drivers raced it and an artist painted one. The cards below name the people behind the car and the drivers who raced M1s, many of them in a single race; the history tells how the team worked together.source 1source 2source 3
Jochen Neerpasch, the idea
The M1 began with BMW's racing manager. CAR described the M1 in 1979 as Neerpasch's: a coupé to keep him racing into the 1980s, with the prestige of 400 road cars for BMW besides. He was the general manager of BMW Motorsport GmbH, a company auto motor und sport found paying its own way in 1976, and A.H. wrote in 1984 that some members of BMW's board disliked his growing autocracy. Heseltine records that the board nonetheless "acquiesced to the persuasive Neerpasch".
When the road cars were late, he found the racing cars somewhere to race. The Procar series was his idea, and Max Mosley, then the Formula 1 constructors' legal adviser, credited him with its name too; Bernie Ecclestone made the race part of the Grand Prix weekend, and Ron Dennis's Project Four built many of the cars. In July 2008 Neerpasch was back in an M1, driving Andy Warhol's Art Car at Hockenheim with Frank Stella beside him.source 1source 4source 5source 6source 7source 8
Martin Braungart, project engineer
CAR called Braungart "the M1 project engineer within BMW Motorsport", and in Heseltine's account of 1976 he is Neerpasch's chief designer, his name printed as "Braungaut", with whom the scheme was drawn up. His verdict on what the Italians had done is quoted in the history. Motor Sport's report of BMW's plans, in January 1979, named him with Rosche and March's Robin Herd as the team behind the Group 5 M1.source 1source 5source 9
Giorgetto Giugiaro, the body
CAR gave the body to Ital Design, and Roger Bell later described what it produced: "Giugiaro's Ital Design did the long-deck styling, incorporating aids to downforce, stability, cooling and feeding." BMW's own account of 2008 has him sharpening the 1972 Turbo's rounded lines into the M1's edges and corners, though it calls him Giorgio, a slip in BMW's text. Motor Sport's profile of 2023 set the M1 among his best-known designs, beside the Lotus Esprit, the De Tomaso Mangusta and the first Maserati Ghibli. Giugiaro himself, in a video interview Motor Sport reported in 2023, described his start in other terms:
I am a failed painter, I was one step away from going to art academy, I didn't want to go into the automotive industry
Gian Paolo Dallara, the chassis
Dallara came to the M1 through Lamborghini, which was to develop and build the car. Born in 1936, he had worked at Ferrari under Carlo Chiti and at Maserati before Lamborghini, where the Miura was shown as a bare chassis at Turin in 1965, and Motor Sport credited him with the design of the Countach. After Lamborghini he worked as a consultant for De Tomaso, on its Formula 1 car of 1970. By the time of the M1 he had his own firm, at Varano de' Melegari, and consulted for Lamborghini; among its early work were Group 4 and Group 5 versions of the Fiat X1/9 and the Lancia Monte Carlo, and the Group 4 Stratos.
How much of the M1's frame was his is a question of wording. CAR, in 1979, called him "an active participant in the M1's chassis development"; Heseltine, in 2008, wrote of "Dallara-refined double wishbones"; and Motor Sport's buying guide of 2021, which follows English Wikipedia, says he "designed the steel spaceframe chassis". Motor Sport spells his first name Giampaolo.source 1source 12source 13source 5source 14
Paul Rosche, the engine
BMW's obituary put his part plainly:
Before joining BMW Motorsport GmbH in 1975 as head of the design of the BMW M1 production and racing engines, Rosche was involved in the research and development department under the charge of Alexander von Falkenhausen.
A.H. called him the "development engineer" who carried out the uprating of the big six. Motor Sport's report of January 1979 had his department already at work on a 3.2-litre turbocharged six for the Group 5 M1. His BMW career ran from 1957 to 1999; from 1980 he was technical managing director of BMW Motorsport GmbH, and the engines of the M3 and of the V12 that won Le Mans came later. His colleagues called him "Nocken-Paule" for his camshaft calculations, BMW wrote. He died in Munich in November 2016, aged 82.source 15source 6source 9
Paul Bracq, the Turbo it grew from
Lamborghini's people and Ital Engineering
Lamborghini was to have developed the chassis, built the prototypes and assembled the cars, and the names CAR gives from its side are few. Besides Dallara, Lamborghini's test driver, Stanislao Sterzel, had done "more work on the Nardo circuit than on the road", in Braungart's words. When Lamborghini failed, some of its men left to form Ital Engineering in 1978; CAR names them, as it printed them, as "finance man Capllini and engineer Raimondi". No source read says who at Lamborghini signed the contract with BMW.source 1
The builders: Marchesi, T.I.R., Ital Design and Baur
Four firms made the production cars. "Engineers called the Marchesi brothers agreed to weld up the tubular space frame chassis," CAR wrote, and Bell placed them in Modena. The glass-fibre body, which Walton counted as 20 pieces, came from T.I.R., near Modena. Ital Design joined body to frame and did the trim, and Walton names Ital Engineering for "trim and seats". Baur, the Stuttgart coachbuilders "best known for the sleek Bitter CD coupe they built around Opel Diplomat parts", in CAR's description, took the order for assembly that Lamborghini could not fulfil. The sources name no one at T.I.R. or Baur.source 1source 10source 2source 3
BMW's board and BMW Motorsport after Neerpasch
The proposal for the 400 cars went, in Heseltine's words, to "the men in suits – known as the Vorstand". When auto motor und sport profiled that board in April 1976, it was led by Eberhard von Kuenheim as chairman, with Erich Haiber for finance, Hans Koch for technology, Hans-Erdmann Schönbeck for sales, Karlheinz Radermacher for research and development and Helmut Schäfer for purchasing, and Herbert Quandt chaired the supervisory board. No source read says which of them backed the M1 and which opposed it.
In 1980, BMW wrote, Dieter Stappert and Rosche laid the foundation of BMW's Formula 1 programme, and in March 1984 Motor Sport described the Motorsport division as headed by Stappert, with Rosche in charge of its technical work. A.H. remembered Stappert at Donington in 1979, letting Motor Sport drive a Procar while he worked on a plan with McLaren.source 4source 5source 17source 15source 6
The drivers
BMW had Hans-Joachim Stuck under contract to race and to develop its cars, and he drove the prototypes in testing; he told CAR how hard:
Our test circuit even included some rally stages, and we really thrashed the cars around it.
He won four Procar rounds in the two seasons, and with Nelson Piquet he won the Nürburgring 1000 km of 1981, the M1's one World Championship win. Niki Lauda was the first Procar champion, in 1979, and Piquet the second, in 1980, with Alan Jones runner-up; BMW wrote in 2008 that Jones was also among the first private buyers of a road M1. Marc Surer, BMW's development driver, gave the Procars the set-up they started from. Hervé Poulain, the French racing driver who began BMW's Art Cars, drove Warhol's M1 at Le Mans in 1979 with Manfred Winkelhock and Marcel Mignot.source 1source 18source 7source 19source 20source 3
Andy Warhol
People
Aase
In the Road America 500 Miles on 2 September 1979 with Busby, entered by Jim Busby Racing (No. 3): 4th overall, 4th in GTX (the source prints the surname only).
Alliot
In the Le Mans 24 Hours in June 1980 with Guérin, entered by Garage du Bac (No. 96): retired (accident) after 125 laps (the source prints the surname only).
Alliot
In the Le Mans 24 Hours on 13–14 June 1981 with Darniche and Cecotto, entered by BMW Italie-France (No. 51): 16th overall, 5th in Group 5 (the source prints the surname only).
Mario Andretti
American racing driver. In works Procars he retired from the first round at Zolder in 1979, was 12th at Donington Park that June, and retired at Zandvoort in 1980.
Elio de Angelis
Italian racing driver. He won the first round of the BMW M1 Procar Championship, at Zolder on 12 May 1979, in Osella's M1 (serial 4301040), and was 10th at Donington Park in it that June.
Bartling
In the Sebring 12 Hours on 21 March 1981 with Deacon and Freberg, entered by David Deacon Racing (No. 40): 64th overall, 22nd in GTO, not running at the finish (the source prints the surname only).
Beckers
In the Daytona 24 Hours in February 1980 with Miller and Cowart, entered by Deren Automotive (No. 25): 47th overall, 15th in GTX, not running at the finish (accident) (the source prints the surname only).
Bell
In the Nürburgring 1000 km on 24 May 1981 with Henzler, entered by EMKA Productions (No. 24): 33rd overall, 10th in Group 5 +2.0 (the source prints the surname only).
Bell
In the Silverstone 6 Hours on 10 May 1981 with O'Rourke and Hobbs, entered by EMKA Productions (No. 40): 2nd overall, 1st in GTX (the source prints the surname only).
Bell
In the Sebring 12 Hours on 22 March 1980 with Cowart and Miller, entered by Red Lobster Racing (No. 25): 30th overall, 10th in GTX (the source prints the surname only).
Bell
In the Brands Hatch 1000 km on 27 September 1981 with Craft, entered by EMKA Productions (No. 22): 3rd overall, 1st in Group 5 +2.0 (the source prints the surname only).
Bieri
In the Mosport 6 Hours on 14 August 1983 with Gysler, entered by Bieri Racing (No. 40): 26th overall, 10th in IMSA GTO, not running at the finish (the source prints the surname only).
Birrane
In the Le Mans 24 Hours on 15–16 June 1985 with Dören and Libert, entered by Helmut Gall (No. 151): 15th overall, 1st in Group B (the source prints the surname only).
designer of the 1972 BMW Turbo
Paul Bracq
Designer at BMW who styled the 1972 Turbo, the gull-winged mid-engined show car from which the M1's shape grew.
project engineer
Martin Braungart
German engineer, the M1's project engineer within BMW Motorsport GmbH, who with Jochen Neerpasch drew up the scheme for the car in 1976 and worked on its Group 5 version with Paul Rosche and Robin Herd of March.
Brun
In the Le Mans 24 Hours on 9–10 June 1979 with Cudini, entered by Walter Brun Racing Organisation (No. 54): the car was entered but did not arrive (the source prints the surname only).
Busby
In the Road America 500 Miles on 2 September 1979 with Aase, entered by Jim Busby Racing (No. 3): 4th overall, 4th in GTX (the source prints the surname only).
Busby
In the Watkins Glen 6 Hours on 7 July 1979 with Winkelhock, entered by BMW of North America and Munich (No. 3): 29th, not running at the finish (off course) (the source prints the surname only).
driver
Bernard Béguin
French rally driver. With Jean-Jacques Lenne he drove BMW France's M1 in 1983 and 1984, as a Group B car: they retired from the 1983 Tour de Corse after a water pipe split, won the Rallye International de Lorraine and the Rallye International de La Baule in May and June 1984, and were 2nd in the Rallye d'Antibes that October.
Bürger
In the Le Mans 24 Hours in June 1980 with Stuck and Lacaud, entered by Dominique Lacaud (No. 84): 15th overall, 5th in IMSA (the source prints the surname only).
Hans-Georg Bürger
German racing driver. He was 3rd in a works Procar at Hockenheim in 1979 and 3rd at the Avus in 1980, and retired from the Kyalami 1000 km of November 1979 with Markus Höttinger. He died in 1980, in an accident in a Formula 2 race at Zandvoort.
Calderari
In the Le Mans 24 Hours on 31 May – 1 June 1986 with Vanoli and Pallavicini, entered by Angelo Pallavicini: the car was entered but did not arrive (the source prints the surname only).
Calderari
In the Le Mans 24 Hours on 15–16 June 1985 with Vanoli and Pallavicini, entered by Angelo Pallavicini (No. 157): retired (engine) after 116 laps (the source prints the surname only).
Cecotto
In the Le Mans 24 Hours on 13–14 June 1981 with Darniche and Alliot, entered by BMW Italie-France (No. 51): 16th overall, 5th in Group 5 (the source prints the surname only).
Johnny Cecotto
Venezuelan racing driver. Driving for GS he was 8th in the last Procar round of 1980, at Imola.
Cowart
In the Daytona 24 Hours in February 1980 with Miller and Beckers, entered by Deren Automotive (No. 25): 47th overall, 15th in GTX, not running at the finish (accident) (the source prints the surname only).
Cowart
In the Daytona Finale 250 Miles on 30 November 1980 with Miller, entered by Red Lobster Racing (No. 25): 6th overall, 6th in GTX (the source prints the surname only).
Cowart
In the Mosport 6 Hours on 17 August 1980 with Miller, entered by Red Lobster Racing (No. 25): the car was entered but did not arrive (the source prints the surname only).
Cowart
In the Mosport 6 Hours on 16 August 1981 with Miller, entered by Red Lobster Racing (No. 25): 5th overall, 1st in IMSA GTO (the source prints the surname only).
Cowart
In the Riverside 5 Hours on 27 April 1980, entered by Red Lobster Racing (No. 25): 55th overall, 18th in GTX, not running at the finish (engine) (the source prints the surname only).
Cowart
In the Road America 500 Miles on 31 August 1980 with Miller, entered by Red Lobster Racing (No. 25): 6th overall, 6th in GTX (the source prints the surname only).
Cowart
In the Sebring 12 Hours on 22 March 1980 with Miller and Bell, entered by Red Lobster Racing (No. 25): 30th overall, 10th in GTX (the source prints the surname only).
Cowart
In the Sebring 12 Hours on 21 March 1981 with Miller, entered by Red Lobster Racing (No. 25): 27th overall, 11th in GTO (the source prints the surname only).
driver
Dave Cowart
American racing driver. With Kenper Miller he raced Red Lobster Racing's M1 (serial 4301040) in IMSA in 1980 and 1981; BMW later wrote that the pair finished the 1981 IMSA GTO championship first and second. In the first heat at Road Atlanta on 21 September 1980, which he drove alone, he was 9th.
Craft
In the Brands Hatch 1000 km on 27 September 1981 with Bell, entered by EMKA Productions (No. 22): 3rd overall, 1st in Group 5 +2.0 (the source prints the surname only).
Cruz
In the Mosport 6 Hours on 16 August 1981 with Garcia and Naon, entered by Montura Racing (No. 54): 8th overall, 2nd in IMSA GTO (the source prints the surname only).
Cudini
In the Le Mans 24 Hours on 9–10 June 1979 with Brun, entered by Walter Brun Racing Organisation (No. 54): the car was entered but did not arrive (the source prints the surname only).
Dagoreau
In the Le Mans 24 Hours on 16–17 June 1984 with de Thoisy and Yvon, entered by Helmut Gall (No. 109): 14th overall, 1st in Group B (the source prints the surname only).
chassis development
Gian Paolo Dallara
Italian engineer, earlier responsible for the Lamborghini Miura's chassis and the Countach, who worked on the M1's chassis as a consultant to Lamborghini. He founded his own firm at Varano de' Melegari in 1972.
Danner
In the Le Mans 24 Hours on 13–14 June 1981 with von Bayern and Oberndorfer, entered by Helmut Marko (No. 71): retired (crankshaft damper) after 49 laps (the source prints the surname only).
Danner
In the Nürburgring 1000 km on 25 May 1980 with Oberndorfer, entered by Cassani Racing - H.I.S. Jeans (No. 202): the car was entered but did not arrive (the source prints the surname only).
Darniche
In the Le Mans 24 Hours on 13–14 June 1981 with Cecotto and Alliot, entered by BMW Italie-France (No. 51): 16th overall, 5th in Group 5 (the source prints the surname only).
driver
Bernard Darniche
French rally driver. With Alain Mahé he drove BMW France's M1 from the Rallye du Var of 1981 into 1982, its Group 4 seasons; they retired from the 1982 Tour de Corse, the car's World Championship debut, and from the 24 Hours of Ypres that June.
Deacon
In the Mosport 6 Hours on 16 August 1981 with Freberg, entered by David Deacon Racing (No. 40): 20th overall, 7th in IMSA GTO (the source prints the surname only).
Deacon
In the Le Mans 24 Hours on 13–14 June 1981 with Surer and Quester, entered by Würth-Lubrifilm Team Sauber (No. 52): retired (engine) after 207 laps (the source prints the surname only).
Deacon
In the Sebring 12 Hours on 21 March 1981 with Freberg and Bartling, entered by David Deacon Racing (No. 40): 64th overall, 22nd in GTO, not running at the finish (the source prints the surname only).
David Deacon
Racing driver. In Deacon Racing's M1 (serial 4301225) he was classified 29th, 9th in IMSA GTO, in the Mosport 6 Hours of 15 August 1982, not running at the finish.
Down
In the Le Mans 24 Hours on 19–20 June 1982 with O'Rourke and Mason, entered by EMKA Productions (No. 62): retired (engine) after 266 laps (the source prints the surname only).
Hermann-Peter Duge
German racing driver. He set the fastest lap of the Group 3 and 4 GT class in the WERA-Meißberg Team's M1 in the Nürburgring 1000 km of 24 May 1981, and retired after 5 laps.
Dören
In the Le Mans 24 Hours on 16–17 June 1984 with Mertes, Jürgensen and Richter, entered by Edgar Dören (No. 102): the car was entered but did not arrive (the source prints the surname only).
Dören
In the Le Mans 24 Hours on 15–16 June 1985 with Birrane and Libert, entered by Helmut Gall (No. 151): 15th overall, 1st in Group B (the source prints the surname only).
Ennequin
In the Le Mans 24 Hours on 19–20 June 1982 with Gasparetti and Gabriel, entered by Total (No. 61): 18th overall, 3rd in Group 5 (the source prints the surname only).
Teo Fabi
Italian racing driver. BMW Italia entered him in an M1 for the Silverstone 6 Hours of 10 May 1981, but the car did not arrive.
Ferrier
In the Silverstone 6 Hours on 10 May 1981 with Servanin and Rousselot, entered by BMW Zol'Auto (No. 34): the car was entered but did not arrive (the source prints the surname only).
Ferrier
In the Le Mans 24 Hours on 13–14 June 1981 with Rousselot and Servanin, entered by BMW Zol'Auto (No. 72): retired (valve, clutch, gearbox) after 212 laps (the source prints the surname only).
Ferrier
In the Brands Hatch 1000 km on 27 September 1981 with Servanin, entered by BMW Zol'Auto (No. 40): the car was entered but did not arrive (the source prints the surname only).
Ferrier
In the Le Mans 24 Hours in June 1980 with Servanin and Rousselot, entered by BMW Zol'Auto (No. 95): retired (engine) after 237 laps (the source prints the surname only).
Emerson Fittipaldi
Brazilian racing driver. In his only Procar race, at Monaco in May 1979, he was 3rd in a works car.
Freberg
In the Sebring 12 Hours on 21 March 1981 with Deacon and Bartling, entered by David Deacon Racing (No. 40): 64th overall, 22nd in GTO, not running at the finish (the source prints the surname only).
Freberg
In the Mosport 6 Hours on 16 August 1981 with Deacon, entered by David Deacon Racing (No. 40): 20th overall, 7th in IMSA GTO (the source prints the surname only).
Gabriel
In the Le Mans 24 Hours on 19–20 June 1982 with Gasparetti and Ennequin, entered by Total (No. 61): 18th overall, 3rd in Group 5 (the source prints the surname only).
Garcia
In the Mosport 6 Hours on 16 August 1981 with Naon and Cruz, entered by Montura Racing (No. 54): 8th overall, 2nd in IMSA GTO (the source prints the surname only).
Garcia
In the Le Mans 24 Hours on 19–20 June 1982 with Stiff and Naon, entered by Tony Garcia (No. 85): retired (accident) after 104 laps (the source prints the surname only).
Gasparetti
In the Le Mans 24 Hours on 19–20 June 1982 with Ennequin and Gabriel, entered by Total (No. 61): 18th overall, 3rd in Group 5 (the source prints the surname only).
Gebhardt
In the Sebring 12 Hours on 21 March 1981 with Surer, entered by BMW Challenge Team (No. 14): 49th overall, 18th in GTO, not running at the finish (engine) (the source prints the surname only).
Bruno Giacomelli
Italian racing driver. He was 2nd to Nelson Piquet in the non-championship Procar race at Donington Park on 3 June 1979, in an Osella entry.
designer
Giorgetto Giugiaro
Italian car designer whose Ital Design styled the M1's body, the sharp-edged shape BMW says grew from its own 1972 Turbo show car. His other work includes the Lotus Esprit, the De Tomaso Mangusta and the original Maserati Ghibli.
Harald Grohs
German racing driver. He took the Group B pole position and fastest lap at Le Mans in 1985 in Vogelsang's M1, which retired after 32 laps with gearbox trouble.
Dan Gurney
American racing driver. He shared E2A with Walt Hansgen at Le Mans in 1960, where it retired after 89 laps with engine failure that began with a fuel-injection fault. Entered in a works BMW M1 for the non-championship Procar race at Donington Park on 3 June 1979, he did not start; the results page gives the reason as "No driver license".
Guérin
In the Le Mans 24 Hours in June 1980 with Alliot, entered by Garage du Bac (No. 96): retired (accident) after 125 laps (the source prints the surname only).
Gysler
In the Mosport 6 Hours on 14 August 1983 with Bieri, entered by Bieri Racing (No. 40): 26th overall, 10th in IMSA GTO, not running at the finish (the source prints the surname only).
Heger
In the Le Mans 24 Hours on 15–16 June 1985 with Harald Grohs and König, entered by Vogelsang (No. 152): retired (gearbox) after 32 laps (the source prints the surname only).
Henzler
In the Nürburgring 1000 km on 24 May 1981 with Bell, entered by EMKA Productions (No. 24): 33rd overall, 10th in Group 5 +2.0 (the source prints the surname only).
Henzler
In the Le Mans 24 Hours on 13–14 June 1981 with Jarier and Stuck, entered by BASF Cassetten Team GS Sport (No. 50): retired (accident damage) after 57 laps (the source prints the surname only).
Heyer
In the Brands Hatch 1000 km on 27 September 1981 with Stuck, entered by BASF Cassetten Team GS Sport (No. 24): retired (accident) after 160 laps (the source prints the surname only).
Heyer
In the Silverstone 6 Hours on 10 May 1981 with Stuck, entered by BASF Team GS Sport (No. 35): retired (gear selector) after 116 laps (the source prints the surname only).
Hans Heyer
German racing driver. Driving for GS in 1980 he was 2nd in the Procar round at Donington Park and 3rd at Imola.
Toine Hezemans
Dutch racing driver. He was 2nd in the first Procar round at Zolder in 1979 and 5th at Donington Park that June.
Hobbs
In the Mosport 6 Hours on 16 August 1981 with Stuck, entered by BMW Motorsport (No. 2): 14th overall, 9th in IMSA GTX (gearbox) (the source prints the surname only).
Hobbs
In the Le Mans 24 Hours on 13–14 June 1981 with Jordan and O'Rourke, entered by EMKA Productions (No. 53): retired (engine) after 236 laps (the source prints the surname only).
Hobbs
In the Silverstone 6 Hours on 10 May 1981 with Bell and O'Rourke, entered by EMKA Productions (No. 40): 2nd overall, 1st in GTX (the source prints the surname only).
David Hobbs
British racing driver. As a Jaguar apprentice he spun the prototype E2A in a test at Silverstone, by his own account; in the Daytona 3 Hours of February 1962 he drove Peter Berry Racing's E-Type, retiring with fuel-system trouble. He drove for the works Spitfire team at Le Mans in 1964 and 1965. In the non-championship BMW M1 Procar race at Donington Park on 3 June 1979 he was 9th, in BMW Switzerland's M1 (serial 4301063).
Denny Hulme
New Zealand racing driver. Entered in a works M1 for the non-championship Procar race at Donington Park on 3 June 1979, he did not start; the results page gives the reason as "No driver license".
James Hunt
British racing driver. In a works M1 he retired from the non-championship Procar race at Donington Park on 3 June 1979 with front-suspension trouble.
Markus Höttinger
Austrian racing driver, run by Helmut Marko's GS Team Marko in the Procar series. In 1979 he was 3rd at Silverstone and Monza and 2nd at the Österreichring; he retired from the Kyalami 1000 km that November with Hans-Georg Bürger.
Jarier
In the Le Mans 24 Hours on 13–14 June 1981 with Stuck and Henzler, entered by BASF Cassetten Team GS Sport (No. 50): retired (accident damage) after 57 laps (the source prints the surname only).
Lars-Viggo Jensen
Danish racing driver. He set the Group B fastest lap at Le Mans in 1984 in Jens Winther's M1, which retired after 96 laps with left front suspension trouble.
Alan Jones
Australian racing driver. In works Procars he was 2nd at Dijon in 1979 and, in 1980, 3rd at Donington Park and 2nd at Brands Hatch and Imola, finishing the 1980 championship 2nd with 77 points; he retired from the non-championship Donington race of 1979.
Jordan
In the Le Mans 24 Hours on 13–14 June 1981 with Hobbs and O'Rourke, entered by EMKA Productions (No. 53): retired (engine) after 236 laps (the source prints the surname only).
Jürgensen
In the Le Mans 24 Hours on 16–17 June 1984 with Dören, Mertes and Richter, entered by Edgar Dören (No. 102): the car was entered but did not arrive (the source prints the surname only).
Kannacher
In the Nürburgring 1000 km on 25 May 1980 with Lässig, entered by Kannacher GT Racing (No. 203): the car was entered but did not arrive (the source prints the surname only).
Keizan
In the Kyalami 1000 km on 3 November 1979 with Kelleners, entered by Eggenberger Racing/Castrol (No. 9): 1st overall, 1st in Category I Class B (the source prints the surname only).
Kelleners
In the Kyalami 1000 km on 3 November 1979 with Keizan, entered by Eggenberger Racing/Castrol (No. 9): 1st overall, 1st in Category I Class B (the source prints the surname only).
Helmut Kelleners
German racing driver. For Eggenberger he was 6th in the Procar race at Donington Park in 1979 and 2nd at Monaco in 1980.
Franz Konrad
Austrian racing driver. He was 13th in the non-championship Procar race at Donington Park on 3 June 1979, in Konrad Motorsport's M1.
Krankenberg
In the Le Mans 24 Hours on 31 May – 1 June 1986 with Witmeur and Libert, entered by MK Motorsport (No. 111): not classified (last lap too slow) (the source prints the surname only).
König
In the Le Mans 24 Hours on 15–16 June 1985 with Heger and Harald Grohs, entered by Vogelsang (No. 152): retired (gearbox) after 32 laps (the source prints the surname only).
König
In the Nürburgring 1000 km on 24 May 1981 with Oberndorfer, entered by Kurt König (No. 38): 14th overall, 1st in GT +2.0 (the source prints the surname only).
Lacaud
In the Le Mans 24 Hours in June 1980 with Stuck and Bürger, entered by Dominique Lacaud (No. 84): 15th overall, 5th in IMSA (the source prints the surname only).
Jacques Laffite
French racing driver. In works Procars he retired from the first round at Zolder in 1979, won at the Österreichring and was 2nd at Zandvoort that year, and was 3rd at Zandvoort in 1980.
Jan Lammers
Dutch racing driver. Driving for BMW Nederland in 1980 he won the opening Procar round at Donington Park and was 2nd at the Avus and the Norisring; he retired at Monaco.
driver
Niki Lauda
Austrian racing driver. He won the first BMW M1 Procar Championship, in 1979, with 78 points to Hans-Joachim Stuck's 73: he won at Monaco, Silverstone and Hockenheim and was 2nd at Monza in the Project Four car run by Ron Dennis, after retiring from the opening round at Zolder.
co-driver
Jean-Jacques Lenne
French rally co-driver. He partnered Bernard Béguin in BMW France's M1 in 1983 and 1984, including their wins in the Rallye International de Lorraine and the Rallye International de La Baule in 1984.
Libert
In the Le Mans 24 Hours on 15–16 June 1985 with Dören and Birrane, entered by Helmut Gall (No. 151): 15th overall, 1st in Group B (the source prints the surname only).
Libert
In the Le Mans 24 Hours on 31 May – 1 June 1986 with Witmeur and Krankenberg, entered by MK Motorsport (No. 111): not classified (last lap too slow) (the source prints the surname only).
Lässig
In the Nürburgring 1000 km on 25 May 1980 with Kannacher, entered by Kannacher GT Racing (No. 203): the car was entered but did not arrive (the source prints the surname only).
Lässig
In the Nürburgring 1000 km on 24 May 1981 with Hermann-Peter Duge, entered by WERA-Meißberg Team (No. 37): retired after 5 laps (the source prints the surname only).
co-driver
Alain Mahé
French rally co-driver. He partnered Bernard Darniche in BMW France's M1 in 1981 and 1982, including the 1982 Tour de Corse and the 24 Hours of Ypres that June.
Mason
In the Le Mans 24 Hours on 19–20 June 1982 with O'Rourke and Down, entered by EMKA Productions (No. 62): retired (engine) after 266 laps (the source prints the surname only).
Jochen Mass
German racing driver. Sharing Ron Dennis's M1 with Watson, he took pole position for the Kyalami 1000 km of 3 November 1979 and finished 4th, 3rd in the class for BMW M1 Procars.
Mercer
In the Le Mans 24 Hours on 16–17 June 1984 with Winther and Lars-Viggo Jensen, entered by Jens Winther (No. 101): retired (left front suspension) after 96 laps (the source prints the surname only).
Mertes
In the Le Mans 24 Hours on 16–17 June 1984 with Dören, Jürgensen and Richter, entered by Edgar Dören (No. 102): the car was entered but did not arrive (the source prints the surname only).
Mignot
In the Le Mans 24 Hours in June 1980 with Pironi and Quester, entered by BMW France (No. 83): 14th overall, 4th in IMSA (the source prints the surname only).
Marcel Mignot
French racing driver. With Hervé Poulain and Manfred Winkelhock he drove Andy Warhol's M1 Art Car to 6th overall and 2nd in its IMSA class in the Le Mans 24 Hours of June 1979.
Miller
In the Mosport 6 Hours on 16 August 1981 with Cowart, entered by Red Lobster Racing (No. 25): 5th overall, 1st in IMSA GTO (the source prints the surname only).
Miller
In the Daytona 24 Hours in February 1980 with Cowart and Beckers, entered by Deren Automotive (No. 25): 47th overall, 15th in GTX, not running at the finish (accident) (the source prints the surname only).
Miller
In the Daytona Finale 250 Miles on 30 November 1980 with Cowart, entered by Red Lobster Racing (No. 25): 6th overall, 6th in GTX (the source prints the surname only).
Miller
In the Mosport 6 Hours on 17 August 1980 with Cowart, entered by Red Lobster Racing (No. 25): the car was entered but did not arrive (the source prints the surname only).
Miller
In the Road America 500 Miles on 31 August 1980 with Cowart, entered by Red Lobster Racing (No. 25): 6th overall, 6th in GTX (the source prints the surname only).
Miller
In the Sebring 12 Hours on 22 March 1980 with Cowart and Bell, entered by Red Lobster Racing (No. 25): 30th overall, 10th in GTX (the source prints the surname only).
Miller
In the Sebring 12 Hours on 21 March 1981 with Cowart, entered by Red Lobster Racing (No. 25): 27th overall, 11th in GTO (the source prints the surname only).
driver
Kenper Miller
American racing driver. With Dave Cowart he raced Red Lobster Racing's M1 (serial 4301040) in IMSA in 1980 and 1981; BMW later wrote that the pair finished the 1981 IMSA GTO championship first and second. In the second heat at Road Atlanta on 21 September 1980, which he drove alone, he was 11th and 7th in GTX.
Montoya
In the Mosport 6 Hours on 14 August 1983 with "Fomfor", entered by Fomfor Racing (No. 18): 22nd overall, 8th in IMSA GTO, not running at the finish (the source prints the surname only).
Diego Montoya
Racing driver. He entered an M1 for the Mosport 6 Hours of 15 August 1982, but the car did not arrive.
Naon
In the Le Mans 24 Hours on 19–20 June 1982 with Garcia and Stiff, entered by Tony Garcia (No. 85): retired (accident) after 104 laps (the source prints the surname only).
Naon
In the Mosport 6 Hours on 16 August 1981 with Garcia and Cruz, entered by Montura Racing (No. 54): 8th overall, 2nd in IMSA GTO (the source prints the surname only).
Tiff Needell
British racing driver. In a works Procar he was 9th at Silverstone on 13 July 1979.
conceived the M1, created the Procar series
Jochen Neerpasch
German racing driver and manager, head of BMW Motorsport GmbH, who conceived the M1 as a racing coupé that needed 400 road cars for homologation and, when those were late, created the Procar series so that the racing cars had somewhere to race. He had left BMW by the time the series ended. In July 2008 he drove Andy Warhol's M1 at Hockenheim for the M1's 30th anniversary, with Frank Stella beside him.
O'Rourke
In the Le Mans 24 Hours on 13–14 June 1981 with Hobbs and Jordan, entered by EMKA Productions (No. 53): retired (engine) after 236 laps (the source prints the surname only).
O'Rourke
In the Le Mans 24 Hours on 19–20 June 1982 with Down and Mason, entered by EMKA Productions (No. 62): retired (engine) after 266 laps (the source prints the surname only).
O'Rourke
In the Silverstone 6 Hours on 10 May 1981 with Bell and Hobbs, entered by EMKA Productions (No. 40): 2nd overall, 1st in GTX (the source prints the surname only).
Oberndorfer
In the Le Mans 24 Hours on 13–14 June 1981 with Danner and von Bayern, entered by Helmut Marko (No. 71): retired (crankshaft damper) after 49 laps (the source prints the surname only).
Oberndorfer
In the Nürburgring 1000 km on 25 May 1980 with Danner, entered by Cassani Racing - H.I.S. Jeans (No. 202): the car was entered but did not arrive (the source prints the surname only).
Oberndorfer
In the Nürburgring 1000 km on 24 May 1981 with König, entered by Kurt König (No. 38): 14th overall, 1st in GT +2.0 (the source prints the surname only).
Pallavicini
In the Le Mans 24 Hours on 18–19 June 1983 with Leopold von Bayern and Winther, entered by Angelo Pallavicini (No. 90): retired (gearbox) after 180 laps (the source prints the surname only).
Pallavicini
In the Le Mans 24 Hours on 15–16 June 1985 with Calderari and Vanoli, entered by Angelo Pallavicini (No. 157): retired (engine) after 116 laps (the source prints the surname only).
Pallavicini
In the Le Mans 24 Hours on 31 May – 1 June 1986 with Calderari and Vanoli, entered by Angelo Pallavicini: the car was entered but did not arrive (the source prints the surname only).
Riccardo Patrese
Italian racing driver. In a works Procar he was 9th in the last round of 1980, at Imola.
Piquet
In the Nürburgring 1000 km on 25 May 1980 with Stuck, entered by BMW Motorsport (No. 201): 3rd overall, 1st in IMSA GTX/GTP +2000 (the source prints the surname only).
driver
Nelson Piquet
Brazilian racing driver. In a works M1 he won the non-championship Procar race at Donington Park and the Dijon round in 1979, and in 1980 he won the BMW M1 Procar Championship with 90 points, winning the last three rounds at the Österreichring, Zandvoort and Imola. With Hans-Joachim Stuck he won the Nürburgring 1000 km on 24 May 1981 in the Sauber-built Group 5 M1, the race stopped after 17 laps; Stuck called it the only M1 to win an FIA long-distance race.
Pironi
In the Le Mans 24 Hours in June 1980 with Mignot and Quester, entered by BMW France (No. 83): 14th overall, 4th in IMSA (the source prints the surname only).
Didier Pironi
French racing driver. In works Procars he was 3rd at Dijon and the Österreichring in 1979, and in 1980 3rd at Brands Hatch and the winner at Hockenheim, by less than a second from Manfred Schurti after a battle with Hans-Joachim Stuck; he was 9th at Monaco that year.
Hervé Poulain
French racing driver. He entered Andy Warhol's M1 Art Car in the Le Mans 24 Hours of June 1979 and shared it with Marcel Mignot and Manfred Winkelhock; it finished 6th overall and 2nd in its IMSA class.
Alain Prost
French racing driver. He drove a works Procar at Brands Hatch on 12 July 1980, his only Procar race, and finished 6th.
Quester
In the Nürburgring 1000 km on 24 May 1981 with Surer, entered by Sauber Racing Switzerland (No. 14): 13th overall, 8th in Group 5 +2.0 (exhaust pipe) (the source prints the surname only).
Quester
In the Le Mans 24 Hours on 13–14 June 1981 with Surer and Deacon, entered by Würth-Lubrifilm Team Sauber (No. 52): retired (engine) after 207 laps (the source prints the surname only).
Quester
In the Le Mans 24 Hours in June 1980 with Pironi and Mignot, entered by BMW France (No. 83): 14th overall, 4th in IMSA (the source prints the surname only).
Quester
In the Silverstone 6 Hours on 10 May 1981 with Surer, entered by Sauber Racing Switzerland (No. 19): the car was entered but did not arrive (the source prints the surname only).
Dieter Quester
Austrian racing driver. He was 7th in the non-championship Procar race at Donington Park on 3 June 1979.
Clay Regazzoni
Swiss racing driver. In a works Procar he was 3rd in the first round at Zolder and 2nd at Monaco in 1979, and 3rd in that year's championship with 61 points; his entry for the Donington race did not arrive.
Carlos Reutemann
Argentine racing driver. In works Procars he was 8th at Silverstone in 1979 and, in 1980, won at Brands Hatch and was 3rd at the Österreichring. Max Mosley and Bernie Ecclestone remembered him as the driver who always kept his car undamaged.
Richter
In the Le Mans 24 Hours on 16–17 June 1984 with Dören, Mertes and Jürgensen, entered by Edgar Dören (No. 102): the car was entered but did not arrive (the source prints the surname only).
engine designer
Paul Rosche
German engineer who led the design of the M1's M88 engine at BMW Motorsport, then the 1.5-litre turbocharged Formula 1 engine of Nelson Piquet's 1983 title and the 6.0-litre V12 that won Le Mans in 1995 and 1999. He was with BMW from 1957 to 1999.
Rousselot
In the Le Mans 24 Hours in June 1980 with Ferrier and Servanin, entered by BMW Zol'Auto (No. 95): retired (engine) after 237 laps (the source prints the surname only).
Rousselot
In the Le Mans 24 Hours on 13–14 June 1981 with Servanin and Ferrier, entered by BMW Zol'Auto (No. 72): retired (valve, clutch, gearbox) after 212 laps (the source prints the surname only).
Rousselot
In the Silverstone 6 Hours on 10 May 1981 with Servanin and Ferrier, entered by BMW Zol'Auto (No. 34): the car was entered but did not arrive (the source prints the surname only).
Manfred Schurti
Racing driver from Liechtenstein. In 1980 he won the Procar round at the Avus in Manfred Cassani's M1 (serial 4301062) and was 2nd at Hockenheim for Sauber Racing Switzerland, less than a second behind Didier Pironi.
Wolfgang Schütz
German racing driver. He retired with engine trouble from the non-championship Procar race at Donington Park on 3 June 1979.
Servanin
In the Brands Hatch 1000 km on 27 September 1981 with Ferrier, entered by BMW Zol'Auto (No. 40): the car was entered but did not arrive (the source prints the surname only).
Servanin
In the Le Mans 24 Hours in June 1980 with Ferrier and Rousselot, entered by BMW Zol'Auto (No. 95): retired (engine) after 237 laps (the source prints the surname only).
Servanin
In the Le Mans 24 Hours on 13–14 June 1981 with Rousselot and Ferrier, entered by BMW Zol'Auto (No. 72): retired (valve, clutch, gearbox) after 212 laps (the source prints the surname only).
Servanin
In the Silverstone 6 Hours on 10 May 1981 with Rousselot and Ferrier, entered by BMW Zol'Auto (No. 34): the car was entered but did not arrive (the source prints the surname only).
artist
Frank Stella
American artist who painted BMW's second Art Car, a 3.0 CSL, in 1976, and in 1979 an M1 Procar for the racer Peter Gregg, outside the series. In July 2008 he rode in Andy Warhol's M1 at Hockenheim with Jochen Neerpasch at the wheel.
Stiff
In the Le Mans 24 Hours on 19–20 June 1982 with Garcia and Naon, entered by Tony Garcia (No. 85): retired (accident) after 104 laps (the source prints the surname only).
Stuck
In the Brands Hatch 1000 km on 27 September 1981 with Heyer, entered by BASF Cassetten Team GS Sport (No. 24): retired (accident) after 160 laps (the source prints the surname only).
Stuck
In the Kyalami 1000 km on 3 November 1979 with Manfred Winkelhock, entered by Cassani Racing (No. 8): 2nd overall, 2nd in Category I Class B (the source prints the surname only).
Stuck
In the Le Mans 24 Hours in June 1980 with Bürger and Lacaud, entered by Dominique Lacaud (No. 84): 15th overall, 5th in IMSA (the source prints the surname only).
Stuck
In the Le Mans 24 Hours on 13–14 June 1981 with Jarier and Henzler, entered by BASF Cassetten Team GS Sport (No. 50): retired (accident damage) after 57 laps (the source prints the surname only).
Stuck
In the Mosport 6 Hours on 16 August 1981 with Hobbs, entered by BMW Motorsport (No. 2): 14th overall, 9th in IMSA GTX (gearbox) (the source prints the surname only).
Stuck
In the Nürburgring 1000 km on 25 May 1980 with Piquet, entered by BMW Motorsport (No. 201): 3rd overall, 1st in IMSA GTX/GTP +2000 (the source prints the surname only).
Stuck
In the Silverstone 6 Hours on 10 May 1981 with Heyer, entered by BASF Team GS Sport (No. 35): retired (gear selector) after 116 laps (the source prints the surname only).
race and development driver
Hans-Joachim Stuck
German racing driver, contracted to BMW as a race and development driver when the M1 was tested. In the Procar Championship he was 2nd to Niki Lauda in 1979 with 73 points, winning at Zandvoort and Monza in Manfred Cassani's car, and 3rd in 1980 with 71, winning at Monaco and the Norisring in Project Four's. With Nelson Piquet he won the Nürburgring 1000 km of 24 May 1981 in GS-Sport's BASF-sponsored, Sauber-built Group 5 M1.
Surer
In the Silverstone 6 Hours on 10 May 1981 with Quester, entered by Sauber Racing Switzerland (No. 19): the car was entered but did not arrive (the source prints the surname only).
Surer
In the Sebring 12 Hours on 21 March 1981 with Gebhardt, entered by BMW Challenge Team (No. 14): 49th overall, 18th in GTO, not running at the finish (engine) (the source prints the surname only).
Surer
In the Nürburgring 1000 km on 24 May 1981 with Quester, entered by Sauber Racing Switzerland (No. 14): 13th overall, 8th in Group 5 +2.0 (exhaust pipe) (the source prints the surname only).
Surer
In the Le Mans 24 Hours on 13–14 June 1981 with Deacon and Quester, entered by Würth-Lubrifilm Team Sauber (No. 52): retired (engine) after 207 laps (the source prints the surname only).
Surer
In the Kyalami 1000 km on 3 November 1979 with van Rooyen, entered by Team Gunston/BMW Dealer Team/Schnitzer Racing Team (No. 10): retired (gearbox) (the source prints the surname only).
development driver
Marc Surer
Swiss racing driver, BMW's development driver, who established the Procars' base set-up. In the 1980 Procar Championship he was 3rd at the Norisring for Sauber Racing Switzerland and 2nd at Zandvoort for BMW Schweiz.
Vanoli
In the Le Mans 24 Hours on 15–16 June 1985 with Calderari and Pallavicini, entered by Angelo Pallavicini (No. 157): retired (engine) after 116 laps (the source prints the surname only).
Vanoli
In the Le Mans 24 Hours on 31 May – 1 June 1986 with Calderari and Pallavicini, entered by Angelo Pallavicini: the car was entered but did not arrive (the source prints the surname only).
Tom Walkinshaw
British racing driver. He was 8th in the non-championship Procar race at Donington Park on 3 June 1979, in Toleman Group's M1.
artist
Andy Warhol
American artist who painted BMW's fourth Art Car, an M1, in 1979, the first artist in the series to paint the car himself. It raced once, finishing sixth at Le Mans that June, and is in BMW's collection.
Watson
In the Kyalami 1000 km on 3 November 1979 with Jochen Mass, entered by Ron Dennis (No. 7): 4th overall, 3rd in Category I Class B (the source prints the surname only).
John Watson
British racing driver. In a works M1 he was 11th in the non-championship Procar race at Donington Park on 3 June 1979.
Winkelhock
In the Watkins Glen 6 Hours on 7 July 1979 with Busby, entered by BMW of North America and Munich (No. 3): 29th, not running at the finish (off course) (the source prints the surname only).
Manfred Winkelhock
German racing driver. In the Procar series of 1979 he was 3rd at Donington Park and at Zandvoort; with Hervé Poulain and Marcel Mignot he drove Andy Warhol's M1 Art Car to 6th overall at Le Mans in June 1979, and he was 2nd in the Kyalami 1000 km that November in Manfred Cassani's M1.
Winther
In the Le Mans 24 Hours on 18–19 June 1983 with Leopold von Bayern and Pallavicini, entered by Angelo Pallavicini (No. 90): retired (gearbox) after 180 laps (the source prints the surname only).
Winther
In the Le Mans 24 Hours on 16–17 June 1984 with Mercer and Lars-Viggo Jensen, entered by Jens Winther (No. 101): retired (left front suspension) after 96 laps (the source prints the surname only).
Witmeur
In the Le Mans 24 Hours on 31 May – 1 June 1986 with Krankenberg and Libert, entered by MK Motorsport (No. 111): not classified (last lap too slow) (the source prints the surname only).
Yvon
In the Le Mans 24 Hours on 16–17 June 1984 with de Thoisy and Dagoreau, entered by Helmut Gall (No. 109): 14th overall, 1st in Group B (the source prints the surname only).
de Thoisy
In the Le Mans 24 Hours on 16–17 June 1984 with Yvon and Dagoreau, entered by Helmut Gall (No. 109): 14th overall, 1st in Group B (the source prints the surname only).
van Rooyen
In the Kyalami 1000 km on 3 November 1979 with Surer, entered by Team Gunston/BMW Dealer Team/Schnitzer Racing Team (No. 10): retired (gearbox) (the source prints the surname only).
von Bayern
In the Le Mans 24 Hours on 13–14 June 1981 with Danner and Oberndorfer, entered by Helmut Marko (No. 71): retired (crankshaft damper) after 49 laps (the source prints the surname only).
Leopold von Bayern
German racing driver. He took the Group B pole position at Le Mans in 1983 in Angelo Pallavicini's M1, which retired after 180 laps with gearbox trouble.
Sources
Sources are given as plain text; their addresses are on the sources page.
- Primarymade at the time, by the maker or by people who were there
- Referenceserious later work: clubs, specialists, magazines, books
- Databaseresults and listings, entry by entry
- Uncheckedencyclopaedias and enthusiast sites: cited beside a good source, named in the sentence, or marked Unchecked
- CAR, "Brain and brawn in BMW's best", Mar 1979, "conceived by BMW, designed by Giugiaro and developed by Lamborghini"; the team; Neerpasch's coupé and the prestige of the 400 cars; "the M1 project engineer within BMW Motorsport"; the body given to Ital Design; Dallara, "an active participant in the M1's chassis development"; Lamborghini's role; Sterzel; Ital Engineering and its founders as printed; the Marchesi brothers; TIR "near Modena"; Baur and the Bitter CD; Stuck on testing the prototypes. Primary
- Jeremy Walton ("J.W."), "Road Impressions: BMW M1", Motor Sport, Apr 1981, p. 83, the sub-contractors; "Ital engineering for trim and seats"; the 20-piece body. Primary
- BMW AG (BMW Group PressClub USA), "Icons for Connoisseurs – Thirty Years of the BMW M1" (press release), 27 Mar 2008, Bracq's Turbo and Giugiaro; Giugiaro and the 1972 Turbo; "Giorgio"; "created in 1972 by BMW designer Paul Bracq"; the space frame and body; the order to Baur; Alan Jones, "one of the first customers"; "the first artist to paint the body of the car directly". Primary
- Karl Mauer, "Der Erfolg heiligt die Mittel", auto motor und sport, Heft 9, 24 Apr 1976, pp. 44–45, BMW Motorsport GmbH in 1976; the same issue, p. 64, "Preußen-Garde: Der BMW-Vorstand". Primary
- Richard Heseltine, "BMW M1", Motor Sport, Mar 2008, p. 134, p. 134, "general manager"; the board "acquiesced"; p. 134, Neerpasch's chief designer, "Braungaut"; p. 134, "Dallara-refined double wishbones"; p. 134, "sometime artist Paul Bracq"; p. 134, the proposal to the Vorstand. Reference
- Alan Henry ("A.H."), "M1 Magic", Motor Sport, Dec 1984, p. 76, p. 76, Neerpasch's autocracy and the board; p. 76, "development engineer Paul Rosche"; Stappert at Donington; p. 76, Stappert at Donington, 1979. Primary
- Motor Sport, "Retrospective: BMW Procar" ("Race of champions"), Jan 2017, p. 98, p. 98, Mosley, Ecclestone and Dennis on Procar; p. 98, Surer and the cars' set-up. Reference
- Adam Cooper, "One for the pros", Motor Sport, Oct 2008, p. 54, p. 54, the Procar series; Hockenheim 2008. Reference
- Clive Richardson ("C.R."), "BMW's Racing Plans", Motor Sport, Jan 1979, p. 54, p. 54, the Group 5 M1 shared with Rosche and March; p. 54, BMW's racing engines and the turbocharged six. Primary
- Roger Bell, "Discovering BMW's lost leader", Motor Sport, Jul 1997, p. 88, p. 88, "the long-deck styling"; "Marchesi of Modena". Reference
- Motor Sport (motorsportmagazine.com), "Art on wheels: Giugiaro's journey from 'failed painter' to greatest car designer of his generation", 14 Sep 2023 (online), the video interview, "a failed painter"; his designs. Reference
- Motor Sport, "Lunch With… Giampaolo Dallara", April 2018, p. 106, p. 106, his career; born 1936; Varano de' Melegari, 1972. Reference
- C.R., "The Lamborghini Countach", Motor Sport, December 1977, p. 69, "Designed by Gian Paolo Dallara". Primary
- Motor Sport, "BMW M1: road car buying guide", Oct 2021, p. 145, p. 145, "designed the steel spaceframe chassis". Unchecked
- BMW Group (PressClub Global), "BMW Group mourns the loss of Paul Rosche" (press release), 16 Nov 2016, the release of 16 November 2016: his career, the nickname and his death; Rosche and Stappert, 1980. Primary
- BMW Group (BMW of North America, PressClub USA), "Heritage as inspiration: BMW M1 Homage" (press release), 28 Apr 2008, "the BMW Turbo by Paul Bracq". Primary
- M.L.C., "BMW's M-powered Coupe", Motor Sport, Mar 1984, p. 56, the Motorsport division under Stappert. Primary
- Motor Sport (database), "1979 BMW M1 Procar" and "1980 BMW M1 Procar" (championship races and standings), 1979 and 1980 standings. Database
- Hagerty Drivers Foundation (National Historic Vehicle Register), "1979 BMW M1 Art Car No. 4, Andy Warhol", Poulain and the Art Cars; the fourth Art Car. Reference
- racingsportscars.com, Race, results and car-data pages with BMW M1 entries, 1979–86 (group), Le Mans 1979, No. 76; Nürburgring 1000 km 1981. Database