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www.QV500.com - BMW (E26) M1 Part 6: M1 Group 5 'March' |
 MKI, 1980 Daytona 24 Hours |
Having been conceptualised as the basis for attacking the Group 5 'Silhouette' category of the World Manufacturers Championship, many were surprised when BMW commissioned March Engineering in England to carry out the M1's G5 transformation. After successfully campaigning 320i Turbo's throughout 1976 (just losing out to Porsche's works 935's), the expectation was that an in-house M1 would arrive to challenge Porsche. Group 5 meanwhile had originally been scheduled for a 1975 inauguration, but the FIA eventually delayed its arrival to allow more manufacturers to develop qualifying cars. |
Providing considerably more scope for development than Group 4, Group 5 dictated little more than a vague resemblance between a racing car and the 400 road-going machines on which they were based. March's chief designer, Robin Herd, led the exciting programme, BMW Motorsport taking responsibility for the engine whilst everything else was done in England on their behalf. These two companies had already forged a successful alliance in Formula 2 and sports car racing, March having been granted exclusive use of BMW's two-litre powerplant during the early 1970's. For this car, John Gentry created an all-new aluminium monocoque that was much lighter and stronger than before. It had been designed to initially accomodate the familiar Group 4 spec motor although an 800bhp twin turbocharged unit was in development back in Germany. As the full house engine wouldn't be available until after the 1979 Le Mans, a short-term measure saw Rand Linger of Freiburg supply 480bhp versions of the straight six mated to a Hewland LG600 gearbox. The striking bodywork was fabricated from a mixture of lightweight aluminium and composite and resembled the production M1 in just its basic outline, this thanks mainly to a massive new front spoiler, stretched tail and extended wings. |
 MKIII testing before the 1980 Le Mans 24 Hours |
Testing was underway by March 1979 with the Linger-engined chassis MKI successfully conducting 2000-miles of trouble-free running at Silverstone, Snetterton and Goodwood. The new car was also demonstrated at Brands Hatch by Marc Surer, but the FIA were about to drop an eleventh hour bombshell that would have massive implications. A new ruling that demanded 400 road cars before Group 5 homologation could be granted killed any chance of the M1 competing in the Silhouette class short-term. |
Nevertheless, a glimmer of hope lay across the Atlantic where orders had been placed by IMSA competitors Peter Gregg and Jim Busby, both of whom saw the potential for a twin turbocharged M1 racer. The first customer car was ready half way through November '79 and had been allocated to Gregg, but actually ended up with Busby. Fitted with a more refined aero pack than MKI, it was shaken down at Goodwood. A month later, BMW Motorsport's experimental engine department announced they were ready to start benchtesting the first twin turbocharged 3.2, but tellingly, no mention was made of the M1. The Munich firms interest in a Group 5 M1 had seemingly withered with the FIA's controversial U-turn on homologation requirements. As a result, the handful of events run in 1980 were, like 1979, contested with criminally underpowered Group 4-spec engines that massively disadvantaged what was a potentially world beating design. The entire affair was nothing short of a disaster, a string of retirements and disappointing performances normally relegating the cars to also ran status. In the end, just two cars were built, the works machine being retired after the 1980 Le Mans whilst Busby's MKII was stripped of its straight six motor and fitted with a five-litre Chevy V8. |
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 MKIII was rebuilt from MKI after an accident at the 1980 Brands Hatch 6 Hours. Here it can be seen at the 1980 Le Mans 24 Hours where it failed to finish. |