Połączenie włoskiego stylu i doświadczenia wyścigowego z niemiecką myślą inżynieryjną przyniosło bez wątpienia jeden z najbardziej fascynujących wozów przełomu lat 70-tych i 80-tych. To kooperacja, która połączyła firmy Lamborghini, Ital Design, Marchesi, Dallara oraz Baur i dział BMW Motorsport. BMW M1 powstało w zaledwie 399 drogowych egzemplarzach (i dodatkowych 54 wyczynowych bolidów stworzonych do serii Procar). Ten licytowany jest bez wątpienia jednym z najlepiej zachowanych. Na jego liczniku widnieje zaledwie 18 tys. km, a wieloletnie przechowywanie w klimatyzowanych warunkach pozwoliło zachować niemal fabryczną prezencję. Uzyskana cena: ok. 2,25 mln PLN.


Lot 104
Highly original example
Just over 18,000 km from new
1980 BMW M1
US$ 450,000 – 550,000
PLN 1.7 million – 2.1 million
Sold for US$ 599,500 (PLN 2,246,555) inc. premium

AUCTION 22792:
14 Aug 2015 11:00 PDT


3,453cc DOHC Inline 6-Cylinder Engine
Kugelfischer Mechanical Fuel Injection
277bhp at 6,500rpm
5-Speed Manual Transmission
4-Wheel Double Wishbone Independent Suspension
4-Wheel Vacuum Assisted Vented Disc Brakes

*Only 18061 kilometers from new
*One of only 453 M1s built
*Italian styling paired with German engineering
*A legend of the 1980s


The BMW M1’s existence originates from the need for a production based car for a proposed Group 5 'Silhouette Formula’ to compete in the World Sports Car Championship. The mid-engined concept car was designed in-house by Frenchman Paul Bracq. Ex-racing driver Jochen Neerpasch was responsible for initiating this ambitious project which was intended to take on rivals Porsche and hopefully yield a victory at Le Mans.

Internally dubbed the E26, the M1’s development was a cooperative effort with top Italian specialists. Lamborghini was initially contracted to build the car but Giorgetto Giugiaro’s Ital Design ultimately took over the project. The coach assembly was performed at Ital Design featuring a fiberglass body built by composite specialist T. I. R. on a multi tubular space frame chassis supplied by chassis specialist Marchesi & Cie.

Assembled bodies were shipped to BMW’s German partner Baur for the mechanical assembly, the last stop then being BMW Motorsports for final preparation and distribution. The twin-overhead-cam, four-valves-per-cylinder 3.5-liter six was all BMW with tweaks by the Motorsports division. A five-speed ZF transaxle was used to transmit power to the ground. Lamborghini’s Gian Paolo Dallara was responsible for developing the suspension, which followed racing practice by using unequal-length wishbones at front and rear. The M1’s wedge-shaped coachwork proved highly efficient aerodynamically, needing very little in the way of additional spoilers and wings, even in race configuration. The M1’s interior was exceptionally well equipped for a sports car. It featured Recaro seats in leather with fabric inserts, air conditioning, electric windows, remotely operated door mirrors and a heated rear screen.

First shown at the Paris Motor Show in 1978, the road-going version came with 277bhp and a top speed of 160mph. The abandonment of the Group 5 Silhouette Formula robbed the car of its raison d’être, but production nonetheless continued. An M1-only Procar Series was run at Grand Prix races in 1980 and ’81 provided BMW Motorsport with a valuable showcase by way of consolation. Some 453 M1s were built thereby fulfilling racing the homologation requirement that 400 be produced. Production ceased at 399 road cars and 54 Procars.


This immaculate M1 has resided with a series of passionate BMW collectors in the U.S. since the mid 1990s. The first of those was Al Monjazeb, a Pacific Northwest car dealership owner who for many years owned the Bellevue BMW business in Washington. During his custody of that business he was inspired to acquire an M1 and set about finding the best example available. Eventually he sourced this car from Alexander Kopp in Switzerland and at the time its mileage was a very modest number, which to date has still only risen to a mere 18,061 kilometers or so (at the time of cataloguing). In clichéd style, the Swiss based car had clearly been cherished, by that stage it still had details such as its original tool roll, complete with every tool including the jack, as well as the Campagnolo 'get you home’ spare tire in its case and also a warning triangle, all of which remain with the car today.

Mr. Monjazeb maintained its condition with limited use and climate controlled storage throughout his 15 years of ownership after which it passed to another noted BMW aficionado, Peter Gleeson, in 2011. In more recent years it was acquired from Gleeson by its current owner.

As viewed today, all of the aforementioned details remain with the car; its interior is totally original and shows only light age, retaining nice period features such as its original radio with the large speaker control knob underneath.

A single anomaly in its history is that when BMW confirmed its original build of June 1980, they also noted the car to have been delivered in the more ubiquitous scheme of white, with its black interior. However, the car is long known to have been in its current guise of Henna Red, and careful analysis by all three of its last fastidious owners have revealed no evidence of a respray, or a white basis, which suggests that perhaps this may have been an alteration at its original sale point. Regardless, its paintwork is extremely well presented, shows only the lightest signs of any age and is consistent with the factory finishes of these cars and is in a period color scheme.

In recent times, and with the strength and popularity of the BMW brand internationally and here in North America, the M1 has not surprisingly followed the upward trends of all modern supercars. Still sitting on its correct Campagnolo wheels and original P7 tires, this timewarp machine has graced serious BMW collections for the last two decades and similarly will reward any future owner with its originality and condition.