Man’s propensity to race just about anything against anything has been singularly responsible for some of the greatest automobiles ever produced. In the late 1960s, the European Touring Car Championship was the goal line for many a manufacturer, and in their sights was the Ford Capri, which won the ETCC in ’71 and ’72. BMW was among the makers striving to dominate the field. The effort began with the E9 coupe, introduced in 1968. The 2800 CS (coupe sport) was the first iteration – a follow-on to the 2000 CS – but hard on its heels came the 3.0 CS and CSL (coupe sport light). While the 2800 CS weighed less than its predecessor to begin with, the 3.0 CSL was yet 400 lbs lighter than that. Today’s 1971 3.0 CSL listed here on eBay is represented as one of 169 first series cars, and it was apparently unraced. With matching numbers and a thoroughly researched provenance, this car is listed at $284,990 or best offer. The lucky new owner can retrieve the car from Costa Mesa, California.
When BMW set its sights on GT racing, it engineered a new six-cylinder motor, the M30. Featuring a 30-degree slant for a lower profile, a crossflow aluminum head and a cast iron block, the engine evolved through displacements ranging from 2494 ccs up to 3430 ccs from 1968 through 1995. In this car, it’s the 2986 cc version, generating 180 hp. (Just a few months later, the displacement was nudged to 3003 ccs to place the car into the 3.0-liter class.) The gearbox is a four-speed manual. This car has seen extensive work by two owners on its numbers-matching engine and other mechanicals, including – somewhat unfortunately – a switch to Webers. Driving tests conclude that the 3.0 CSL isn’t particularly explosive. While it’s fast, it’s also composed: a car as capable of errands as track time.
The interior is fitted with factory Scheel fiberglass shell racing seats, upholstered in vinyl with corduroy. Lap belts with a lever-release are about half or less of a track-time set. There’s no other obvious sign of this car’s race breeding – no fire system, electrical cut-off, lap counter. But these lightweight cars were constructed with a severe diet in mind: no electrical windows, no insulation, perspex side lights, even lighter weight glass for the rear windscreen.
Aside from the weight savings around the interior, the CSL has aluminum doors, hood and trunk lid, thin-gauge steel for the remainder of the body, and a composite rear bumper. There was no front bumper. Even items such as the tool kit were deleted, saving a pound or two. The attention to cosmetic refreshment shows at every corner here, as well as underneath. A COA is available, as well as a full portfolio of restoration photos; for bonus points, the visor is autographed by Brian Redman and Hans Stuck. This car has seen only 104,000 km since new, and many fewer since its restoration. More subdued than the “bat wing” version of the CSL, it could be mistaken for a run-of-the-mill CS, except in the realm of price. This example, road-prepared by the factory, with no documented race history but now track-ready, harboring a larger engine and a bat wing, sold for €272,750 a year ago, lending some credence to the price tag of our subject car. Does this race-bred European GT intrigue you?
Stunning. Definitely a collectors car especially with that price tag but no less one that most any gearhead can appreciate.
You know your stuff, Michelle.
Thank you! … I’ve grown to appreciate these niche-y BMWs, like I appreciate Porsche’s efforts in the same vein. Often they don’t look much different from run-of-the-mill road-going machines, but they really pack a punch! It would be interesting to do a round-up of such cars, like the 914-6 vs the 914; this car vs the CS; even the Buick Grand National. Wolves in sheep’s clothing.
This is the real deal and it’s priced accordingly. Unfortunately it’s way out of my price range. These cars were really a homologation special. They had to get the aluminum and lightweight parts homologated and this was the way to do that. Curb weight is just a touch over 2700 pounds. To get the weight that low they deleted the AC, the heater, the power steering and power brakes. Still it’s said that these are delightful to drive, the steering is very nice and direct and while the brakes require a bit of effort, they have more feel than any power brakes. Actually most of the parts to build one very close to the real thing including the aluminum hood and trunk pieces are all available albeit at a price. The parts to do one is around $75k on top of a rust free car (if you can find one as you can listen to them rust if you’re in the same room). I’m seriously thinking of doing something close as a “tribute” car is on BAT for $144k right now.
Scheel seats have a metal frame and not fiberglass. I know the seller, it is a very nice example.
Just, WOW!
These have been on my top 10 list of cars I would want to have in my dream garage for as long as I can remember. Beautiful example, it’s all the money, but where are you going to find another? Great write up!