Chassis No. 2275449
Engine No. 2275449

– The classic BMW with ever-growing popularity triggered by the 100th anniversary
– A must-see example with high originality
– BMW Classic Certificate for authenticity

“The legendary homologation model with exceptional degree of originality”

As BMW celebrates its 100th anniversary in the year of 2016, we introduce the 1973 3.0 CSL “Batmobile” that we purchased from overseas. This example has just arrived to Japan last March for the first time ever and it have never been registered on this side of the Pacific.

BMW Classic has issued the certificate #5951 which does not only prove this example’s authenticity but also provides us with reliable information including its history.

The car rolled out of Munich factory on November 12, 1973 with the genuine “Batmobile” aerodynamic package finished in Polaris Silver with black interior. It was officially imported by BMW Import S.A. in France and delivered new to Bagneux on August 9, 1974 and it stayed there for a short period of time before being brought to Monte Carlo, principality of Monaco.

It is now clear that this car spent great time with renowned enthusiasts since then. After savoring a warm Mediterranean climate in Monaco, the car returned home and became a part of the most recognized collections in Germany or even the world.

Later on, the vehicle was sold by Axel Schuette, a renowned German collector’s car dealer, to a hardcore BMW enthusiast Peter Gleeson. In a recent interview, Mr. Gleeson stated that this BMW, of all his cars, is the best driver’s car and confirmed the engraving of BMW on: the front air dam; towering rear wing; roof spoiler; and window glass, to prove genuineness. Taking a close look, you will clearly see that all the markings are remain intact.

This example is in highly desirable condition to be a part of any classic car collections with matching numbers on the power unit, the transmission, and the body. It has been neither modified nor raced to date.

It has so far recorded less than 37,000km on its odometer and overall condition is excellent. The amber-colored wood panels with no visible cracks are a must-see features of the interior. It would be hard for anyone to believe that it has been more than 40 years since the birth when observing the unscratched seats and the clean interior fabric.

The exterior paint has a shine as close as when the car was new and the BMW wheel emblems are in mint condition. Of all the exterior features, it would be the yellow French headlights that should capture the eyes of many. The headlights in what is called selective yellow was a requirement for road use in French market until 1993, but they need to be replaced with appropriate ones in order to be registered in Japan.

While BMW produced more than 19,000 units of CS’s and CSi, the record shows only 1039 units of CSL were delivered out of BMW factory. Of all the CSL’s manufactured, the 500 cars bound for the UK were not as light as what other countries got because UK cars retained comfort features like power windows, and sound insulator. That makes the left-handed CSL with lightweight and aerodynamic packages are incredibly rare and valuable.

The early 1970’s was the memorable era for BMW during which a French BMW driver Jean-Pierre Jarier became the champion of European Formula F2 and the 3.0CSL won a series title in the European Touring Car Championship. It goes without saying that of all road-legal siblings of this hugely-successful race car, a vehicle with this much originality and exceptional background is extremely hard to come across.

Obtaining this CSL is to adding a world-class collectible and the valuable asset to your garage. Since the car is in wonderful mechanical condition, it should give a driver unparalleled entertainment at classic rallies with its soulful driving that only few other cars can match.

“The History of the BMW E9”

The E9 is the codename used within BMW to call their 2-door coupes also referred as the new 6 or CS. They were manufactured by Karmann from 1968 through 1975.

BMW first came up with the 2800CS which carried a newly developed in-line 6 unit called “the type M30” and stretched chassis of the 2000CS introduced in 1965. To cope with increased power produced by the new 2788cc unit which originally powered the E3 full-size sedan, the 2800CS was fitted with larger drum brakes at the rear.

The 2800CS could also be equipped with a 3-speed automatic transmission, whereas the 2000CS comes only with a manual counterpart. The front fascia received a major facelift which transformed a covered headlight into an exposed quad-light unit for added classicalness.

In 1971, the 2800CS passed the torch to the succeeding 3.0CS/CSi, which was equipped with a 2986cc in-line 6 producing 180 horsepower for the carbureted CS and 200 for the fuel-injected CSi. The stopping power was equally improved with 4-wheel disc brake system.

BMW then decided to introduce the lightweight sibling of the E9 by the name of 3.0 CSL (Coupe Sports Light), which later made its debut in 1972 as a result of the engineers’ unparalleled passion and devotion in order to get the car homologated for racing. Though it does not look too much different from the standard CS/CSi, the CSL was obviously intended for European Touring Car Championship.

BMW took an extraordinary measure of weight reduction for this car, like replacing the front/rear bumpers with simpler units, adopting the thinner steel body panels, and utilizing aluminum doors/ bonnet/ trunk lid. They even went on to use Perspex for the side-window materials and deleted the sound insulators. All the above steps resulted in shedding 200kg off its 1400kg mass, the amount so outrageous by any standard.

Of the three different specifications of the 3.0CSL, the earliest generation was homologated with the engine at the slightly increased displacement of 3,003cc that made itself eligible for the class above 3,000cc. It produced 206hp in a road trim while a race variant achieved more than 300.

The power unit received a further enlargement to 3,153cc in 1973 and in less than half a year, BMW performed yet another modification which gave this otherwise-sleek- bodied coupe an aggressive and powerful appearance with a deeper air dam, short aero-fins along the front fenders, a roof-end spoiler, and a towering rear wing. This final edition of the 3.0CSL with the aero package developed at the University of Stuttgart was homologated in July of 1973 and later nicknamed “the Batmobile” for its intimidating look.

The rear wings were not installed upon delivery, but left in the trunk to be equipped afterwards because they were not street-legal in Germany. The CSL’s that were fitted with the mentioned aero-package got homologated in July of 1973 as the final variation of the series.

The CSL enjoyed its long-lasting dynasty in the world of racing. In 1973, Toine Hezemans won the season title of the European Touring Car Championship and together with Dieter Quester, led their CSL to its first class victory at 24 Hours of Le Mans in the same year. Though it failed to defend its ETCC title against the mighty Ford Capri RS2600 in 1974, the CSL won five consecutive championships from 1975 to 1979, a highly unprecedented achievement in the modern racing. For competing in the Group 5 races, a category introduced in 1976 by FIA for special production cars, BMW created a few 3.5CSL racers and won three races for the year.

It is no exaggeration to say that those victories on the racing field boosted the BMW’s brand image as a manufacturer of sporty saloons with abundant driving pleasure.

Outside the racing field, the 3.0CSL triggered BMW to start a project called BMW Art Cars in which the best artists on the planet were offered the opportunity to create the works of art by putting graphics and paintings on car bodies. The two 3.0CSLs tweaked by Alexander Calder and Frank Stella respectively proved that a racing car can play a role as a 3-dimensional canvas and be sublimated into an artwork.

The oil crisis that occurred in 1973 forced BMW to introduce a less guzzling and small-bored alternative named the 2.5CS as the last model of the E9 series in 1974 and ended up producing 874 examples by the end of production period.

In 1976, the introduction of the succeeding 6 series (E24) marked the end of the era for the E9. The 6 series received a number of upgrades over the course of its model life in order to secure its title as the most beautiful coupe on earth and made a great contribution to the improvement of BMW’s corporate image. The type M30 engine first adapted for the E9 series fulfilled its remarkably long lifespan of more than 28 years until 1994.