BMW Mobile Tradition is BMW North America's vintage fleet of race cars that are toured around the country to some of the greatest car shows the US has to offer. These aren't your usual museum show cars though. All of them are fully operational and I've been lucky enough to drive most of them. And drive them hard...

I'm not going to go into detail about these cars' history because honestly, Rod knows a lot more about these than I do. What I do know about these cars is how they drive, how they feel, and why the oldest and slowest car in the collection, the 1969 2002 pictured above, is the most fun to drive. That's right, more fun than the 1996 McLaren F1 GTR, one of the coolest looking and sounding race cars in history. More fun than the 1999 Sebring winning, Audi beating, V12 LMR. Those two are fun in their own right but the 2002 does it's job the best. That job being giving rides to BMWNA employees, guests and fans alike.

The 2002 doesn't go very fast. It doesn't have any downforce and probably makes lift. The hood is held on by rubber. There's nothing that jumps out at you about this car that says, “This thing is going to be fun to ride in.” I can't tell you how many people I've given rides to who are bummed to get in this car instead of the M1 Procar, or 3.0 CSL 'Batmobile'. But, without fail, they get out of the car every time with bigger smiles on their face than anyone else.

Pump the pedal a few times to prime the tiny 1.6 liter 4-banger with ITB's, turn on the relevant pumps and then the key (yes, this one has a key still used to start), and you'd think you just started up a 500hp NA beast by the sound of it. Rev it a few times and this little car might fool you. It's not making much more than 200hp. As you sit in what is supposed to be a race car and the seating position almost feels like you're driving a motorhome.  The original Alpina wheel wrapped in well worn and cracked leather is aimed at your face; you sit a good 6” off the floor; and you have to almost push down on the pedals instead of push into them.

All of that only adds to the fun on track though. The dogleg gearbox is incredibly smooth. The motor, while not making much power, screams out of the side exhaust and sounds f%*#@! incredible while blipping on downshifts. The little Hoosier slicks really only work with a lot of slip angle. Not the tire burning Formula Drift kind of slip angles, but compared to everything else I am used to, it almost feels like it. Of course, there's no power steering in this car but you don't need it.

This car should live at Lime Rock Park. As you approach T1 around 130mph, with the engine making enough noise to make you think it's going 180mph; then trailbraking into the corner, controlling the little bit of instability at the back of the car with the steering wheel that feels like I'm driving that motorhome; reaching down to the gear lever to downshift from 5th to 4th then down to 3rd; flicking the car into T1, going back to power, and letting the little slicks catch the car all while counter-steering the whole way. You don't need to go through there at almost 2g to have fun. This thing probably only does a little over 1g and it's a blast. You have to drive this car at 100% to get it to go but it also wants you to drive it at 100%. Oh, and the margin for error is massive. When you are driving a priceless car, as all of these cars are, the margin for error plays a big part in how much fun you can have, usually...

1976 BMW 3.0 CSL. “The Batmobile.” Probably one of the most recognizable race cars of BMW's history. It seems like everyone knows what this one is. A big 3.5 liter 6 cylinder sits up front. This one being the version that raced here in the states, winning races like Daytona, Sebring, Watkins Glen, and on and on. Names like Stuck, Redman, Posey, Quester and even NASCAR legend Benny Parsons were decaled on the roof at one time. This one has some real historical significance for the US.

When you sit in this CSL it really feels like the 2002 on steroids. You can tell it's from a similar era. The seating position has morphed into more of a 'race car.' It's got some real racing gauges. You don't start the car with a key anymore but rather by the breakers and switches on the center console. So why isn't this one more fun than the 2002? This one you just can't slide around. Not because it's 'priceless' but more because the tires don't want to due to the fact they are probably twice the width of those on the little 2002.

The CSL has some real power behind it now and requires a lot more attention when driving it. You really have to wrestle this car around the track. Again, with no power steering, someone like Benny would probably describe it as 'Gettin' up on the wheel.' Yeah... The CSL is a cool looking car and was definitely fast in its day but driving it just isn't as fun as the others in the stable.



Mmmmm....

… sorry. Got distracted by, what I think, is the best looking car in the group with a driving experience to match. 1978 Group 5 BMW 320 Turbo. This little 2.0 4 cylinder turbocharged engine evolved into BMW F1 motors of the early 80s. The ones making well over 1000hp at full boost. This one probably is making 700-800hp now at full boost.

It might be worth taking a break for a second here and saying that most of the cars in the fleet have all been completely restored in the last 3 to 4 years. Team PTG, my father's race team who was BMWNA's 'factory' team for all of their racing in the US for 13 years, and the employee's there restored the 2002, 3.0 CSL, 320 Turbo, and March GTP from the ground up. The 2002 having had its chassis acid dipped, all engines rebuilt and dyno'd on the engine dyno at PTG's facilities, and every bolt, cooler, duct, and body panel either restored or re-manufactured. A lot of work to get them to where they are now but completely necessary to be able to drive these cars as hard as they were driven when they were brand new.

So, back the 320. After these rebuilds, someone needs to drive them around for a bit slowly to make sure nothing is leaking and everything is working as it should. Well, it was 2005 and I was racing for PTG in the Grand-Am GT series in an E46 M3 GT. We were at Summit Point testing and part of the days duties were to shake the 320 down. So towards the end of the day I hopped out of the 450hp M3, with ABS, MoTeC dash, no lift shift on the Hewland H-pattern 6 speed, and running times in the 1:13 range at Summit's main track. I hopped out of that to get into this essentially now-brand new piece of BMW Motorsport history and it started to sprinkle a bit with rain. Our engineer, Brian Krem, who is also the engine 'guru' at PTG, told me to drive the car around and shake it down. Easy enough. He pointed out the knob on the center console.

“Know what that is?”

I knew full well what it was. “Yeah...the uhhh boost knob?”

I was stoked to get to take this beast out and just add power at will.

“Turn this knob until this needle gets to around 50 steady on power. But don't let it go over 60.” That needle he was pointing to was an inches/mercury gauge. 60 is pretty much 30psi. The gauge went well over 60. I couldn't tell you how far it went right now but I'd guess 90.

So there I went, this completely rebuilt 320 with an essentially brand new 1978 2 liter 4 cylinder turbocharged motor that is capable of making a lot power. And it's just about to rain.

I went out and when I left the pits, I slowly pushed the pedal. Knowing this thing can make some serious power. I was prepared for a huge rush of power that was going to push me so hard into the seat. So I slowly added more and more throttle until I was flat. I was hardly going anywhere. I just got passed by a Formula Ford. Clearly not enough boost. I turn the knob about 2 full turns. Coming out of 1 is another long straight. Again, I slowly add throttle. Flat again. Little faster this time. Nothing like what I was expecting. I turned it 4 full turns this time and noticed no real difference. I pitted right away and told Brian what was going on.

“I don't think the boost knob is working. I'm getting passed by that Formula Ford.”

He reaches in and turns in what seemed like 40 turns, to it's stop, then backs it off 5 turns. Yeah, I wasn't even close.

“Try that. Watch this gauge.” Pointing to the inches/mercury gauge.

I had to rev the piss out of the motor to get the thing going without stalling before, so I did it again, and this time things were different. A lot different.

I left the pits and again, eased on the throttle. I pushed it to about 25% and I was already going faster than I was at the end of the straight on the first run. I kept pushing and it felt like I got launched off an aircraft carrier. The sound of the car building boost overcoming the sound of the engine now. I was laughing in the car. 1st and 2nd went by quick. As I went to third and added throttle I had enough time and focus now to look at that gauge and the needle went flying past 60. Wow. I lifted and started cranking on the boost knob again, turning it 3 turns. Went back to throttle again and same thing, it was going to climb well past 60. Another 5 turns this time and it settled on 40.

I got it on a steady 55 and just started driving. At this point the rain started to fall and I had big powerslide out of the carousel at Summit and pitted right away. It drove a lot like the CSL but the rush of the power and building of boost and subsequent power was addicting. I was out there for 10 laps running around and was having so much fun.

Next in line is this. The 1986 March 86G GTP car which race in the IMSA GTP series. Featuring a 2.0l 4 cylinder turbocharged motor, different from the 320 but likely related, which made in the neighborhood of 900hp. All that in a lightweight rocket ship.

Unfortunately, I don't fit in this car without my legs hitting the steering wheel and thus never had the chance to drive it. Shame too because I watched it when it was getting shaken down and it looked like a lot of fun.



The E36 M3 GTR. This one has the most significant amount of history to me personally. The one pictured is the first chassis which BMW Team PTG raced which was the 'Lightweight' version. It's debut race was in 1996 at Sears Point where the M3's finished 1st 2nd and 3rd . I was there for that race (10 years old) and after that race the car won basically everything. 4 Manufacturers titles. 4 Team Titles. 3 Drivers Titles. The E36 dominated GT racing in the US from '96 until '98 and I watched every race. I went to every race I could in the summer when school wasn't in.

The E36 is actually an interesting car to drive. It blends a little of the old with the new. The car almost drives itself into the corner, with very little steering effort needed to start the turn. The S50B32 engine powering the car is the 'European' spec engine with ITB's making even in it's day in the neighborhood of 430hp.

Custom rear suspension, Hewland 6-Speed, carbon everything (doors, hood, fenders, mirrors, splitter, wing). Weighing in around 2500lbs. The car started life in it's first race as almost a street car and in a year morphed into one a dominating GT racer.



This one needs no introduction. The one pictured here was raced by Danny Sullivan, Nelson Piquet, and Johnny Cecotto at Le Mans in 1996. I remember very well just sitting in this one well before I ever drove a car, before I could really see out of the windshield. Growing up around BMW's and racing, this one was special.

I've told you what it's like to drive some of these cars but I think for the McLaren F1 GTR, you need to see it. On my blog, under the video page there is a link to a video of a lap in the McLaren F1 GTR from 2005 when I gave rides for an event. One of the passengers put the footage on the net. The sound the 6.0ltr V12 makes is one reason why I love cars. Unfortunately, we had to use the little oval at Indianapolis Raceway Park (not the Brickyard Indy) and never got a chance to really let this car shine. This is the only McLaren F1 GTR with a passenger seat in existence. It was sent back to McLaren to have one of the seats or holes to the left of the driver filled with some padding and covered in alcantara. It's not the most comfortable seat and you have to have a size 32 waist or under to fit in there. Those that didn't, just dealt with the pain to get a ride.

This is a drivers car. You sit in the middle; it's easier to drive around the paddock than most street cars; it's got an air recirculation system which blows nice cool air through the standard cars air vents which are still adjustable; the mirrors are adjustable electronically. Just about the only thing that isn't driver friendly is climbing in the car and climbing out. The gearbox is smooth, the throttle response is super crisp. It just does everything you'd want from a car, well.

Then, the E46 M3. This chassis is the chassis from 2001 when they raced as the V8 M3 GTR's. The infamous M3's that competed in the ALMS which dominated that year. The whole story is too long to tell here but basically the cars were made completely uncompetitive after the 2001 season and were left to sit. They went on to win the Nurburgring 24 Hour race in later years but that was the end of the V8 M3's.

These chassis though continued on and continued to win races, this time with the S54B32 6 Cylinder installed instead of the 4 liter V8. After running E46's in the World Challenge series for a year, BMW returned to sports car racing in 2004 in Grand-Am's GT class. 2004 was another dominant season for BMW, basically unchallenged, and came away with the Manufacturers, Drivers, and Team titles. This was also my first year racing in the Formula BMW USA series. I did the last three races with the team at VIR, Barber, and Fontana. I qualified on pole at VIR, my first professional race, and again at Fontana where I actually won the race with my teammate Kelly Collins.

The E36 and E46 actually look somewhat similar but really the driving experience is a lot different. The E46 just makes you want to drive the car harder and harder every lap, hardly ever giving you a sense of uncertainty. It is just one of the nicest cars to drive. It may not be the fastest in the group but when you start hunting for tenths of a second here and there and you over step the limits of the car and tire, there isn't any drama. Not another car in this group can you just leave the pits and go for it on the first timed lap. Everything else needs a little warmup from you as a driver to get settled. This one doesn't need that.

The car sits as it raced in 2006 in the ALMS. It's a similar car to what I raced in 2004 with a few changes. The rear wing is at roof level, the front splitter is longer and wider, it has a rear diffuser, an X-Trac 6 Speed sequential was installed, and it has a very nice motorsport ABS system. I tested the car in this setup in the winter of 2006 and it felt like everything was at 2x speed. The car had some success in 2006, never winning, but came close a couple times. This one suffered mostly from not having enough straight line speed to compete against the Porsche, Ferrari, and Panoz that year.

Lastly, the LMR. Sebring winner. Le Mans winner. Built by Williams F1. This one is far and away the fastest car in the group. This one was one I figured I would never drive. Everything else in the group is somewhat of a GT car so it is close to what I am used to.

This one has huge downforce. Carbon brakes. Every bit an open wheel car with fenders.

2005, I went to Lime Rock for BMW's Vintage Festival and my duties there were to drive many of these cars and give rides to fans, sponsors, etc. Joey Hand was there as well doing the same and at lunch time, I hopped in the McLaren and he in the LMR to just give a little show for the fans. When we came back to the paddock he got out of the LMR and said that I need to do whatever I have to do to convince BMW to let me drive the LMR. Joey has experience in a ChampCar and said it reminded him a lot of the ChampCar. So, I started asking around and they decided to let me, somewhat reluctantly, drive the car. I'd never been so nervous in my life. Again, a priceless car, in my hands, and wanted to try and at least enjoy the experience.



I took the first lap slowly then started to work up to using the downforce available and the braking available. The braking was really the biggest difference from what I am used to. I could brake later than I thought humanly possible, especially at the speeds I was reaching on the front straight. The speed comes effortlessly though in this car. You really feel like you are going fast but not working hard to go fast. Since I was probably at only 90% of the cars potential, I'm sure you have to work hard to get the last 10% but at 90% I was going 3 or 4 seconds a lap faster easily than the McLaren when I was pushing pretty hard.

From start to finish, everything about the cars in this group have stories that you hear about from mechanics, drivers, team members, and fans. I think what is especially cool about these cars, is they are driven. They aren't just museum pieces and they get used and abused. I've been lucky to be able to drive most of them and they are fun drives. No pressure and enjoying your time in the car and putting on a good show.

-Tommy Milner

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