Undeniably sleek and sporting, the Giugiaro designed M1 is thus far unique in BMW history of its mid engined layout; the six cylinder 3.5 liter 277 bhp unit, featuring twin overhead camshafts and four valves per cylinder, sits in line behind the cockpit, driving the rear wheels through a ZF transaxle.

Its purpose was to take part in the Group 4 and Group 5 categories of international sports car racing. Where Porsche had dominated with the competition 911 Turbo, the 934 and 935. for, this at least 400 examples had to be produced over a 2 years period; in competition tune the M1 engine could be made to produce 470 bhp, so it had a theoretical chance against the 934, and the mid engine layout gave it potentially better roadholding. The turbocharged versions, with up to 850 bhp, could challenge for outright victory.

Although Giugiaro drew up the M1’s shape, its origins were firmly based in the experimental safety vehicle’ Turbo concept car that BMW displayed to celebrate the Munich Olympics in 1972; designed by BMW’s Paul Bracq, this incorporated side impact bars in its gull wing doors and soft end panels mounted on rams among many safely features, but it was the mid engined layout that was of particular interest.

The power unit was the, then familiar, four cylinders 2 liter, mounted transversely and fitted with a turbo charger to give around 200 bhp; it was this engine that was fitted to the 2002 turbo the following year, albeit de-tuned to 170 bhp. Only two of the concept cars were built, but they gave BMW the chance to assess mid engined handling advantages, and provided styling cues when it came to the M1; the black belt-line and low slender nose, later to appear in similar form on the 850, were obvious carry overs for Giugiaro to adopt.

With the decision taken in late 1976 to produce the M1, BMW contracted Lamborghini to do the design, development and production build of the car, low volume production of such a car wasn’t possible within BMW, and Lamborghini were looking for outside work. And Giugiaro wasn’t far away to keep an aye on the lines. Design and development during 1977 went well, but the Lamborghini then had financial problems and couldn’t understand the production.

Eventually in late 1978, production commenced as a joint exercise between Giugiaro and Bauer in Stuttgart. Giugiaro’s ItalDesign Company didn’t have production space, but the sub contracted the build of the tubular chassis and glass fiber bodywork, mated the two and timed the interior. Bauer installed the mechanical components and completed the trim; thus it wasn’t until 1980 that the required 400 were built, by which time the racing rules were set to change for 1982 and they didn’t suit the M1 which was too heavy for the new formula.

Meanwhile BMW launched the Procar series for the 1979; M1s in 470 bhp form had their own races at Grands Prix with GP drivers like Nikki Lauda at the helm. It certainly gave the M1 instant acclaim and justified another 50 or so racing versions being built. They had some success in other races, but the loss of those two years meant that the M1 never had the chance to tackle the Porches seriously in the Group 4 racing or the faster Group 5.

Despite the fact that it couldn’t achieve what it set out to do, the M1 was a superb 160 mph road car in the supercar mould and it played a useful part in promoting BMW’s high performance image. It looked the part, it was well built with luxurious trim; it was good cross between Italian design flair and German production engineering.