The 'New Class' cars were superceded in 1972 by another new generation of upper-medium saloons, the first BMWs to be built at the site of the former Glas factory in Dingolfing, which BMW had purchased in 1967. The first 5-Series models to debut were the 520 (carburettor) and fuel-injected 520i, launched at the Frankfurt Motor Show; these had much larger windows, a lower waistline and very plain, functional interiors, as well as their characteristic twin headlights. This was the first design for BMW by Frenchman Paul Bracq, who used then-new computer-aided technology; the 5-Series was the first BMW to be developed with the help of crash simulation calculations, which resulted in an extra rollover bar integrated into the roof structure and remarkably high structural rigidity. Answering a call for more powerful versions, the six-cylinder 525 joined the range a year later, and by the time the first-generation 5 was replaced in 1982, BMW had more than doubled its production of cars in this class.
1972 also brought the establishment of BMW Motorsport GmbH; a 240bhp 2002 was built for rallying, further souped-up cars for track racing and a new coupe, based on the production CS, was developed for touring car races. The 360bhp 3.0 CSL (L standing for lightweight), which had a twelve-valve straight-six 3340cc engine and fuel injection, went on to win the touring car Grand Prix at the Nurburgring and its class at Le Mans. Between 1973 and 1979, it was the most successful touring car of its time, winning the European Championships six times and also acting as a testbed for new BMW technology: it went on to gain BMW's first 24-valve engine and the first application of ABS anti-lock brakes, and race versions developed up to 800bhp. Road-going versions are now highly collectable. BMW Motorsport also developed an engine-building business, supplying 50 2.0-litre engines to the March Formula 2 team; these engines went on to dominate their category until the early 1980s.
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| 3.0 CSL was a brawny race-winner |
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The 02-series' replacement took the same approach, both in its name designation - 3-Series - and its styling. Although its basic platform was still developed from that of the 02, the two-door 3-Series models had a more wedge-shaped design - by Bracq - and featured, for the first time, a centre console and cockpit entirely angled towards the driver, something to become a fixture in most BMWs. Its high-set tail end attracted criticism, though, and a black plastic strip was added between the taillights to make it easier on the eye. Launched at the Munich Olympic Stadium in 1975, the 320 instantly won magazine awards and proved a sales success: in May 1981, the millionth example came off the production line, making the 3-Series the most successful BMW yet.
The 5-Series platform also formed the basis of the 6-Series coupe, launched in 1976 to replace the CS models. Roomy and elegant, the 630 CS and 633 CSi became the best-selling BMW coupe models, and over 86,000 were sold between '76 and 1989. Designed by Paul Bracq and developed from his 1972 BMW turbo concept, but with Giorgio Giugiaro acting as a consultant, the 6 remains a desirable GT today and has aged very well.
Also on a luxury theme, 1977 brought the launch of the 7-Series saloon. Three models were initially available, a 170bhp 2.7, a 3.0-litre (184bhp) and a 3.2-litre (197bhp), with a six-cylinder turbocharged 3.2 model badged 745i (252bhp) joining the range in 1980.
