1973 BMW 3.5 CSL Group 2 Race Car – Chassis 2210270
Ex-FALTZ / Benedens Automobiltechnik – DRM, European Touring Car and IMSA Competition History, 1972–1985
Period Schnitzer 3.5-litre engine development | European class winner | Nürburgring 1000km | Zeltweg Six Hours | Riverside IMSA | FIA HTP
Chassis 2210270 is a period BMW competition car with an extensive racing history spanning European touring car racing, the Deutsche Rennsport Meisterschaft (DRM) and American IMSA competition.
Originally prepared by FALTZ in 1972 as a BMW 3.0 CS competition car, it was developed into 3.5 CSL specification in 1973 and subsequently raced extensively by Graziano Cancian. Its European competition career included appearances at the Nürburgring, Zolder, Zandvoort, Diepholz and Zeltweg, with a documented class victory at Zolder in September 1974.
In 1979 the car was exported to the United States, where it was converted into Group 5 specification and continued racing in IMSA events until the mid-1980s.
Following its return to Europe, the car underwent a comprehensive restoration to its earlier Group 2 specification and has subsequently competed in historic motorsport.
The car is accompanied by an extensive history file, FIA Historic Technical Passport and its former Group 5-style bodywork.
1972 – FALTZ and the early DRM years
Chassis 2210270 began its competition career in 1972, prepared by FALTZ, the Essen-based BMW racing operation closely associated with ALPINA and the development of BMW competition machinery.
FALTZ was among the established German teams campaigning BMWs during the early years of the DRM, when the championship was rapidly developing into one of Europe's most competitive touring car series.
The car was initially prepared in 3.0 CS racing specification, before the increasingly sophisticated CSL developments became established.
Its early competition history is associated with the FALTZ operation, with period accounts identifying Rüdiger Faltz and Hans-Peter Joisten in connection with the 1972 campaign.
This early history places chassis 2210270 among the BMW E9 competition cars actively racing during the initial development of the CSL programme.
1973 – Graziano Cancian and the 3.5 CSL conversion
In June 1973, the car was acquired by Graziano Cancian, who would campaign it extensively over the following seasons.
Under Cancian's ownership, chassis 2210270 was substantially developed into 3.5 CSL racing specification.
The conversion included the installation of a contemporary Schnitzer-developed 3.5-litre competition engine, with preparation associated with Manfred Nicht and Benedens Automobiltechnik.
The upgrade reflected the rapid development of the BMW CSL during the early 1970s, when larger-capacity engines, revised suspension and aerodynamic improvements were being introduced to maintain competitiveness against Ford's increasingly powerful Capri racing cars.
The car's subsequent competition history documents its evolution through Group 2 and later Group 5 regulations.
Its first recorded Nürburgring appearance following the conversion was at the Nürburgring 500 Kilometres on 2 September 1973, where it was classified as a finisher.
This marked the beginning of several seasons of documented European competition in 3.5-litre specification.
1974 – DRM competition and a Zolder class victory
The 1974 season provides some of the clearest evidence of chassis 2210270's competitive performance.
Entered by Benedens Automobiltechnik and driven by Graziano Cancian, the car appeared at several important European circuits, competing in the over-2-litre touring car category.
Selected 1974 results:
21 July – Diepholz: 3rd, Touring over 2 litres.
25 August – Zandvoort ADAC Trophy: 5th, Touring over 2 litres.
15 September – Zolder, Düren/Nordheim meeting: 1st, Touring over 2 litres.
15 September – Zolder EG Trophy: 4th overall in Heat 1.
22 September – Zolder EG Trophy: 4th overall in Heat 2.
The class victory at Zolder on 15 September 1974 is a particularly important result in the car's history.
Running as number 15 in white, blue and red colours, and fitted with Goodyear tyres, the BMW took first place in the over-2-litre touring car category.
The same meeting also produced a fourth-place overall result in the EG Trophy heat.
These results establish that chassis 2210270 was not simply a period entrant but a competitive car with a documented class victory and further podium and top-five results.
The 1974 appearances also place the car in the period when the BMW CSL was becoming one of the principal forces in European touring car racing.
The competition between BMW and Ford was particularly intense, with both manufacturers and their associated specialist teams investing heavily in engine development, chassis engineering and aerodynamics.
1975–1976 – Continued European competition and Group 5 development
Chassis 2210270 continued to compete during the middle of the decade, with its specification evolving as the regulations changed.
By 1976, the car was running in Group 5 over-3-litre specification and was fitted with a BMW M49/3 four-valve competition engine of approximately 3,496cc.
This represented a significant development from its earlier 3.5-litre Group 2 configuration.
The four-valve M49 racing engine was among BMW's more sophisticated competition power units of the period, developed to produce the performance required for international racing.
Nürburgring 1000 Kilometres – 30 May 1976
The car was entered for the Nürburgring 1000 Kilometres in Group 5 over 3 litres.
The recorded driver line-up was:
Graziano Cancian / Manfred Verkühlen / Friedhelm Theissen
The BMW was entered with its 3,496cc M49/3 four-valve engine.
Although the race ended in retirement following an engine problem, the entry is an important part of the chassis's documented competition record.
The Nürburgring 1000 Kilometres was one of Europe's major international endurance events, attracting a wide range of factory-supported and privateer competition machinery.
Zeltweg Six Hours – 27 June 1976
Less than a month later, the BMW appeared at the Zeltweg Six Hours in Austria.
Again driven by Cancian, Verkühlen and Theissen, the car was entered in Group 5 specification.
It qualified 19th but retired during the race following a fire.
The Nürburgring and Zeltweg appearances demonstrate the continued development and use of the chassis in major international endurance competition, several years after its initial racing debut.
They also document the transition from its original Group 2 specification into the more advanced Group 5 category.
1979–1985 – American IMSA competition
In 1979, following its European racing career, chassis 2210270 was sold by Graziano Cancian to Peter Herke in California.
Herke undertook a substantial conversion of the BMW for American IMSA racing.
The car was rebuilt into a more extreme Group 5 silhouette configuration, incorporating substantially widened bodywork and revised aerodynamic treatment.
Its appearance became considerably more aggressive than the earlier European Group 2 CSL, reflecting the technical freedoms permitted under the Group 5 regulations.
The conversion gave the BMW a similar visual character to the heavily developed CSL competition cars associated with American racing operations such as Vasek Polak.
Under Herke's ownership, the BMW continued competing in IMSA events during the early 1980s.
Riverside Six Hours – 26 April 1981
One of its documented American appearances was the Riverside Six Hours in California.
The car was entered in the IMSA GTO category as number 5.
Drivers: Peter Herke / Dieter Schulz / Reinhard Riedel
Having qualified 56th, the BMW finished 27th overall.
This result is notable given that the chassis was already approximately nine years into its competition life.
Further American records include an entry at Laguna Seca in May 1981, where the car was listed in the GTX category but did not start, and a subsequent Riverside entry in April 1984.
Its American competition history reportedly continued until approximately 1985.
The IMSA period is an important part of the car's provenance, extending its racing history beyond the European DRM and touring car championships and documenting its development into a later generation of competition specification.
1985–2007 – Preservation and BMW Motorsport anniversary
Following the conclusion of its American competition career, the BMW remained in Peter Herke's ownership.
The car was retained rather than dismantled and was subsequently used selectively for historic appearances.
In 1992, it was reportedly invited to participate in the twentieth-anniversary celebrations of BMW Motorsport at Sebring.
For the occasion, the car was repainted in BMW Motorsport colours.
The appearance marked its association with the wider history of BMW's competition programme, which had begun with the establishment of BMW Motorsport GmbH in 1972.
Herke retained the BMW until 2007, giving the car a substantial period of continuous ownership following its European racing career.
The car was then offered for sale, leading to its return to Europe and a comprehensive restoration.
Restoration to Group 2 specification
Following its return to Europe, chassis 2210270 was acquired by James Hanson of Speedmaster, with the intention of restoring it to the Group 2 specification associated with its early Graziano Cancian racing period.
The work was entrusted to QM Engineering, operated by Roger King, whose previous experience included work with Broadspeed.
The restoration involved a complete dismantling and substantial rebuilding of the car.
A major part of the project was reversing the changes undertaken during the American IMSA period.
The fibreglass front-end structure fitted for Group 5 competition was removed and replaced with a steel front section appropriate to the intended Group 2 configuration.
The bodywork was returned to the earlier CSL competition style, with its characteristic widened arches and period aerodynamic treatment.
A fully welded FIA roll cage was installed as part of the restoration.
The project was intended to return the car to a historically appropriate European specification while incorporating the preparation and safety equipment necessary for modern historic competition.
Importantly, the Group 5-style bodywork associated with the American racing period was retained and accompanies the car separately.
This preserves a physical connection with both principal phases of its competition history.
2011 onwards – Return to historic racing
In 2011, chassis 2210270 was acquired by Richard Meins, an established historic racing competitor.
The car returned to competition in Masters Historic events, including appearances at the Donington Historic Festival in 2011 and 2012.
This marked its return to active racing following the extensive restoration.
In 2015, the BMW changed hands again through historic competition car specialist Gregor Fisken.
Subsequent ownership included further significant mechanical preparation, with Formula GT in Munich identified in previous sales records as having undertaken substantial work.
This included attention to the engine, suspension and braking systems.
The car has subsequently been maintained in its restored Group 2 specification.
Current specification and condition
Chassis 2210270 is currently presented in its earlier Group 2 racing configuration, reflecting the period in which it was campaigned by Graziano Cancian.
Its specification includes a period-correct 3.5-litre, 12-valve BMW competition engine, rather than the later four-valve Group 5 configuration used during the 1976 season.
The engine has completed less than two hours of running since a full rebuild.
The car retains the characteristic wide-body CSL competition appearance, with period-style aerodynamic treatment, competition suspension and braking equipment.
The restoration and subsequent mechanical preparation have been undertaken by recognised historic racing specialists.
An FIA Historic Technical Passport is valid until 2029, providing the basis for consideration for relevant historic racing events, subject to the regulations and acceptance criteria of individual organisers.
Documentation and accompanying equipment
The car is offered with an extensive history file covering its European and American competition careers.
The accompanying material is reported to include:
Period race programmes, results and competition documentation.
Historical photographs showing the car in different racing configurations.
Documentation relating to its European DRM and touring car career.
Material covering its subsequent American IMSA competition history.
Restoration and mechanical preparation records.
FIA Historic Technical Passport, reported valid until 2029.
Two sets of BBS-style competition wheels in gold and silver finishes.
Group 5-style bodywork from its American competition period, stored separately in a flight case.
The retained Group 5 bodywork is a notable addition, providing a direct link to the car's IMSA development and allowing both phases of its competition history to be documented.
Historical significance
The importance of chassis 2210270 lies in its original competition history and the continuity of its development.
Its racing career began in 1972, during the formative years of BMW's CSL competition programme.
It was developed into 3.5 CSL specification in 1973 and competed in European touring car racing, with a documented class victory at Zolder in 1974.
By 1976, it had progressed into Group 5 specification and participated in major endurance events at the Nürburgring and Zeltweg.
Its subsequent export to the United States led to a further programme of development for IMSA racing, including a classified finish at the Riverside Six Hours in 1981.
The car's competition career therefore spans approximately thirteen years and two continents.
It also records the involvement of several established BMW racing specialists, including FALTZ, Schnitzer and Benedens Automobiltechnik.
Following its retirement from contemporary competition, the car was preserved, returned to Europe and restored to its earlier Group 2 configuration before resuming historic racing.
Unlike a modern CSL recreation or a road-going E9 subsequently converted for competition, chassis 2210270 has an identifiable period racing career supported by recorded entries, results and historical documentation.
Its history covers the evolution of BMW touring car competition from the early DRM period through the more extreme Group 5 regulations and into American IMSA racing.
Summary
1973 BMW 3.5 CSL – Chassis 2210270
A period BMW E9 competition chassis originally prepared by FALTZ in 1972 and developed into 3.5 CSL specification in 1973.
Raced extensively by Graziano Cancian in European touring car and DRM competition, with documented results including a class victory at Zolder in 1974, followed by Group 5 appearances at the Nürburgring 1000 Kilometres and Zeltweg Six Hours in 1976.
Exported to the United States in 1979 and converted for IMSA competition under Peter Herke, including a 27th-place overall finish at the Riverside Six Hours in 1981.
Subsequently returned to Europe and comprehensively restored to its earlier Group 2 configuration by QM Engineering, with further specialist mechanical preparation and appearances in Masters Historic racing.
Now presented in Group 2 specification, with a recently rebuilt 3.5-litre engine, extensive historical documentation, FIA HTP and the retained Group 5-style bodywork from its American racing period.
A documented, period-raced BMW CSL with European DRM, international endurance and American IMSA history.