Thomas Ammerschläger - the BMW years

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Thomas Ammerschläger - the BMW years

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Created on February 21, 2020

Text:

Daniel Koch

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BMW AG

57

Thomas Ammerschläger

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Bruno von Rotz

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Archiv

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M3 press presentation Mugello, Thomas Ammberschläger with Markus Oesterreich and Otto Rensing (1986)

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M3 press presentation Mugello, Thomas Ammerschläger with Peter Flohr (1986)

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Thomas Ammerschläger at the Oldtimer Grand Prix (2012)

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Thomas Ammerschläger with Paul Rosche (2012)

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Thomas Ammerschläger: 25 years of M3 in Ascari Spain (2010)

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Wolfgang Peter Flohr, Niki Lauda, Thomas Ammerschläger (1986)

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BMW M3 Convertible (1987) - This car was exhibited at the IAA 1987

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Model of a BMW M3 Convertible at Thomas Ammerschläger (2019)

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BMW M3 E30 (1985) - at the first presentation

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BMW M3 E30 (1987) - angular design and clearly visible wings

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BMW M3 E30 (1987) - Widened fenders, a sloping rear window and spoiler distinguish the fastest M3 from the other E30s

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BMW M3 E30 (1990) - externally, the Sport Evolution version differed only slightly from the tamer variants

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BMW M3 E30 (1985) - also available in black

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BMW M3 E30 (1987) - transverse may not be faster, but it's more fun

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BMW M3 (1986) - Press presentation in Mugello

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BMW M3 E30 (1987) - Road and racing version side by side

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BMW M3 E30 (1987) - road and racing version

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BMW M3 E30 (1987) - was also available as a convertible, but never as a station wagon

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BMW 325 iX Cabriolet (1987) - one-off, built for a Swiss customer

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BMW 325iX E30 Convertible one-off (1987)

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BMW M3 E30 (1988) - angular convertible of the eighties

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BMW M3 E30 (1987) - View into the engine compartment of the road and racing versions

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BMW M3 E30 (1990) - View into the engine compartment of the Sport Evolution version

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BMW M3 E30 (1990) - Engine of the Sport Evolution

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BMW M3 E30 (1985) - the engine defines the car

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BMW M3 E30 (1987) - the four-cylinder engine

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BMW M3 E30 (1985) - the distinguishing feature

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BMW M3 (1987) - the rear window was flatter than on the weaker series versions

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BMW M3 (1987) - The 5000th series BMW M3 is christened by Roberto Ravaglia and Annette Meeuvissen

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BMW M3 (1987) - standard BBS alloy wheels

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BMW M3 (1988) - even in road trim, the E30 M3 is one of the fastest of its time

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BMW M3 (1988) - the basis for motor racing

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BMW M3 (1988) - in the circle of its weaker series variants, including the Cabriolet, Touring and Sedan versions

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BMW M3 E3 DTM (1991) - Altfrid Heger during the DTM Nürburgring 1991

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BMW M3 (1987) - Robert Ravaglia in the World Touring Car Championship at Round 8 in Bathurst (Australia)

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BMW M3 (1987) - Was immediately successful

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BMW M3 (1987) - Roberto Ravaglia in Jarama

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BMW M3 (1988) - Roberto Ravaglia in a BMW M3 at the Nürburgring DTM race

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BMW M3 E30 (1992) - 24 Hours of Spa-Francorchamps

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BMW M3 (1986) - Group A prototype in Misano

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BMW M3 E30 (1989) - DTM Roberto Ravaglia

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BMW M3 E30 (1989) - DTM Roberto Ravaglia

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BMW M3 Sport Evolution racing version (1988) - in racing livery

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BMW M3 (1987) - BMW on the road to success - Team Linder with European Championship title

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BMW M3 (1989) - Victory at the Nürburgring 24 Hours - Altfrid Heger, Fabien Giroix and Roberto Ravaglia in the Schnitzer BMW

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BMW M3 E30 (1987) - in rally use at the Tour de Corse

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BMW M5 (1988) - With Niki Lauda at the wheel

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BMW M5 3.5/3.8 24V - 315/340 hp (DIN) fuel injection

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BMW M5 E34 (1988) - the second generation of the M5

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BMW M5 (1992) - as a sedan and station wagon

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BMW M5 (1992) - E34 top model in wintry surroundings

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BMW M5 (1995) - next to the BMW 2500 of the seventies

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BMW M5 (1990) - hardly distinguishable from its weaker brothers

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BMW M5 (1992) - E34 sedan between the Pilons

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BMW M5 (1992) - agile and easy to handle

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BMW M5 (1992) - fast version of the E34 on a test drive

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BMW M5 (1992) - Drivers particularly enjoyed driving it

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BMW M5 E34 (1988) - the advertising from back then shows its qualities

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BMW M5 (1990) - the engine of the most powerful 5-series E34

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BMW M5 (1992) - Advertising - could size M5 fit you?

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BMW M3, M3 Convertible, M5 (1988) - Beautiful assembly

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BMW M3 Gr.A, M3, M5 (1988) - In best company

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Summary

In the first two parts of the Ammerschläger trilogy, we reported on the NSU and Ford years. In the third and final part, we tell the story of the BMW M3 of the E30 series, which was considered the most successful sports car in the world at the time. Thomas Ammerschläger provides exciting insights into the racing scene at the time, and talks about clear regulations, which were interpreted individually, and about the successes and drivers. In passing, we learned that the convertible version came about by chance and what this had to do with a Swiss customer. The M5, which was also created in the team with Thomas Ammerschläger, was also part of our research. At the time, the trade press unanimously described it as the best four-seater sports sedan money could buy.

This article contains the following chapters

Off to Munich!
Searching for a production facility
Unconventional engine choice for the M3?
High-revving engine
Modifications compared to the more tame E30 models
Exclusive sports car
At the start of the 1987 season
Safety aspect
Regulations exhausted
From victory to disaster
Major success despite initial adversity
Successful project
M3 convertible thanks to a Swiss customer
Small series
M5 Sedan
Brake cooling
Applause from the car testers
Niki Lauda was delighted
The customer was king
High profile visit
Change at the top
Chassis specialist Ammerschläger
Happy end to a successful career

Estimated reading time: 13min

Preview (beginning of the article)

Part 1 of the Ammerschläger triology tells of the NSU years, and in part 2 we look at the Ford years . In the third part, you can read about the exciting time at BMW, during which the legendary M3 was created, among other things. At the beginning of 1985, Thomas Ammerschläger received a request from BMW to take over the technical management of vehicle development and production at BMW Motorsport GmbH. According to a resolution passed by the Board of Management, BMW Motorsport GmbH was to be expanded into a high-performance development company and, according to an internal paper, an innovative top vehicle engineer was sought for this purpose, "And that was apparently to be me", as Thomas Ammerschläger recounts with justifiable pride. "So I moved to Munich on April 1, 1985. That must have been a bit quick, because when I arrived there in Preussenstrasse, there was no office yet, so I spent the first few weeks with my desk in the empty showroom," he says today with a grin. "The M3 project had been approved by the Board of Management for some time, engine development was already underway and there were already some prototypes," says Thomas Ammerschläger about his start at BMW.

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