Between 2003 and 2005, BMW released the first 15 Art Cars (at the time, this encompassed the entire series) as 1:18 scale miniature diecast vehicles, manufactured by Minichamps. The first two to be released were Alexander Calder’s BMW 3.0 CSL and Jenny Holzer’s BMW V12 LMR. The Art Cars were sold through BMW Automobile Dealerships, select Museum shops, as well as directly from BMW. Initially 3,000 copies were to be produced with an MSRP of $125 (now $145) each.

It was in 1975, when Poulain commissioned American artist and friend Alexander Calder to paint the first BMW Art Car. This first example would be a BMW 3.0 CSL which Poulain himself would race in the 1975 Le Mans endurance race.[1] Since Calder’s work of art, many other renowned artists throughout the world have created BMW Art Cars, including David Hockney, Jenny Holzer, Roy Lichtenstein, Robert Rauschenberg, Frank Stella, and Andy Warhol. To date, a total of 16 BMW Art Cars, based on both racing and regular production vehicles, have been created. The most recent artist to the join BMW Art Car program is Olafur Eliasson in 2007 with his “frozen” vision of the Hydrogen Powered H2R.[2] Artists for the BMW Art Car Project are chosen by a panel of international judges.

According to Thomas Girst, who has been in charge of the BMW Art Cars project since 2004, the purpose of the project has changed over time: “In the beginning the cars were raced. There wasn’t much of a public relations effort around them… Since then, some of the Art Cars have been used in advertisements to show that BMW is a player in the arts. With the Eliason work, part of what we are doing is raising awareness of alternative and renewable energy sources.

Debuting at the 1998 24 Hours of Le Mans test day in May, the two V12 LM chassis set times which were not favorable, their best lap placing them 11th behind factory entries from Porsche, Toyota, Nissan, and Mercedes-Benz, all of which were running grand tourer-style cars instead of the theoretically faster Le Mans prototypes. By time qualifying for the race came around in June, the BMWs had improved to 6th fastest in qualifying, placing behind two Porsches, two Mercedes, and a Toyota.

Unfortunately, during the race both cars suffered quickly. Vibrations were detected in the drivetrains while at speed. In order to not risk catastrophic failure of the car at speed, the team quickly retired both cars from the event after they had only covered 43 laps for car #2 and 60 laps for car #1.

Following the teams dismal results at Le Mans, further testing found that the aerodynamics and cooling of the car were poorly planned, and that the car could only perform best if ambient temperatures were at ideal conditions. The team originally planned to enter the 1998 Petit Le Mans, but later declined. It was therefore decided that the two V12 LMs would be abandoned and that BMW, Williams, and Schnitzer would start anew in 1999 with the V12 LMR. The two V12 LM chassis were therefore sold off to privateers, with chassis 001/98 going to Thomas Bscher while chassis 002/98 was sold to Team Goh of Japan.

The E36 experienced enormous success in the market. It laid strong foundations for the success that the BMW E46 experienced in subsequent years.

Also known as the “Dolphin shape”, the E36 was sold from 1991 through 1999. It employed the “Z-axle” multilink suspension in the rear which had been proven in the Z1. DOHC engines were used across the range, with VANOS variable valve timing introduced in 1993.

The four-door E36 was sold from Autumn, 1991, in the United States but the E30 coupes were retained until well into 1992. The E36 convertible was delayed until 1994. The hatchback 318ti Compact was introduced in 1995, was very popular in Europe, but it was not very successful in North America. The BMW Compact was identical to the regular E36 sedan from front bumper to A-Pillar. Everything else was unique, namely its rear semi-trailing arm suspension, based on the old E30, instead of the Z-Axle Multilink employed in all other E36′s. The Z3 and M Coupe have similar rear suspension setups as well. The “Touring” station wagon was sold in Europe from 1995, but was not offered in the United States.

BMW released its E21 in the wake of the 1973 oil crisis, attracting customers seeking both prestige and economy, nearly doubling BMW’s worldwide auto sales figures in three years, and winning numerous automotive world awards and honors.

Three decades later, the 3 Series is still the best-selling of its class,as commonplace in Asia and America as in Europe, and it has even outsold some cheaper models, like Ford Mondeo in the UK.

While some argue that the popularity of the car had reduced its prestigious image, the 3 Series still remains the benchmark and its competitors are often judged on how close they come to this car.

The 3 series has also maintained BMW’s racing heritage. The M version of the 3 series, M3, debuted in 1988.

Between 2003 and 2005, BMW released the first 15 Art Cars (at the time, this encompassed the entire series) as 1:18 scale miniature diecast vehicles, manufactured by Minichamps. The first two to be released were Alexander Calder’s BMW 3.0 CSL and Jenny Holzer’s BMW V12 LMR. The Art Cars were sold through BMW Automobile Dealerships, select Museum shops, as well as directly from BMW. Initially 3,000 copies were to be produced with an MSRP of $125 (now $145) each.

Poulain commissioned American artist and friend Alexander Calder to paint the first BMW Art Car. This first example would be a BMW 3.0 CSL which Poulain himself would race in the 1975 Le Mans endurance race.Since Calder’s work of art, many other renowned artists throughout the world have created BMW Art Cars, including Andy Warhol, Frank Stella, Robert Rauschenberg, and Roy Lichtenstein. To date, a total of 16 BMW Art Cars, based on both racing and regular production vehicles, have been created. The most recent artist to the join BMW Art Car program is Olafur Eliasson in 2007 with his “frozen” vision of the Hydrogen Powered H2R.Artists for the BMW Art Car Project are chosen by a panel of international judges.

More akin to mainstream automotive periodicals than a newsletter, Roundel covers the history of the BMW marque, reviews current models and trends, offers articles on vehicle modification and maintenance, coverage of the organization’s club races and columns by notable authors, racing drivers and club officials. Local BMW CCA chapters publish newsletters to inform members about upcoming events.

In March 2002, the BMW CCA formed the 501BMW CCA Foundation, a charity aimed at preserving the history of the BMW marque in the U.S., the club’s history and to fund and operate what it terms the Driver Safety School Program, known more commonly as Street Survival, aimed at teaching young American drivers, age 16-21 the importance of safe driving through emergency and accident avoidance training conducted in their own cars by qualified volunteers and professionals.In 2007, 56 Street Survival schools were held across the United States, up from 34 in 2006.

BMW AG and its North American subsidiary, although there is a close working relationship, such as discounts on vehicles and parts provided to club members by the company. Currently headquartered in Greenville, SC, the BMW CCA is a not-for-profit corporation, governed by an elected board of directors that meets quarterly. Five Regional Vice Presidents, who serve on the board, represent the interests of the chapters. Each chapter is an independent corporation chartered by BMW CCA and operates within with minimum standards of service to the membership.

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