For those who watched the ETCC in the 70s, the E9 was a popular and prominent car on the grid. Whether it was the bright orange Jägermeister, the green Gösser Beer, or the white BMW factory team cars, they all displayed fantastic-looking liveries. Yet, when visiting historic racing events nowadays, your eye might be drawn toward cars that stand out even more: cars that proudly show off their unique designs. One such car immediately drew our attention: showing bold white- and red lines on a dark blue base, Simon’s car is a modern approach to what could perfectly fit amongst the grid of the 70s. But before we can understand the car, we have to understand the man behind the wheel. And that story begins just after the CSL’s dominant years in the ETCC had finished.

WHAT IS A CSL?
“Well, what is a CSL?” Simon replied to Chris’s question about whether he’d like him to build one. “Genuinely! I’d been to historic paddocks, but mainly the ‘60s, not the ‘70s. So, when Chris asked me if I wanted him to build me a CSL, I genuinely had to look it up. I didn’t know what the E9 was, but once I did, I went down to meet Chris straightaway. In Alex’s workshop, I saw chassis 998, saw it racing at Spa, and I got the point.” Chassis #2275998, now owned by the Australian Adrian Brady, is one of four BMW Group 2 works cars from the ’73 ETCC, driven by the formidable duo of Dieter Quester and Toine Hezemans, and went on to win the 24 Hours of Spa (amongst multiple other podiums that season).

Simon returned to Chris the following year. “I said to Chris, ‘Okay, alright, go on then. How much will this cost?’ His reply was he could build me a car for X, forgetting to add that it would be multiples of X in front of it! I said yes”. With the pair now in business to rekindle Simon’s racing career, the search for a suitable bodyshell began.

In 2016, Simon found himself a CSi near Silverstone, just north of Milton Keynes, in a Polish guy’s workshop. “A very nice young man and it was for sale by a chap who dabbles in selling and buying E9s. He sold me the chassis for £15,000, and then I had to spend another 15k on it to get a perfect shell. All of this was done in the workshop of this brilliant young Polish engineer called Darius. It was beautifully done despite the inevitable struggles. Do we put the exhaust tunnel in, do we not? But he produced a wonderful bit of metalwork, and all his work was first class.” Once the chassis was finished, Chris had to decide whether to build a standard ‘72/’73 CSL or something else. “But by then, it was way too late”, Simon says.

“I had seen the Hezemans CSL with the 24-valve M49 engine, the ’74 group 2 suspension design… I’d seen how the CSL had evolved over the years. In my heart, I’d set upon 998 as the model for me. But I didn’t want to go and buy an existing one because, by then, I knew what racing was like. I didn’t want to risk an expensive second-hand car to go racing with because there’s too much at stake. It’s got to be right in your head, not someone else’s, and I was doing it to participate in race weekends.” Simon did have one important rule, and Chris completely agreed. “It has to be clean, no garish pipes and Aeroquip hoses or modern steering wheels. Don’t make it look silly, but make it look sleek and honest.”

ONE BIG PUZZLE
Having watched 998 on track, as well as many other E9 racers, it dawned on them that someone was making parts for those brand-new CSLs. “We soon realised that a single name stood out in this paddock, this man called Cristian Traber. We tried emailing him, but we didn’t get very far. So, my wife and I got in the car and drove to Circuit Paul Ricard. We parked the car and found his lorry in the paddock, where I sat waiting for him. I finally met him, introduced myself and explained what I wanted to do.” Luckily, Christian was absolutely charming and gladly offered to help Simon. “He said, ‘Well, alright, meet me at Munich airport in four weeks. We’ll agree on a date, and I’ll show you the man making all of these parts.’ So, Chris and I agreed to meet him at the airport, where Christan had hired a big Audi and welcomed us. Little did we know he was driving us to meet Franz Ostermaier, whose ordinary job is making machine tools, but he makes BMW parts on the side part-time.”

For those who have not heard of the name Ostermaier, he’s a true legend within the historic BMW racing scene. His workshop is nestled between two giant BMW factories, and he’s authorised to build these replica parts. “We met Franz, and it became obvious that his hobby, I suppose, is recreating kits for people to build race cars. But he isn’t doing this for racing them; he just loves the racing, he loves the cars, and he’s got a collection we can debate another day. He basically builds all the parts needed in kit form for people to build their own replica E9 race cars.” They agreed to buy a set of parts which are now part of Simon’s car, constituting things like the gear lever, gear knob, throttle pedals, footrests, wings, fibreglass moulds, rear suspension, front suspension, and brakes. “He’d created and machined these callipers from a single lump of pure aluminium block. In the end, we probably bought nearly 400 parts from Franz. Not all at once, but in steps, including the M49 cylinder head. We’re still putting the engine together; it was supposed to be ready for the Silverstone Festival.”

There is so much choice, and because these cars are strictly regulated by the FIA, you have to select the model you’re trying to replicate from an early point on. “There were two cars being built to go racing with, not to be put in a museum. None of them are owned by ordinary people, I have to say, but by those with the budgets to do so. I think it’s probably pushing the budget too far for me, but the interesting thing is that we all seem to choose the same core path to building these cars, and they all have the later Group 2 parts on them.” On one of his trips to meet Franz, Simon happened to time his visit by pure chance to coincide with Franz working on the Artist’s Proof of the ’75 Calder Art car for Alexander’s grandson, the original which is in possession of BMW Group Classic. “I spent two hours staring at this car; underneath, in the boot, under the bonnet, the engine… It all clicked. What I have now is not quite the same because the difference is still the M49 engine, which hasn’t been fitted yet. I spent so much time looking at that car that it became the model for mine. As you know, the Calder Art car displays the number 93, and that’s why I now use the same number.” Interestingly, the original Calder Art car is VIN 2275992, not 93…

One of Simon’s instructions to Chris was not to build a copy of an existing car; instead, he wanted something unique. “In 2016 or 17, I saw photographs from a celebrated photographer called Jayson Fong, who’d taken pictures of the red MGB racing at Spa when we did the 6hr race that year. I sent him a note saying his photos were brilliant and I’d love to buy some, how much do you want for them? I got to know Jayson and discovered he studied industrial design in Sydney. Anyway, we slowly became friends, and he has used the red MGB to get his racing licence and has done a few races in it since.” Realising the importance of the final livery of the car, mainly because it’s the only way for a team & driver to differentiate themselves from the rest of the field. The problem, however, comes in that even the final paint scheme has to be approved by the FIA, so you can’t just come up with random designs. “I didn’t want to build a copy or a copy of a copy; I’m not interested in that degree of authenticity. For me, the authenticity was starting from scratch, keeping Chris employed, and creating something new. So, we went to Jayson and asked him if he’d like to design a livery for the car.” Jayson didn’t hesitate for one moment and soon got to work. Starting with a few basic designs consisting of similar lines and shapes as the Frank Stella art car, Jayson was instructed to come up with something that could’ve been done in the ‘70s. After all, the FIA would have to approve it. “He used a gaming platform; I can’t remember the name, that had a model of the CSL in it and overlayed the liveries to give a real sense of what the car would look like on track. After five months and many different designs, we agreed on what you see on the car now. It was the closest we could come to what someone might have done in period as an amateur team.” Normandale, based in Daventry, did the final paintwork. “You could argue whether the design we picked is right or wrong, but I think it’s right. Did you know the blue is actually Porsche blue and not BMW midnight blue?”

TIME TO HIT THE TRACK
Finally, September 2020 arrived, and after four years of hard work, it was time to take the car out onto the track. “We brought the car down to Snetterton for a shakedown, but it was Chris who got the actual first drive of the car. After all, he had been responsible for its creation.” The car performed fantastically, and soon, it was time for Simon’s first race.

“I went out here at Silverstone during my first race, and it was wet. I’d never experienced this before, and the grip levels were far higher than I thought. That was quite something; I never thought I’d leave the track on a flatbed. I was trying to take avoiding action on an M3 and I thought I’ll get him at the corner there at Brooklands. Unfortunately, I gave it slightly too much throttle and spun it into the wall. I couldn’t do anything, but it was a great experience. Since then, we’ve had two good races this year, both in the dry, although at Spa, the heavens opened just as we finished.”

Thankfully, it’s not accidents that form the memorable moments. “Spa this year was great, and we got invited to Le Mans last year. Sadly, we didn’t go because it was just too last minute. But it’s definitely on the cards to do, hopefully next year.”

Those who have been to any of these historic racing events will know, and for those who haven’t yet, we asked Simon to describe what it’s like. “Meeting the guys and the few ladies that do participate is fantastic. It’s being part of these weekends that’s the fun. It’s a good atmosphere, and everyone gets on; they’re there to have fun. The crowds at these events have always been impressive; it’s amazing to see how many people turn up with genuine interest. It’s a good time for me to relax and switch off a little bit.” And that’s probably the thing: the fact that everything is accessible and open to everyone. There is so much to look at, and there’s something going on almost every weekend.

But even here, there is the obvious consideration of sustainability. “People always complain, and organisers are constantly trying to improve. We’re using different tyres, and synthetic fuels are already being introduced. But despite these changes, I think the future of classic car racing is still there. I mean, there are thousands of people participating every weekend. So, I think we’ll move on to more classes being introduced to include modern classics or even cars that aren’t classics yet.” At the end of the day, it all comes down to this endless circle, a catch-22 almost. “As long as organisers keep putting these races on, people will come, and car owners will join. And as long as the people keep turning up, the more it pays to organise these events. So, hopefully the legacy will continue to be preserved, and people will continue to support it.”

A VIEW ON THE FUTURE
“I plan on continuing to do the Peter Auto events and MRL (Motor Racing Legends) now that the ownership has changed. We’ll see what happens after that. But definitely bigger events, and that’s a point you can’t ignore. I don’t feel like turning up at Snetterton with this car; it’s too small. It doesn’t feel like the sort of circuit you want to take the CSL to. It’s a big car for big events, which restricts my enthusiasm for going to certain places. The E9 was always raced on big tracks like Silverstone. That’s just how I feel; it doesn’t stop me from taking it to places, but I’m not sure I want to race it at every track.”

As for the car’s future plans, it sounds like the final product is in sight. “As for my car, it’s finished. We’ve just got one more step to go, which is to put the M49 engine in. Then we’re really done. After that I hope to race it for another few years. Whether I’ll be wasting in my 70s, I don’t know, but I’ll keep it for as long as I can. Try to keep it clean and maintained as best as I can, you know, look after it. Then again, Chris has always been keen to build another for me, but if there were to be another, it would have to be a Porsche 934. We’ll see.”

We then arrived at the inevitable question: what happens then?

“Once you get hooked to a car like this, I can only imagine selling the car for financial reasons, but I don’t want to. I mean, it’s been a late-year project so far. I’ve kept others for decades; I’ve shared the red MGB with Andrew for nearly 35 years. We’ve had great fun, many weekends away with my father, friends, and family. They have been good, good weekends, and they bring people together. So, I wouldn’t want to sell it. Any of them, for that matter. My kids? I’ve got two daughters – no interest at all. And my son, he’s got a vague interest, but I don’t think any of them will want it.”

Thankfully, until that day comes, he is keen to keep racing his CSL and sharing it with us as much as possible. Whether that is on the track during the historic racing weekends or on display at events, it makes little difference to him. “At the end of the day, it’s a testament to his (Chris’) workmanship. It’s the effort that’s involved in making these cars, and there’s a lot of work that goes into them. The paint, the design, thinking of all the bits that get bolted on, Franz’s work on the suspension, the engine building, the gearbox, all the efforts. A lot of man-hours… It’s a lot of man-hours, isn’t it?”

A FEW WORDS OF WISDOM
After reading Simon’s story, it is hard not to see the appeal to start racing (historic) cars. But for most of us, it’s difficult to grasp where to start, let alone be successful. “If you’re going to get into it, start with a ‘60s car, like the MGB. It’s simple and a lot cheaper. Even modern classics like the Ford Fiestas or the Mazda MX5 are brilliant cars and great for racing. The problem is that you can’t do it all yourself, even if you know what you’re doing and are able to maintain them. Racing involves hours and hours of testing, commitment, and a big budget. If you’re nervous about doing it, then don’t do it at all. The costs do matter, whether you like it or not.” Costs have always been a big factor in historic racing, especially when driving cars that require one-off parts to keep them running. To that extent, many of the series have introduced policies where you are responsible for 50% of the repair costs if you’ve caused an accident, in addition to financing the repairs to your car. Historic racing is a gentleman’s sport; there’s no pressure, and everyone is there to enjoy themselves.”

It’s not just the racing that gives Simon a thrill. “Helping other people to go racing, helping Jayson and Chris to take their test in the red MGB; It gives me pleasure to watch others have a go.”

CONCLUSION
Simon’s creation is a testament to the decades of blood, sweat, and tears by an entire generation of engineers, designers, drivers, and spectators. What started with small motorbikes in his younger years eventually blossomed into building a one-of-a-kind racing CSL that all of us can enjoy in our own way. Whether you appreciate the work that has gone into it, love to relive the early days of racing, or want to see the speed monsters that put BMW back in the eye of the public during those days, historic racing events are the place to be. Whichever side of the track you find yourself on, the community is one big family, and we can all be a part of it in our own capacity. And while you’re there, don’t forget to say hi to Simon and Chris. We’re confident they’ll be happy to share more with you than we could in this feature.

SPECIFICATIONS
The story wouldn’t be complete without an overview of the car, so Chris and Simon have kindly provided us with a detailed list of what’s been put together to build this unique car.

Body

• Period correct Gr2 aero kit
• Aluminium bonnet, boot, and doors
• Lightened door frames
• Electric windows with lightened mechanisms
• Custom paint scheme

Powerplant

• M32 straight 6 cylinder, 12 valve, 3,498cc bore, 94×84 stroke
• Kügelfischer injection with slide throttle induction
• Bespoke 2x 60L fuel tanks
• Mounted to chassis rather than subframe
• Custom aluminium radiator

Drivetrain

• Getrag 5-speed dogleg with direct top
• LSD plate type with 3.73:1 ratio

Suspension

• Replica of ’75 Gr2 spec
• Aluminium front uprights
• Coil over rear dampers and springs
• Centre lock hubs with larger bearings
• Bespoke front subframe with steering rack
• Uprated anti-roll bars front and rear
• Fully rose-jointed suspension mounts
• Rear beam with modified pick-up points
• Bespoke rear trailing arms

Brakes

• AP closed back calipers front
• ATE period correct calipers rear
• Vented discs all round

Wheels

• BBS centre lock wheels
• 16” x 11 front , 16” x 13 rear
• Interior
• Period correct steering wheel
• Period correct fibreglass interior panels
• Flocked fibreglass dashboard
• Period correct gauges
• Centre console with trip fuses
• FIA roll cage
• LifeLine fire suppression system
• Sparco Bucket seat and 6-point harness