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|Base = [[Hinwil]], Switzerland<br>[[Munich]], Germany
|Staff = [[Mario Theissen]]<br>[[Peter Sauber]]<br>[[Willy Rampf]]<br>[[Willem Toet]]<br>[[Andy Cowell]]
|Drivers = {{flagicon|DEU}} [[Ernst Klodwig]]<br>{{flagicon|FRA}} [[Marcel Balsa]]<br>{{flagicon|DEU}} [[Günther Bechem|"Bernhard Nacke"]]<br>{{flagicon|DEU}} [[Rudolf Krause]]<br>{{flagicon|
|Debut = [[1952 German Grand Prix]]
|Races = 72
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Following the commencement in {{F1|1977}} of [[Renault F1|Renault's]] Formula One project with a [[turbocharger|turbocharged]] engine and increasing success thereafter, BMW decided to develop its own turbo engine for the sport, a programme which it announced to the media in April 1980.<ref name="MSpg44">Doodson (2009), p. 44.</ref> The engine was based on the [[BMW M10|M10]] unit, a four-cylinder, 1.5-litre, [[Naturally-aspirated engine|normally aspirated engine]] that had originally been designed in the late 1950s. Its racing derivative, the [[BMW M12|M12]] had also been used in racing throughout the intervening period, winning races in [[Formula Two]] and other categories.<ref>Bamsey et al (1988), p. 49.</ref> In {{F1|1979}} and {{F1|1980}}, BMW provided a fleet of identical [[BMW M1|M1]] cars for Formula One and other professional drivers to race in the [[BMW M1 Procar Championship]], the rounds of which were held during Grand Prix race weekends, thus strengthening the marque's ties with the sport. At the same time, [[Jochen Neerpasch]] oversaw the development by [[Paul Rosche]] of a prototype 1.4-litre turbo engine, which soon developed 600 bhp at a pressure of 2.8 bar. It was equipped with a single [[Kühnle, Kopp & Kausch]] (KKK) turbocharger and [[Robert Bosch GmbH|Bosch]] electronics, including fuel injection. This engine formed the basis of the M12/13 design, the race unit that BMW ultimately supplied to five teams from 1982 to 1988.<ref name="1000pg50">Bamsey et al (1988), p. 50.</ref>
Initial discussions were held with double World Champion [[Niki Lauda]] and [[McLaren]] on the subject of a 1980 campaign, but the BMW board denied Neerpasch's request for the programme. Neerpasch then left his position to join the French [[Talbot (automobile)|Talbot]] marque, which was also planning to enter Formula One, in this case with the [[Equipe Ligier|Ligier]] team. Neerpasch had arranged the sale of Rosche's M12/13 engine to Talbot, but Rosche and Neerpasch's successor, [[Dieter Stappert]], successfully protested to their board that such an undertaking deserved full works commitment, particularly as the fact that M12/13 was derived from a production road car engine meant that potential success could be extremely valuable to BMW from a marketing and sales point of view. BMW thus negotiated an exclusive supply of M12/13 engines to the [[Brabham]] team.<ref name=1000pg50/>
Testing of the M12/13 got underway in late 1980 with a [[Brabham BT49]] chassis converted to accept the engine. The team's designer, [[Gordon Murray]], designed a new car, the [[Brabham BT50|BT50]] for the engine, but it was not completed until well into the {{F1|1981}} season. The BT50 featured a longer wheelbase and a larger fuel cell than the BT49 to accommodate the requirements of the more powerful turbo engine, and was also one of the first Formula One cars to feature onboard [[telemetry]] as a means of monitoring the engine's fuel injection.<ref name=1000pg50/> The team's lead driver, [[Nelson Piquet]], tested the BT50 throughout 1981, but the car proved chronically unreliable until Bosch introduced a digital electronic management system at the end of the year, which immediately improved the situation.<ref name=MSpg44/> The BT50 made a solitary race weekend appearance at the [[1981 British Grand Prix]], where Piquet set a qualifying time 0.7 seconds slower than his effort in the [[Cosworth DFV]]-powered BT49. The BT50 handled poorly but recorded {{convert|192|mph|km/h}} through the speed trap, some {{convert|15|mph|km/h}} faster than the BT49.<ref>Hamilton (ed.), p. 161.</ref> Meanwhile, Brabham won the Drivers' Championship with Piquet, who drove the BT49 throughout the season.<ref name="1000pg51">Bamsey et al (1988), p. 51.</ref>
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Brabham began the [[1982 Formula One season|1982 season]] with two BMW-powered BT50 chassis at the [[1982 South African Grand Prix|South African Grand Prix]], where Piquet and Patrese qualified second and fourth respectively, but retired early in the race. Team principal [[Bernie Ecclestone]] was under pressure from the team's title sponsor, [[Parmalat]], to defend Piquet's championship, and opted to race with the Cosworth-powered BT49 chassis at the [[1982 Brazilian Grand Prix|Brazilian Grand Prix]], which Piquet won but was later disqualified for circumventing the minimum weight limit by running "water-cooled brakes". Both drivers also raced the BT49 at the [[1982 United States Grand Prix West|Long Beach Grand Prix]], and the team boycotted the [[1982 San Marino Grand Prix|San Marino Grand Prix]] as part of the ongoing [[FISA–FOCA war]]. For the following race, the [[1982 Belgian Grand Prix|Belgian Grand Prix]], Piquet and Patrese switched back to the BT50, but Piquet finished three laps behind the winner and Patrese retired. As the relationship between Brabham, BMW and Parmalat became strained, Ecclestone was forced to compromise, with Piquet continuing development of the BT50 whilst Patrese raced with the Cosworth chassis. At the [[1982 Monaco Grand Prix|Monaco Grand Prix]], Patrese won, whilst Piquet was more than two seconds slower in qualifying and retired from the race. The nadir of BMW's Formula One involvement thus far came at the [[1982 Detroit Grand Prix|Detroit Grand Prix]], where engine reliability problems prevented Piquet from qualifying.
[[File:Piquet - Brabham-BMW BT 54 1985-08-02.jpg|thumb|right|The association between BMW and Brabham lasted from {{F1|1981}} until {{F1|1987}}.
BMW's fortunes suddenly improved, however, at the next race in [[1982 Canadian Grand Prix|Canada]], where the cool conditions suited the turbocharged engines and allowed Piquet to lead home Patrese (still in the BT49), to record BMW's first Formula One victory. For the remainder of the season, both drivers raced with the BT50, and used Murray's radical strategy of a planned pit stop for refuelling midway through the race to run at the front of the field on numerous occasions. The car was still unreliable, though, restricting Piquet and Patrese to just four further finishes before the end of the season. The BMW engine's competitiveness was shown by the fact that Piquet retired from the lead of the [[1982 British Grand Prix|British]], [[1982 French Grand Prix|French]] and [[1982 German Grand Prix|German]] Grands Prix, whilst Patrese likewise retired from the lead of the [[1982 Austrian Grand Prix|Austrian Grand Prix]]. Patrese also secured BMW's first fastest lap at the French Grand Prix, whilst Piquet took the marque's maiden [[pole position]] at the Austrian race.
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===Williams (2000–2005)===
{{further|
After a ten-year absence from [[Formula One]], BMW began evaluating a return to the sport in the late 1990s. In {{F1|1998}}, the marque signed a contract to supply the [[
BMW's E41 engine was ready to compete in the [[2000 Formula One season|2000 season]], fitted in the [[Williams FW22|FW22]] and driven by [[Ralf Schumacher]] and [[Jenson Button]]. Schumacher scored a podium finish in the engine's first race, and added two more during the course of the season. A series of consistent points-scoring finishes meant that Williams finished a competitive third in the Constructors' Championship, some distance behind the dominant [[Scuderia Ferrari|Ferrari]] and McLaren teams, but ahead of engine manufacturers with more recent experience.
[[File:Ralf Schumacher Indianapolis 2003.jpg|thumb|right|
After the relatively conservative E41, BMW designed the more aggressive P80 engine for {{F1|2001}}, a basic type number that was maintained for the remainder of the company's involvement in Formula One. The engine immediately proved to have a significant power improvement, and propelled Schumacher and new teammate [[Juan Pablo Montoya]] into contention for race victories. In all, the two drivers scored four race wins, but lost other opportunities through unreliability and racing incidents. The [[Williams FW23|FW23]] chassis also lacked the ultimate downforce to compete with the Ferrari and McLaren drivers at every circuit, although it was the class of the field at "power circuits" such as [[Hockenheimring|Hockenheim]] and [[Autodromo Nazionale Monza|Monza]].
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|Long_name = BMW Sauber F1 Team
|Logo = [[File:BMW Sauber F1 Team logo.png|250px|BMW Sauber F1 Team logo]] |
|Base = [[Hinwil
|Founders =
|Staff = [[Mario Theissen]]<br />[[Peter Sauber]]<br />[[Willy Rampf]]<br />[[Mike Krack]]
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| Last race = [[2009 Abu Dhabi Grand Prix]]
}}
BMW bought
The team scored two podium finishes and came fifth in [[2006 Formula One Season|2006]], its first season in Formula One. This was followed by a second place in [[2007 Formula One Season|2007]] after the McLaren team had been excluded from the championship. [[Robert Kubica]] took the team's only Grand Prix victory at the [[2008 Canadian Grand Prix]]. Following a poor {{f1|2009}} season, BMW withdrew from Formula One and sold the team back to founder [[Peter Sauber]].
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[[File:Nick Heidfeld Hungaroring.jpg|thumb|left|[[Nick Heidfeld]] took the team's first podium finish at the [[2006 Hungarian Grand Prix]].]]
Villeneuve scored the team's first points with a seventh-place finish at the [[2006 Malaysian Grand Prix|Malaysian Grand Prix]], after Heidfeld retired from fifth with an engine failure late in the race. Over the first two thirds of the season the drivers picked up points with a succession of seventh and eighth-place finishes, plus a fourth-place finish for Heidfeld at the [[2006 Australian Grand Prix|Australian Grand Prix]]. The team ran a radical "twin towers" aero enhancement on the front of the car for the [[2006 French Grand Prix|French Grand Prix]], which was meant to improve the flow of air over the top of the chassis.<ref>{{cite news|title=Villeneuve sets Magny Cours pace|publisher=[[BBC Sport]]|work=news.bbc.co.uk|url=http://news.bbc.co.uk/sport1/hi/motorsport/formula_one/5180074.stm|date=2006-07-15|access-date=2008-04-14| archive-url= https://web.archive.org/web/20080311082841/http://news.bbc.co.uk/sport1/hi/motorsport/formula_one/5180074.stm| archive-date= 11 March 2008 | url-status= live}}</ref> The parts were promptly banned by the [[Fédération Internationale de l'Automobile]] (FIA) as they were adjudged to impede the drivers' vision and thus compromise safety.<ref>{{cite news|title=BMW ordered to remove nose fins|publisher=[[BBC Sport]]|work=news.bbc.co.uk|url=http://news.bbc.co.uk/sport1/hi/motorsport/formula_one/5214166.stm|date=2006-07-26|access-date=2008-04-15}}</ref>
Heidfeld scored the team's first podium finish at the [[2006 Hungarian Grand Prix|Hungarian Grand Prix]] from tenth on the grid. This race also saw the début of [[Robert Kubica]], who replaced Villeneuve after the latter had crashed heavily at the preceding [[2006 German Grand Prix|German Grand Prix]]. Kubica finished seventh, although he was later disqualified after his car was found to be underweight. The official reason for Villeneuve's absence was that he was recovering from his previous accident, but the team later announced that the driver change was permanent.<ref>{{cite news|title=It's the end of the road for Villeneuve|publisher=The Times|work=timesonline.co.uk|url=http://www.timesonline.co.uk/article/0,,5923-2302408,00.html|date=2006-08-07|access-date=2008-04-15 | location=London|first=David|last=Robertson}}</ref> Kubica scored BMW Sauber's second podium finish of the season at the [[2006 Italian Grand Prix|Italian Grand Prix]], after running in third place for most of the race and leading briefly during the first round of pit stops while Heidfeld finished in eighth. The team scored a total of 36 points to finish fifth in the Constructors' Championship, an improvement on Sauber's eighth position with 20 points in {{F1|2005}}.
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On 15 September 2009 it was announced that BMW Sauber had secured a buyer, [[Qadbak Investments Limited]] which said to represent European and Middle Eastern interests. However [[Lotus F1 Racing|Lotus]] had been given the 13th and final slot in the 2010 Championship. The team were awarded what was termed a 14th entry, which hinged either on another team dropping out or all the other teams agreeing to allow 28 cars to enter the 2010 Championship.<ref>{{cite news|url=http://news.bbc.co.uk/sport1/hi/motorsport/formula_one/8256739.stm |title=BMW F1 team secures Swiss buyer |work=BBC News |date=2009-09-15 |access-date=2011-08-10}}</ref><ref>{{cite news|url=http://www.autosport.com/news/report.php/id/78656 |title=BMW expects team to race in 2010 |publisher=Autosport.com |date= 2009-09-15|access-date=2011-08-10}}</ref>
On November 22, Swiss newspaper SonntagsZeitung revealed that Qadbak's attempt to purchase the team had failed as it did not have the necessary funds. Qadbak turned out to be a [[Shell (corporation)|shell company]] with no assets and no investors behind it.<ref>[http://www.sonntagszeitung.ch/home/artikel-detailseite/?newsid=108305 SonntagsZeitung], 2009-11-22</ref> On November 27, 2009, it was announced that [[Peter Sauber]] would repurchase the team conditional upon the team receiving a FIA entry for the 2010 season.<ref>{{cite news | url = http://www.autosport.com/news/report.php/id/80350 | title = BMW sells F1 team back to Peter Sauber | publisher = Haymarket Publications | work = autosport.com | author = Pablo Elizalde | date = 27 November 2009 | access-date = 2009-11-28| archive-url= https://web.archive.org/web/20091130021829/http://www.autosport.com/news/report.php/id/80350| archive-date= 30 November 2009 | url-status= live}}</ref>
==Formula One customer engine results (1952–2005)==
{| class="wikitable"
|-
!
|-
| {{flagicon|GBR}} [[Frazer Nash]] || {{F1|1952}} || 0 || - || - || 0 || - || -
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| {{flagicon|GER}} [[Hans Klenk]] || {{F1|1954}} || 0 || - || - || 0 || - || -
|-
| {{flagicon|FRG}} [[BMW|Bayerische Motoren Werke]] || {{F1|1967}}–{{F1|
|-
| {{flagicon|GBR}} [[Lola Cars|Lola Racing Ltd]] || {{F1|1967}} || 0 || - || - || 0 || - || -
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| {{flagicon|GBR}} [[Benetton Formula|Benetton]] || {{F1|1986}} || 1 || [[1986 Mexican Grand Prix]] || [[1986 Mexican Grand Prix]] || 2 || [[1986 Austrian Grand Prix]] || [[1986 Italian Grand Prix]]
|-
| {{flagicon|FRA|variant=1974}} [[Equipe Ligier|Ligier]] || {{F1|1987}}† || 0 || - || - || 0 || - || -
|-
| {{flagicon|GBR}} [[Williams F1|Williams]] || {{F1|2000}}–{{F1|2005}} || 10 || [[2001 San Marino Grand Prix]] || [[2004 Brazilian Grand Prix]] || 17 || [[2001 French Grand Prix]] || [[2005 European Grand Prix]]
| |||