I have to say, we didn’t get on very well because, I think, we were too similar. “I was not really happy at BMW and I had conflict with my boss and Paul Rosche. However, Baretzky and Rosche’s personalities would often clash, sowing the seeds for his move to Audi. He went on to work as project leader on the then revolutionary engine installation for the Brabham BT55, which canted the motor over to improve flow to the rear wing.

“That year was the first and only time in my professional career when we really celebrated a victory, for three days continuously!”īaretzky the project leader for novel engine position in the Brabham BT55 It was a successful year and BMW became world champions.” Recalling the post championship revelling, he says. “I was the second designer, of two, can you imagine that these days? I was responsible for the turbocharger and intake, it was a very complex system – mechanical, not electrical – but quite old fashioned. After almost a year developing the road car powertrain, he moved to BMW’s Formula 2 engine program, and then, in January ’83, was placed on the Formula 1 project. Real work commenced in short order and his first project was working on the then all-new M5 engine. I thought if it continues like this, I will be an alcoholic, but not a designer.”

My friend told me to bring the design work to the BMW interview.”Īt the time, Paul Rosche was head of BMW Motorsport, “he looked at my project and said, ‘when can you start?’” Initial impressions were promising, “when I arrived, it was Rosche’s birthday, so we immediately left the office and returned eight hours later drunk. One of my university projects was designing and doing the calculations for an engine, it was a horrible engine – based on the Rover 3500 inline six. “I went in the mechanical engineering direction with my studies and a friend said they were looking for a designer.

Ulrich beierlein audi