Giuseppe Lucchini entered motorsport in the late 1970s working with Osella, then moved to Mirabella Racing, overseeing campaigns in the Italian Group 6 Championship and the World Endurance Championship. In 1983 he formed his own team, naming it after Brescia's original Latin designation. Brixia Motor Sport initially campaigned an Alfa Romeo GTV6 in the Italian Rally Championship, later switching to a Lancia 037 in 1985 before returning to Alfa Romeo in 1987 with the Alfa Romeo 75 in the World Touring Car Championship and Italian Rally Championship.
When Alfa Romeo withdrew from the World Touring Car Championship after 1987, Lucchini negotiated with Dallara owner Giampaolo Dallara to produce a Formula One chassis. The team was renamed BMS Scuderia Italia, with Dallara listed as the constructor for championship purposes, and former Scuderia Mirabella owner Vittorio Palazzani appointed as sporting director.
The team entered Formula One in 1988 with a single car for Italian driver Alex Caffi, powered by a Ford DFZ Cosworth V8. The Dallara F188, designed by Sergio Rinland, arrived late, forcing the team to bring a Formula 3000 car to the opening round in Brazil. Caffi qualified for fourteen of sixteen races and recorded a best finish of seventh in Portugal.
In 1989, Andrea de Cesaris joined Caffi in a second entry. Caffi earned the team's first points finish with fourth at Monaco, while at the Canadian Grand Prix de Cesaris took a podium in third and Caffi scored sixth — giving the team points with both drivers in the same race. The combined eight points placed Dallara eighth in the Constructors' Championship.
The 1990 season brought no points, with the team completing only seven of sixteen races. For 1991 Lucchini replaced de Cesaris with Jyrki Jarvilehto, better known as JJ Lehto, and switched from Cosworth to Judd V10 engines. Lehto earned the team's first points of the year by finishing third at the San Marino Grand Prix. Emanuele Pirro added a sixth at Monaco, and Dallara again finished eighth in the Constructors' Championship.
In 1992 Lucchini secured year-old Ferrari V12 engines and hired Pierluigi Martini. Martini scored the team's only points with consecutive sixth-place finishes in Spain and at San Marino. For the final season in 1993 the team switched to Lola Cars chassis while retaining Ferrari engines and signed Michele Alboreto and rookie Luca Badoer. The Lola chassis proved uncompetitive and the team struggled to pre-qualify regularly under grid limitation rules. Financially strained by the end of the year, BMS Scuderia Italia withdrew from the final two rounds in Japan and Australia.
At the close of 1993, Lucchini and Giancarlo Minardi agreed to merge their teams for the 1994 season. The combined venture continued to score points in 1994 and 1995 before Lucchini chose to exit and concentrate BMS Scuderia Italia on other programs.
When Formula One ended, Nissan approached the team to race Primeras in the new German Super Tourenwagen Cup in 1994. German Michael Bartels and Italian Ivan Capelli drove the first season, with the team expanding to three cars in 1995. Driver Keith O'Dor won the team's only race of that year at AVUS but was killed in a collision during the second race at the same circuit that weekend. The team scaled back its Super Tourenwagen involvement through 1996 and eventually departed the series. A brief return to the Italian Superturismo Championship with Alfa Romeo 155s in 1998 did not continue into 1999.
BMS Scuderia Italia moved into sports car racing with a Porsche 911 GT1 for the 1997 FIA GT Championship. The team recorded a best finish of sixth at Helsinki and entered the 24 Hours of Le Mans for the first time, finishing eighth overall.
The team returned to sports car racing in 1999 with Ferrari 333 SP prototypes in the Sports Racing World Cup, winning at Autodromo di Pergusa and finishing second in the Teams Championship. Similar results followed in 2000, with a class win at Spa and another second in the Teams Championship.
The FIA Sportscar Championship season of 2001 proved the team's breakthrough in sports cars. Christian Pescatori and Marco Zadra won the opening race, and BMS Scuderia Italia secured the Teams Championship by 22 points, with Zadra also taking the Drivers' Championship.
From 2002 the team moved back to the FIA GT Championship with Prodrive-built Ferrari 550 Maranellos. Andrea Piccini and Jean-Denis Deletraz won four races in 2002, and the team's dominance grew in 2003 when the Ferrari trio — running also under the Care Racing name — won eight of ten races, sweeping the top three positions in the Teams Championship. The team retained its title in 2004, highlighted by an overall victory at the Spa 24 Hours shared by Lilian Bryner, Enzo Calderari, Fabrizio Gollin, and Luca Cappellari. Bryner became the first female driver to win an international 24-hour event outright. Gollin and Cappellari took the Drivers' Championship that year.
In 2005 the team switched to the Le Mans Endurance Series and Italian GT Championship, winning Teams Championships in both. For 2006 and 2007 the team served as Aston Martin's primary factory representative in the FIA GT Championship under the Aston Martin Racing BMS banner, finishing second in the Teams Championship in 2006 despite recording no victories. The factory partnership ended after 2007, and BMS Scuderia Italia subsequently returned to privateering with Ferrari F430s in the GT2 category, recording second-place class finishes at Le Mans in both 2008 and 2009.