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This article was first published in 2004.
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Those who were not invited read it in the papers: On the morning of
9 July 1929, BMW announced
in full-page advertisements that it had started business as an automobile
manufacturer. A small car with the type designation 3/15 PS was presented to the
guests invited to the new BMW sales premises in
Berlin’s city centre. People
quickly created a new name for this car: Dixi.
The Dixi: "Bigger inside than outside"
The newcomer’s two-door body was made entirely of steel, a world-first in
this segment. The Dixi was driven by a water-cooled four-cylinder power unit
displacing 750 cc and delivering a maximum output of 15 bhp. The frame consisted
of ordinary pieces of pressed sheet metal which were riveted together. The front
and rear axles were so-called rigid axles. “Bigger inside than outside” became
the advertising slogan for the BMW program.
The 3/15 PS, however, was not developed by BMW alone. Originally, the persons
responsible at BMW had quite a different model in mind. Between 1918 and 1928
very different prototypes had been under consideration and BMW had developed
small, medium-sized and big cars, some of them featuring a transverse front
engine or front-wheel drive. But in 1928, the Board decided to produce under
licence an already finished and very promising model. Finally, the Dixi 3/15 PS
was chosen, which had also been built under licence in Eisenach and had been a
genuine reproduction of the Austin Seven, a straightforward small car with a
four-cylinder engine and the looks of a fully-fledged automobile. This
Austin development had been produced
in England since
1922 and been inspired by the famous Ford T model.
Before BMW replaced the centaur with the blowing mane adorning the radiator
grille with the white-blue badge, the car’s technology was brought up to date.
As time was pressing – other carmakers had already launched new small cars – the
engineers confined themselves by and large to creating an all-new body. At that
time the first all-steel bodies were manufactured by Ambi-Budd on behalf of
several companies at the large Berlin-based body factory. And this was precisely
the bodywork the first BMW was to get.
The first BMW built in Berlin
Based on the small Rosengart car produced under licence in
France, the
engineers developed a new all-steel body. BMW rented a factory building from
Ambi-Budd in Berlin and used it as
a production site for the first BMW saloon. As early as March 1929, the first
BMW 3/15 PS models left this plant, which was situated near the old airport
Berlin-Johannisthal, and stored for later distribution to the BMW dealers.
The modern BMW 3/15 PS was received well by the public. And it immediately
hit the headlines: in 1929, right after its launch, BMW won the international
five-day tour of the Alps covering all major alpine
passes. Thanks to its reliability, fuel economy and reasonable price, more and
more people decided to buy this car: A fuel consumption of six litres/100
kilometres made this car an economic means of transport (even more economic than
the train). And even back then it was possible for customers to pay by
instalments the price of 2,000 Reichsmark for the entry-level version. The BMW
was therefore considerably more affordable than a comparable Hanomag model and
obtainable at the same price as the then bestseller, the German Opel
“Laubfrosch” (tree frog).
Shortly after the presentation of the two-door model, the production of a
touring version was taken up in the
Eisenach plant. The body, however,
was conventionally built, being a construction made of wood/steel covered with
artificial leather. Until the spring of 1930, BMW expanded its portfolio of
small cars by further variants such as a two-seater sports version, a two- and a
four-seater convertible and the “express van”. Later, BMW added to its product
range the “Wartburg” sports car (with a maximum output of 18 bhp) and a coupé.
With the addition of the Serie DA 4 in 1931, the model series received a
technological and visual facelift.
Almost 16,000 units followed the first car, shown here at the factory doors.
3/20 PS: The first true BMW
In 1932, the first true BMW came to market. The 3/20 bhp was again launched
as a closed two-door version, as an open touring model and a four-seater
convertible. The new car had hardly anything in common with the Dixi: Featuring
a double-tube frame, a swing axle and an independent front suspension, the car
offered just the same driving feel as a big car. With the new 3/20 PS, engineers
developed not only a new car, but also a new engine in around one year.
In Eisenach they concentrated on
building the body, while in
Munich they focussed on developing
the four-cylinder power unit. The new engine, developing 20 bhp from a cubic
capacity of 782 cubic centimetres, featured overhead valves and ran much more
quietly than its English predecessor. Moreover, the new body offered increased
comfort. More than 7,000 units were produced. At the same time, however,
engineers in Munich and
Eisenach were thinking about a
vehicle with an increased output, intended to boost turnover.
303: The first BMW featuring a
straight-six power unit
In 1933, BMW presented the BMW 303, which marked the beginning of a
long-standing tradition of BMW six-cylinder engines. The 303 was the first
automobile to feature a distinguished “kidney” grille. The newly devised
1.2-litre straight-six power unit turned out to be an extremely quiet and beefy
powerplant, which developed a maximum output of 30 bhp and made the four-seater
as fast as 90 km/h (56 mph).
The 303’s cubic capacity, however, was not sufficient to position the car in
upmarket segments. Displacement was therefore increased from 1.2 litres to 1.5 litres,
and then to 1.9 litres and 45 bhp. This is how the 319, measuring 3.9 metres in
length, came into being. This model already featured automatic radiator grille
slats and hydraulic telescopic shock absorbers. The engine excelled through
running smoothness, low vibrations and excellent pulling power.
326: BMW takes the lead
On 15 February 1936 BMW
caused a sensation at the International Motor Show in
Berlin: The BMW 326 celebrated its
debut as BMW’s stylistically and technologically innovative flagship model. The
BMW engineers had created an all-new mid-size car, using a newly developed
low-bed, box-type chassis with a low-torsion and noise-reduced rear axle, and a
lower-mounted transverse leaf spring on the front axle.
The BMW 326 was available as a saloon, a two-door and four-door
convertible.
The 326 was one of the most modern cars of its time. It was the first BMW to
sport a streamlined body, a hydraulic braking system and a concealed spare
wheel. The car featured a 2-litre six-cylinder engine with two carburettors,
whose power of 50 bhp was transmitted to the wheels in 1st and 2nd gear by a
partially synchronised four-speed transmission with freewheel. Top speed was reached at 115 km/h (71
mph).
The 326 met with much enthusiasm. With almost 16,000 units sold, this model
was the best-selling BMW before the Second World War. Nevertheless, this 2-litre
car remained an exclusive choice. The two-door convertible, for example, cost
6,650 Reichsmark. In comparison, the projected Volkswagen was to be sold at
1,000 Mark, a price the majority of people could not afford to pay.
328: A sports car becomes a
legend
The launch of the 326 in 1936 was soon followed by yet another sensation on
the Nurburgring race track on 14 June, when the brand new BMW 328 made its first
public appearance: “It’s amazing what Henne gets out of this new 2-litre engine.
What superb acceleration! He shoots off down the long straight and into the
turns and bends of the circuit... this sports car is faster than any other car
with a super-charged engine! With a clear lead Henne reaches the finishing
line...”
What the “Motorwelt” described so enthusiastically was the result of a rapid
development. The engineers, mechanics and designers of the BMW development
department in Munichhad little time
and money to create this sports car. They had to focus on the essential, and
perhaps this is precisely what made this car so successful. Within a short while
the BMW 328 acquired a dominating position in its class, often even
outperforming competitors with significantly more power. A maximum output of 80
bhp at a weight of only 830 kg helped the elegant series-production version of
the roadster to develop impressive power.
Between April 1936 and September 1939, 464 units of the BMW 328 were
produced. By 1940 this sports car had participated in 172 national and
international races, achieving 141 victories in the process, many of which were
legendary such as the overall victory and the team victory in the 1940 Mille
Miglia race. Featuring the special roadster and coupé body by Carrozzeria
Touring of Milan, the 328 did the
1,000 miles at an average speed of 166.7 kilometres per hour (104 mph). The thin
aluminium skin of these “Superleggera” bodies was directly fixed to the
delicate, load-bearing tubular space frame, giving the coupé a weight of only
780 kg and a top speed of 220 km/h (137 mph).
335: Superior touring car for the newly built
motorways
By the end of the ’30s the Bayerische Motoren Werke, BMW for short, had
become one of the most prestigious manufacturers of automobiles in
Germany. Within
only ten years BMW managed to turn from a producer of an ordinary small car
under a licence agreement into a manufacturer of automobiles, who offered a wide
range of sporting cars to most discerning customers. When in 1937 BMW ventured
into the luxury performance segment with the launch of the 327, a sports
convertible, which was soon followed by the introduction of an elegant coupé
version, a big and prestigious saloon was the only model not yet included in
BMW’s portfolio.
At the turn of the year 1937/38, BMW decided to develop the four-door 326
instead of designing a new saloon from the ground up. In 1939, the 335 was
brought to market, a larger version of the 326 with an extended wheelbase and a
new 3.5-litre six-cylinder engine. The car was primarily intended to be driven
on the new motorways at high speeds. The engine, whose side camshaft was driven
by spur gears instead of a roller-type chain, produced 90 bhp and the car had a
top speed of 145 km/h (90 mph). The torsion springs sat longitudinally on the
rigid rear axle and the car featured for the first time a 4-speed fully
synchronised gearbox.
However, on 1 September the Second World War broke out, provoked by
Hitler.
501/502: “Baroque angel” with six or
eight cylinders
It was hard for BMW to make a new beginning after the war as the company had
lost its Eisenach plant. It was not
until 1951 that BMW presented a new model at the Motor Show in
Frankfurt: The 501. The “baroque angel”, as it was dubbed
because of its curved design, offered a myriad of technological refinements. The
responsive chassis was much applauded. Even the transmission location was
unusual - instead of being directly flange-mounted to the engine, the 4-speed
fully-synchronised gearbox was situated underneath the front seats and was
connected to the power unit via a short articulated shaft. This layout had the
advantage, amongst other things, of not requiring that the engine mounts be
designed to cope with the maximum transmission torque. Therefore, the engineers
were in a position to create an extra smooth engine suspension. The six-cylinder
power unit, a modified version of the 326’s engine, delivered 65 bhp and behaved
impeccably, excelling in the 501 through its running smoothness.
Three years later the “baroque angel” created a sensation: When the BMW 502
debuted at the 1954 Geneva Motor Show, pundits enthusiastically welcomed the
world’s first series-production light-alloy engine and the first German
eight-cylinder engine in post-war history: “The new eight-cylinder V engine in
lightweight design by BMW is probably the finest example of engineering
excellence ever seen, be it in Europe or in the US”, rejoiced the car magazine
Motor-Revue.
BMW Isetta: Mobile in any weather
It goes without saying that the majority of the general public could not
afford exclusive vehicles such as these. At the beginning of the ’50s, when the
economy was gradually recovering and people were financially better off, demand
for motorized vehicles of all kinds began to boom. The significant improvement
of living conditions was coupled with a rise in demands with respect to the
vehicles’ standard and “weather-protection” features. While not too long ago
people had been happy riding a motorbike, possibly equipped with a sidecar,
people changed their attitude and no longer wished to wear heavy,
weather-resistant clothes. Instead, they wanted to get from A to B without
getting wet.
This is why the BMW Board decided to include in its portfolio a marketable
mini-car. Searching for the right concept, which would be suitable for
production under licence, BMW engineers visited various Automobile Shows. In
Turin they ran into the avant-garde
Isetta made by Iso of Milan. At first sight, the Isetta had a most unusual
appearance with its door at the front, side-mounted 2-stroke engine and the
narrow rear track, but the BMW engineers recognised the bubble-shaped vehicle’s
potential. The loud and weak 2-stroke engine could easily be replaced by a
low-noise BMW motorcycle engine and at least the passengers sat next to each
other like in a “real” car. A unique feature was the door at the front, which
would swing open together with the steering wheel and the dashboard, enabling
the passengers to more or less “walk straight into the vehicle”.
When the first BMW Isetta was finally presented to the press at the Tegernsee
in the spring of 1955, there was much astonishment. With a great deal of
attention to detail, BMW had modified and improved many visual and technological
features of the Italian original. New headlights and a new front lid had brought
new looks to the body, and a motorcycle engine producing 12 bhp and displacing
250 cc gave the Isetta a top speed of slightly more than 80 km/h (50 mph). This
unusual-looking vehicle was well received by the public. It was just the right
time for launching an unconventional vehicle. The Italian flair added much to
the Isetta’s success as the first wave of holiday-makers was heading south.
As early as 1955, about 13,000 Isettas left the
Munich plant. Whilst the sale of the
Iso Isetta was sluggish in
Italy, sales
figures in
Germany soared to
nearly 40,000 in the 1957 record year. Meanwhile, a more powerful variant
displacing 300 cc and producing 13 bhp, a modernized body and special versions
such as a convertible, a tropical variant and even a mini van were launched.
Along with the Glas Goggomobil, the Isetta bubble car became the most successful
vehicle of its kind in
Germany.
Elegant post-war sports car: The BMW
507
While the BMW 328 sports car was a forerunner, another two-seater sports car
treaded all-new paths in terms of design and elegance in the mid ’50s: The BMW
507. When Graf von Goertz unveiled his interpretation of an open two-seater
sports car in New York in 1955, he
not only presented a new car but also set the benchmark in terms of design.
Elongated side lines, a curved body and a seemingly never-ending bonnet were the
characteristic features of this dream car’s timeless design.
A short while later, the two-seater, which was technologically based on the
502 featuring a V8 engine, also caused a sensation at the Frankfurt Motor Show.
The further development of the prototypes leading up to series production was
very time-consuming. It was not until 1956 that a variant of the light-alloy V8
power unit with a maximum output of 150 bhp was completed.
Depending on the transmission, the sports car reached a top speed of up to
200 km/h (124 mph). At a price of DM 26,500 plus an extra DM 1,000 if a hard top
was ordered, customers received a sports car with ample space and a bodywork
which is still considered to be one of the finest of all times. The list of rich
purchasers comprised numerous celebrities in
Germany and
abroad, such as Elvis Presley, the “King of Rock ’n’ Roll”. Up until 1959 no
more than 253 BMW 507 roadsters were produced, 251 of which featured a standard
body. Two cars had bodies made by Loewy and Michelotti respectively. Most of
these legendary sports cars exist still today.
700: The man in the street’s dream
car
The economic miracle at the end of the ’50s also involved rising demands of
prospective purchasers. The time of spartan small cars was over and customers
called for real cars. BMW reacted to this trend, launching the 600 model in
1957, an extended Isetta with a two-cylinder flat engine fitted at the rear. As
early as 1959, the curved four-seater was superseded by a much more modern
construction, whose pontoon body was for the first time self-supporting: The BMW
700.
The 700 quickly made a name for itself, due in particular to its robustness,
later becoming famous in popular motor sport. “The BMW 700 coupé with its 30 bhp
two-cylinder engine offering an equal amount of interior space and enhanced
road-holding reaches the same top speed, identical acceleration rates and
certainly higher average values than its legendary predecessor”, official
announcements said. The flyweight (640 kg) actually eclipsed the competitors in
its class right from the beginning. This is why people called the small car
featuring a rear engine in the 40 bhp sports version “working-class Carrera”.
The following comparison of November 1962 shows that this car was very
favourably priced: The convertible cost DM 6,950, heating inclusive, making it
DM 1,250 cheaper than an open Volkswagen Beetle. An open Karmann Ghia was priced
at DM 9,500.
Next week: the last 40 years
