(first posted 1/3/2012) Risky business. That defines the car business, and never more succinctly so than in the case of this car. Rarely has a desperate last-minute gamble paid off so handsomely as the “Neue Klasse” BMW. The recent attempts to resuscitate Saab only brings that point home. Only in their wildest dreams (or hallucinations) could they have imagined turning their business around so quickly and definitively as this bold gamble of a car did for BMW. But having the guts and money to back the risk taking is only part of the equation. Most of all, it’s a matter of being at the right time with the right product, and having the smarts to recognize it. In 1962, the seemingly impossible wasn’t. Today? Good luck.
In 1959, BMW was about to be liquidated. It was then an unprofitable small maker of a very expensive large V8 sedan (502) and sports car (507), a tiny bubble-car (Isetta), and motorcycles. BMW was the very model of branding muddle, and it was crashing fast. Herbert Quandt’s family owned a 30% stake in BMW, and he was ready to throw in the towel too.
There was one ray of hope, the new 700, which went into production in 1959. Based on the odd Isetta-based four-passenger 600, but with a smart new (and conventional) three-box body designed by the Italian firm Michelotti, the rear-engine 700 sedan and coupe offered something a bit different in the class dominated by the VW Beetle. It was smaller than the VW, and had only a two-cylinder boxer derived from BMW’s motorcycles, but it was sporty and appealing, to some, anyway.
The 700 didn’t sell in any significant numbers (181 k in six years), but it generated enough enthusiasm among BMW’s dealers and shareholders to vote down an effort by Deutsche Bank to sell BMW to Mercedes, essentially a liquidation.
Quandt decided to invest further in BMW. It may have been the 700 as well as the pleading objections of the workforce and dealers. But the critical factor was likely seeing the early drawings for this very car; well, strictly speaking, the smaller engined but otherwise identical 1500 model. So against the recommendation of his bankers and advisers, he increased his stake to 50%, thus financing the new mid-sized sedan to production. That bold gamble made his family one of the richest in the world. And this car created the whole modern BMW legacy, the proto-Bimmer. It’s the first, if not the ultimate driving machine.
That’s not to say that the BMW 1500/1800 was all that radically new in concept. It borrowed heavily from two other sedans that had identified a substantial niche for a family-sized sedan with sporting ambitions. Alfa Romeo had been at it since the mid-fifties with their popular Giulietta. But that wasn’t exactly mainstream family fare in Germany back then. But the Borgward Isabella (above) most certainly was.
Appearing in 1954, the Isabella was a very modern and highly regarded sedan with a lively OHC 1500 cc engine, and slotted in just below Mercedes’ solid but stolid 180. When the higher output (75 hp) TS model appeared in 1955, the formula for the future BMW 1500 crystallized: OHC four, independent suspension all-round, and a harmonious balance of performance, handling, room and affordability.
Unfortunately, the Isabella had early teething problems, and the unforgiving Germans punished Borgward. In 1961, Carl Borgward’s whole empire (including Lloyd) was forced into a highly controversial bankruptcy, because it turns out the firm may not really have been truly insolvent. There have even been rumors that the Quandts might have played a role in that.
Coincidentally, or not, the first BMW 1500 rolled off the lines in 1962, about the same time the last Isabellas were rolling off theirs. Borgward enjoyed a reincarnation in Latin America of sorts, but the new BMW was happily embraced back home. It hit the sweet spot, and just at the right time. Germany’s Wirtschftswunder was in high gear, and a growing number of VW owners were ready, willing and able to move up a step or two. The BMW 1500 was there to accommodate both their driving ambitions and family hauling requirements, given that the two-car family was still a distant concept.
The 1500 featured a family-friendly tall and boxy body, with plenty of room for Oma and the kids in back, and their luggage in the trunk. And of course, it featured the first use (on a BMW sedan) of that famous Hofmeister kink in the C-pillar that actually predates any BMW, having been seen at least as far back as the Kaiser. Neue Klasse styling certainly wasn’t particularly original, being another of so many copies of 1960 Corvair themes, except for that roof line and a few other details.
Suspension was by MacPherson struts in front, and semi-trailing arms in back, a formula BMW used as late as the nineties. And the over-square short-stroke SOHC hemi-head four was designed to accommodate future increases in size and power, although I doubt the engineers envisioned it putting out some 1500 horsepower in its turbocharged F1 evolution. Yes, that engine did use a block based on the production M10 engine, and won the 1983 GP championship.
The 1500 wasn’t exactly brimming with power, with all of 80 hp. Zero to sixty took some 15 seconds. But that was reasonably brisk compared to many cars of the times. And the engine was a masterpiece from the get-go, and revved happily to 6,000 rpm. But within a year, in 1963, the 1800 came along with bigger bore and a longer stroke to generate 90 hp. Its improved torque and all-round performance balance hit the right note, and quickly made the 1800 the most popular of the Neue Generation BMWs. A 1600 variant took over the weak-chested 1500 in ’64, and a more luxurious 2000 followed in 1966.
But the real fun started in 1964 with the 1800TI (touring international). Using a twin-carb setup and hotter cam developed by Alpina, it spun out 110 hp (124 SAE gross). And a racing-oriented 1800TI/SA with Weber side-drafts upped that to 130hp or more. The ad here says that 170 (SAE gross) was available with optional equipment. That’s highly impressive for the times. The whole sporting future of BMWs to come started with this 1800. And what a future that turned out to be.
I have noisy and vivid memories of these cars, riding in them and watching them race when I spent a long summer in Austria in 1969. The Bergrennen (mountain climbs) sent the 1800TI/SAs and their arch-rival Alfas tearing within reach of an outstretched hand through the tiny Alpine villages. No barriers of any kind; I can still feel my hair get blown by their draft, and the sound and smell of their hard-charging fours.
These Bimmers were ruggedly handsome, but not exactly graceful in the Italian idiom (which was largely defining beautiful cars at the time): mighty Germanic and a bit klunky. No wonder BMW had Michelotti style the smaller 1602/2002 a few years later. But they suited the needs of their time perfectly, offering maximum interior space for the least amount of weight and real estate. And they soldiered along until 1972, when their iconic successor, the 5 Series appeared. But the M10 engine stayed in production until 1987. The 2000 (above) was more commonly seen in the US. The US version had four headlights, and the Euro version large flush rectangular ones.
By 1963, the year the 1800 went into production, BMW was already well turned around, and paid its first dividend. And it’s never stopped. But anyone back then daring to imagine BMW someday outselling Mercedes would have been accused of having a psychotic event. Hallucinations, at the minimum.
Although I have known very little about them, I have always found these old BMWs very appealing. I love the “German-ness” of these cars, and can only imagine the solid feel of the door handle and the other controls. And I find them very attractive, although I have a thing for the utilitarian.
I have also never been well versed in BMWs early history, so this piece fills in some holes. An informative and enjoyable way to start the new year.
My mom’s 1800 wasn’t very appealing… maybe because of the Earl Scheib paint job… and my grandmother’s 2002 seemed quicker, lighter and was a lot more fun to drive… In contrast, the 1800 seemed ponderous… although we did get it up to 95mph on the Pacific Coast Highway! As for the BMW 1800 being the car that “saved” BMW: I always thought that honor belonged to the diminutive two cylinder BMW 700 micro car!
I had a ’73 2002 with a Weber carb on it. What a fun car that was to drive. Until someone hit me from behind on the Skyway Bridge in Hamilton ON. The insurance company wrote the car off. That was the end of my BMW experience. Great memories though!
In 1966, at the sub base in New London, we had a Captain attached to the squadron that drove one of these. He commuted to Rhode Island every day. We all thought his little puddle jumper was pretty cool but nothing like a GTO or other really hot car. We wouldn’t have shared the psychotic event mentioned above but the consensus was that the Captain and his little car had a pretty good thing going on.
At the time, I was more swayed by the economy and utility of my 66 beetle. Guess that’s a farm boy for you. Little did we know!!!
You know how some cars look better without their bumpers?
This isn’t one of them.
I was thinking that exactly. Gives it an ungraceful sort of receding chin-line.
I have fond memories of these cars. My parents bought a 1970 2000 in late 72 and it was the catalyst for my car enthusiasm. My reading ability had progressed to the point where I could understand Road & Track and Car & Driver, and we would actually go to races. Our local dealer (Foreign Car Clinic in Dobbs Ferry NY) raced a 1600 and a 2002 so we would go up to Lime Rock for the Memorial Day weekend IMSA races and also went to the first couple of Car & Driver Showroom Stock Challenge races in the fall. Ours was Navy Blue with a Black interior and coincidentally a teacher at my elementary school had a 2000 Automatic in the same colors (odd how slushboxes used to be exceptional). We kept it until 1977 when failing synchromesh, rusty fenders, and mom’s complaints about a heavy clutch led to it being replaced by a new Honda Accord, but give mom credit, the Accord was a 5 speed.
These cars and the two door 02 series cars are what I think of as true BMWs, serious driver’s cars that were affordable, not the latter yuppiemobile.
I remember Foreign Car Clinic in Dobbs Ferry, NY. They were the first to sell BMWs in Westchester County I believe. I recall seeing a fair number of BMW 2002s in my area for a number of years and that was before the BMW was a “yuppiemobile”. The earlier BMWs had a character to them that the present ones lack.
My 20-something self, a devoted reader of “Car & Driver” and “Road & Track”, had a huge case of automotive lust for a Bavaria or 2.8/3.0 CS all thru the 1970’s and early 1980’s.
Alas, a combo of tuition costs and other “Real World” expenditures made the above purchase a pipe dream.
But I could stare, lust and drool every time one drove by me, usually at wayyyy past the posted legal speed limit.
When the much-beloved-by-emerging-yuppies 3 series was borked out on the American auto enthusiast nation; my automotive love affair with BMW quickly faded.
As monumentally important as these cars were, BMW really hit their styling stride with the E3 sedans and E9 coupes as you mentioned. Rare as hen’s teeth today though–the only E3 I can remember seeing in the past 15+ years is one lone Bavaria I used to see around Durham a few years ago. I don’t know that I’ve ever seen an E9 outisde a car show.
I remember seeing a 1966 or ’67 on a small used car lot in Port Orchard in about 1970 or ’71 – the guy was complaining he’d gotten taken by the seller, didn’t realize the car was as old as it was. I probably didn’t get any points with him by pointing out that its license plates were obviously issued in ’67 or before – the big switch in Washington to reflective plates had happened in 1968. The car was mildly interesting to me, but I’d just gotten my 1967 383 Barracuda and wasn’t doing any real car-shopping.
I’m still trying to get it thru my THICK head, that WE GET NO POINTS for being smarter than the guy shooting his mouth off about something he doesn’t know as well as he thinks he/she does.
Do We get points for letting them know we think they are trying to BS- us?
It doesn’t pay to Correct, and Rarely does looking smarter help us.
You’d think I’d know this by now. I should.
Even, or should I say AT HOME this holds true, yet I can’t Stop myself it seems. ARGH… New Years Resolution – worthy?
Why is it that so many people are so attached to their ignorance? There should be a right way of pointing out what someone didn’t know so that they can take advantage of the information in the future.
An Iranian accountant once told me an old Persian proverb, “The wise man often loses the argument”.
Humility speaks louder than smarts. There are so many times I’ve wanted to correct someone, but I don’t because I would be ‘that guy’. I know a few belligerent anti-theists, who epitomize the term ‘obnoxiously aggressive smart-ass’. Nobody wants to hang out with them. Nobody.
Too bad the US-market 2000 didn’t get the flush rectangular lights, they really looked nice on it. These clean, no nonsense BMWs are much more appealing to me than most of the current ‘flame surfaced’ BMWs, although the recent 5 and 7 Series is thankfully moving away from that style.
Back in the 60’s , when I was a teenager, this was my absolute favourite car. The combination of Italian style and German engineering seemed a match made in heaven. The 6 volt electrics were the only feature I doubted.
Gorgeous little sedan.
While the majority of Americans were happily wallowing around in Impalas and Fairlanes in the mid 60’s, a few fortunate owners were enjoying the hell out of these little BMWs.
Even in the car savvy San Francisco Bay Area, Bimmers were really a novelty until the mid 70’s. Even then, there were 2 BMW’s to every 10 Benzes although the 2002s, 320s and 528/530s changed all that.
In high school this one young lady, Sylvia K, her old man was the head mechanic at German Motors (San Francisco). Her personal car was a ’57 Mercedes 220 her Dad fixed up for her. Chocolate with red leather seats and four-on-the-tree.
Love the old Bimmers. San Rafael’s “Auto Zentrum” carried BMW since, I believe, about 1966/67. My Dad had a friend who had a ’71 Bavaria. He came (fingers held together about 1 1/16″ apart) close to buying one as he loved the way that car drove and handled. Issue was headroom. Dad is 6’4″.
Strangely enough he decided the $7000.00 was better spent on an Oldsmobile Custom Cruiser Station wagon, vintage 1971. Just as well. Mom drove it into a pole a month after my Dad bought (the Olds). I think if the Old Man got the Bavaria, he never would’ve let my Mother drive it.
Aside from a couple of dissapointing Hyundais and a Grand Caravan that was totalled by a drunk, my Dad’s pretty much been a Honda man since 1980.
The Compromises your Dad made for his family!
The Olds Custom Cruiser must have had about the worst handling. YOur Mom may not have hit the same pole if her car had handled better.
pERHAPS Room for the kids to slosh around in the rear was not the responsible choice after all.
My first awareness at all of BMW, was several years after I had seen my First Iseatta.
I was maybe 8 in 1967, and I was on a Sleepover at a Friends’ house. His Dad was a Doctor and They Had Moved on Up, and out of our hood, to The Hood Where Connie Francis resided.
They Could have any cars they wanted, so WHY did they choose to own not only a rather fuddy duddy looking Mercedes Benz, Not even a Tailfin on it. But The Doctor was driving something that looked like a Corvair or a Rambler, yet They said it cost More than a Cadillac! What were they thinking? I recognized the snob appeal attitude they seemed to have about this rather plain looking economy car, that cost a fortune!
About 10 years later, my Brother was crazy about his Orange well worn Early round Tailighted version of the same car, a 1500 IIRC. I still didn’t get what was special. Soon that changed.
It was the GQ CAR apparently…
and as a college freshman in Boston, I sure knew that The kid who arrived with a 1978 BMW in greenish mettalic was THE kid 2 b seen with. I can only imagine John John drove one, rather than one of his uncles beloved Oldsmobiles.
Where I have lived , A Black BMW, a silver Mercedes, has been part of THE Right Outfit for most of the last 30 years. A safe choice to be part of the In Crowd.
I guess I’m just not into fitting in, I tend to not want what everyone thinks is cool, if only on principal. I would kind of like a nice BMW. Much more than any Mercedes. It speaks to me in a Way the others don’t.
What a timeless car. It’s hard to believe they made it 50 years ago.
Wow, what a piece! David E. Davis would’ve been proud of this writeup. Over-hyped BMW goodness. Plenty of room in the back indeed, with a 98in wheelbase. A `reasonably brisk’ ultimate driving machine. The engine is a masterpiece because it revs noisily to 6000rpm, generating p**s-poor power in the process, because slow revving engines can not be masterpieces. High RPM is as much a factor of better metalworking and small engine size as it is of engine design. Maybe the German metalworks were better. And this small, uncomfortable, underpowered car is so good we’ll over-price it, because it is *German*, no less. The looks, well, I agree that looks are subjective, but this car is *B*A*D*. The Corvair looks do not translate well to size reduction, which is taken to an extreme in the Sunbeam Alpine Imp. Compared to the Borgward Isabella, this car is really a piece. A Piece of S***, that is. No offence to Germans.
Underpowered compared to what? Sure, you could get a ’64 Mustang V8 for cheaper that would beat this car in a straight line, but I doubt BMW buyers were cross shopping this car with Fords back then.
If anything, the Mercedes 180/220 series would have been this car’s direct competition – and the top line Mercedes 220SE of the early 60’s did 0-60 in 14 seconds, slower than the BMW.
A test drive of a 6 year old 65 289 Mustang, with it’s darn-near-uncontrollable rear end sliding around in the rain that IS New Orleans, fading brakes and mail slot windows, convinced me that a slower but MUCH better handling & stopping ’67 Corvair Monza was a much better car for me.
Sam, you partially answered your question yourself. The ’64 1/2′ Mustang is indeed a larger, more comfortable, more powerful, better equipped, *much* better looking car with a wider dealer and service network, and was available at a considerably lower price. It would’ve been a no-brainer to pick up a Mustang instead of a BMW, as the sales figures reveal. I would hate to think that BMW buyers of the time were arrogant rich snobs who would drive around in a trash-can if it was expensive enough and Made in Germany(tm), but the fact that they were only cross-shopping with Mercedes-Benz tends to reinforce the stereotype. I mean, what person has `German Car’ as the primary criterion for selection? Was it the independent suspension?
But that is besides the point. What I felt wrong was the paeans sang about the car in this article. Every weakness is glossed over, every minor strength emphasised. It almost reads like an ad copy for BMW. It was a good enough product for a market it sold well enough in (Germany). But it is not a `great’ car.
P.S.: Surprisingly, BMW, Mercedes-Benz and Audi still carry on this ridiculous business model in the U.S. I suppose snobbery never dies huh? Priced expensive enough, a turkey can’t be made into an eagle, but it sure can fly.
You seem to have this car confused with the smaller 1600-2 and 2002. The 1500/1800/2000 had 100 inch wheelbases and far roomier back seats than 2002s or Mustangs. The article is written from the perspective of someone who lived in Europe and understands the impact of the Neue Klasse BMWs on the German market. Here, obviously the 1800 wasn’t much of a player. The 1600-2 and 2002 did make an impact though. For one thing, they were far less expensive than you seem to think. It wasn’t until the dollar fell down the toilet in the ’70s that the 2002 stopped being a car for normal budgets. MSRP was about $2,900 in 1971. Sure, options were expensive and average sale price might have been as high as $3,800. Still, they weren’t selling based on prestige at those prices.
When the dollar fell through the floor against the mark c1973, the BMW 2002 became a premium car. Unfortunately for the cart makers in Detroit, cheap exposure to BMWs over the previous five years created a demand that wasn’t price elastic.
The following is a quote from Classic and Sportscar 1996-1997 Classic Car Buyer’s Guide:
Success with the 700 turned BMW’s fortunes around and it’s more interesting than a Beetle.”
While I agree with this article that these medium sized sedans “saved” BMW, the 700 that preceded them bridged the gap between the (built under license from Iso,) 600 “bubble car and the larger V8 sports cars. The 700 appeared a few years before the Neue Klasse sedans and it might be argued previewed a few styling cues used by the newer car…such as the glassy “greenhouse”.
It’s true that the 700 was just successful enough to technically “save” BMW and gave its directors and shareholders enough confidence to go ahead with the “Neue Klasse”.
This is a re-run of an older post, and I admit that it is lacking in completeness in not even mentioning the 700. I will update it asap.
I have long wanted to do a post on the 700, which appealed to me. It was clearly a stop-gap, and didn’t make any genuine inroads against the Beetle, but it did find interest in those looking for something different.
Please do write about the 700, Paul.
I have updated the text to include the role of the 700. Thanks for giving me the impetus to do so.
Regarding the use of the word “saved” in the title: although the 700 played a key role, and staved off the sale to Mercedes, it only bought the company some time. Without the Neue Klasse, BMW would have had no future. So I still credit the Neue Klasse with truly saving BMW over the long haul.
Once again, a thoughtful, logically laid out and well researched article by Paul Neidermeyer.
I now read any article here by P. N….even if I’m not all that interested in the car being spotlighted.
A very rare sight growing up in 60s Britain as it was expensive and there was still quite a bit of anti German feeling about the war.I’d forgotten how attractive these cars were (and the Borgward).They were years ahead of a typical British built 4 cylinder family car(light years in the case of the Austin Cambridge clones from BL).
Nice cars , I remember seeing my first BMW in 1967 in Rural New Hampshire no less ~ a teacher owned it and everyone else raved at how well it handled the crappy back roads and how fast it accelerated blah blah blah .
At that time I thought a 1937 Oldsmobile Opera Coupe was the Automotive Pinnacle because I’d only ever driven tractors , Army Jeeps and rusted out pickup trucks and had no concept of ‘ handling ‘ in spite of having ridden in VW’s & Saabs etc. .
I’d prolly love one of these early BMW’s now , roomy and fun to drive ~ I don’t need tire burning acceleration nor 90 MPH to beat everyone else where I go .
That Borgward Isabella beckons me ~ stop showing those ! last time you did so I found four of them here in Los Angeles cheaply….
-Nate
I’ve only seen one, a mint navy blue 1800 driving around in Monterey CA. I couldn’t help myself, I stalked it for several blocks- my girlfriend thought I had gone insane. I first thought it was a four door 2002, I had to figure out what it was. I spent a couple hours that night on our motel’s wifi, and learned of the 700. A 1800 has a home in my Powerball garage.
And by coincidence I saw a ratty 2400 hardtop coupe with Euro headlights behind an indie repair shop near our motel. It had a modern style gauge cluster, wood, and leather. It was shot to hell, but still running according to fresh oil leaked and decent tires. The only one I’ve ever seen, too. Both were fascinating. I hope to see a 700 someday.
I had owned a 79 320i, yet was ignorant of her historical foremothers. Now I try to learn the histories of my car’s makers, even my “bland appliance” Lexus LS430 has an interesting history in it’s development alone, plus much more via Toyota. Crown series, Soarers, Celsiors, 2000gt, Century, Chasers, wild JZ engines. Toyota haters should learn up on JDM Toyotas.
I never knew about the 600 and 700 cars. Was at Sears Point during an SCCA weekend and saw a single seat open wheel car with an obviously BMW /5 or /6 engine. I asked the owner which displacement it had and he said 700. I replied BMW never made 700 size engines. Then he told me about the cars. This was almost 20 years ago, so no net to search about those cars. But looking at it, was a dead ringer for the bike engines; BMW must have just dropped those in the bikes and called it good.
Pretty much so yes .
They used the BING Moto carbys and so on .
Back in about 1973 the first local Pick-A-Part yard opened in Arcadia , Ca. and got in a pristine if dusty BMW 600 two door sedan ~ at that time you had to know someone to even think about buying cars there so they dumped it into the yard and the usual retards who strip off things they know nothing about , bent and ruined every badge on it by prying up with screw drivers when they could have easily removed with pliers…
Retards .
A week later it was crushed and shredded missing not one part ~ I only had like $350 for old cars back then but they still refused to sell it .
-Nate
That’s right. the 700 was the motorcycle boxer engine with a cooling fan and shroud added. If you find it similar to the Citroen 2 CV engine you are not mistaken. Citroen took the BMW designed engine and placed it in the front.
The BMW Isetta engine is based on the motorcycle engine as well. BMW built 250cc singles. Again for the Isetta the engine received a fan and shroud.
BMW engines also were used to power stationary equipment such as electric generators.
Siemens generator set from 1982 with BMW 403 engine, 6-7 hp @ 3000-3600 rpm. Voltage is 2 x 220 V, 2.0 kVA, 50 or 60 Hz. The generator was made by Siemens-Schuckertwerke AG.
http://www.bungartz.nl/siemmotor.html
SWEET ! .
That’s an R27 (250 C.C.) engine , right ? .
-Nate
This engine is related to the R 27 engine. The R 27 engine was the most powerful version. I would bet that this stationary unit had lower compression and ran quieter.
I have to make a correction to my 6 year old comment: Citroen did not copy the BMW engine as the similarities may suggest. According to Wikipedia “In early 1944 Boulanger made the decision to abandon the water-cooled two-cylinder engine developed for the car and installed in the 1939 versions. Walter Becchia was now briefed to design an air-cooled unit, still of two cylinders, and still of 375 cc.[30]” ( Bellu, René (2003). “Automobilia”. Toutes les Voitures Françaises 1940–46 (Les Années Sans Salon). Paris: Histoire & collections. Nr. 26: 24.)
VW must have used the 700 for inspiration when the Type 3 Notchback came out in 61. The 2.8 and 3.0 CS is one of the best looking BMW’s in my opinion. There was a like new 1970 in a beautiful bronze color and beige interior that sat in the BMW dealer showroom. This was in the mid 90’s. That car got more attention by far then the new models. By far the most interesting models were built in the 60’s to 80’s. Nice to see this great post again.
A great article, including a very accurate account of the history and fate of the Borgward Isabella. It could have very well been that BMW could have met the ate ate of Borgward, and that Borgward could have survived and been a household name until this day. Carl Borgward was a very innovative thinker and designer, and was on the cutting edge, not just with the Isabella, but also the innovations used on the sister autos, Goliath and Lloyd.
I owned two Goliath Hansa 1100s, and their flat four, front wheel drive designs were picked up on by Subaru in the late 60’s. both Lloyd and Goliath also had innovative truck lines which would still be practical today. I know that my 1960 Goliath Hansa 1100 sedan was a very fun car to drive, even with the oversteer and quirky 4 speed on the dash shifter. There is notheing like the German cars of the 50s and 60s. (BMW, Borgward, Mercedes, Auto Union/Audi/DKW, etc)
It really was an interesting era. I remember these cars very well. Add to the list: VW, Porsche, Glas and NSU. Opel and Ford were operating largely independent from their American parents.
Reminds me of a rectangle headlight 2000 i have to photograph. Agree the four door was awkward, but it was clean and also distinctive. Used to see as many of these as 02s in the 70s.
I still have fond memories of my parents’ 1970 BMW 2000 which we had from 72-77, when it was replaced by a Honda Accord. The reason for this was encroaching rust, impending sychromesh failure of the second transmission (after the first one ate its synchros) and a heavy clutch. FWIW the Accord was a brand new and had a 5 speed but no A/C.
Again this is an excellent article by Paul Niedermeyer.
I feel that the Neue Klasse really got BMW going when the tuners took to them. Alpina and Schnitzer had a lot to do with BMW’s success. The Neue Klasse was just a great platform to showcase the products of Bilstein, Koni, Recaro, Scheel, and turbos by Kühnle, Kopp & Kausch AG (AG KK&K)
What year did BMW take over Glas? Did Glas have much influence on BMW?
November 1966 and ‘no’. BMW needed the production facilities of Glas.
https://www.curbsideclassic.com/automotive-histories/automobile-history-german-deadly-sins-the-bayern-cycle-part-3-the-shattered-ambitions-of-glas/
These babys were and are a rare sight in the UK due to high import duties and were a fringe purchase. The first Bimmer cop cars in 74 were a batch of converted civy models as Bimmer did not have any police specials!. Walk down any London street and find most police cars are silver 5 series.
As a kid who grew up in the 90’s, I couldn’t understand the appeal of early BMW’s like this one, and most 60’s-70’s European sedans and coupes. Small statured, with boxy and upright styling. Noisy and underwhelming four cylinder power, and a relatively spartan interior. Surely a person with such wealth as to make a statement would have preferred a large V8 powered American car instead?
Young me didn’t get it. My inexperienced mind measured a car’s status by it’s styling, power, and performance figures on paper. And while I’ve never driven a BMW or Mercedes of any vintage, I now appreciate and understand the appeal of a well-balanced, well-engineered, and relatively lightweight car that’s engaging to drive. In fact, I would prefer it. And as an industrial design student, I also prefer the more clean and pragmatic approach to car styling.
I guess the point I’m trying to make is that through gaining knowledge and experience my US-centric taste in cars evolved to include, and even prefer cars like this BMW 1600 to it’s US contemporaries.
In the summer of 1969 I was shopping for my first car. All through high school I had worked and saved my money to buy that first car. I test drove the Fiat 124 Spider and coupe, Alfa Romeo Spyder, GTV, and the Berlina, a GTO convertible, and three BMWs. The 1600-2, 2000-02, and a 2000. To this day two car stick in my mind the Alfa Berlina and the BMW 2000.
The Alfa’s test drive was the most memorable. The dealer was in Roslyn, NY and there were some really nice “country” roads that he drove with great enthusiasm. The BMW dealer was in Long Island City, an urban environment where the BMW could not show it’s stuff. What made the 2000 memorable was the quality of the car.
My budget was $3300 and the only Alfa that came close was the Berlina, the GTO was closer to $4k, and the BMW dealer would not budge from $3800. I think they wanted the same amount for the 2000 because it was a left over model since this was in the fall of 1969.
I chose the Fiat Spyder since the price was right on target. Had I waited a few more months I could have more choices, the Datzun 240Z and Porsche 914. Damm!
BTW in 1966 my father was looking for an economical replacement for his 1960 Olds 98 4dr hardtop. And I was encouraging him to buy the BMW 1600-2 that had just come out and C&D was touting. He bought an almost brand new (5k miles) VW Type 3 square back Variant that an airline pilot had shipped back from Europe.
This is a little unknown secret, the BMW New Class saved BMW. This is a tribute to the BMW 1800.
I regret that I’ve never seen a BMW 1500 sedan before. I’ve seen pics of them, but never in person, nor do I know anyone who had one.
Kudos for adding the tidbits of Borgward history on the “neue klasse” BMW story. The Borgward-Quandt battle is not well documented, so it is a bit of a “he said-he said” deal, and the victor gets to write the official history.
Two interesting (to me, anyway) additions to the story are that while Borgward had turned into a bit of a financial fiasco at the end, the German auto industry, at the time, was run like the Japanese auto industry used to be. That is, as a consortium of manufacturers under the direction of a governmental agency with immense powers to direct capital and dictate corporate product lines. Borgward, being an autocrat, no doubt chafed under such an arrangement, and the lack of access to government guaranteed or provided capital (roughly the 1980’s Chrysler arrangement, here in the U.S.) likely did him in. Whether Quandt was behind the denial of access to capital, or whether it would have made a difference in the end, are highly speculative questions. But it makes a good story.
The second, and more intriguing, element of the feud is that Borgward accused Quandt and BMW of stealing the plans for the “neue klasse” car from them. The “neue klasse” Borgward was just entering production when the company collapsed, so only a few were produced and sold. The tooling was then sent to Mexico. Borgward partisans accused BMW of theft of the plans and the destruction of Borgward in order to steal the capacity to produce the “neue klasse” car. In the real world, the BMW 1500/1600/2000 arguably closely matches the specs of the long-produced Isabella in any case. There was definitely a sweet spot to be hit by someone in Germany, slotted above the VW and below the Mercedes. Borgward got there early, but BMW got there better.
Borgward had been exporting all sorts of cars in piecemeal fashion; some were good, and some were mediocre for their export markets. There was a lack of cohesion in what was presented to the American car buying public. BMW, for its part, focused on a sports coupe and sedan strategy for its exports to the U.S., building a solid reputation among a knowledgable set of buyers who were good salesmen for their products, through strong word-of-mouth. They also did so later, when mid-market German products were more appropriate for American driving conditions. Borgwards were appropriate for the German drivers of the ’50s, but were a bit small and anaemic for Americans. Cracking the American market allowed BMW to grow and establish itself among the solid auto manufacturers of Europe and the world.
The “neue klasse” Borgward was just entering production when the company collapsed, so only a few were produced and sold. The tooling was then sent to Mexico. Borgward partisans accused BMW of theft of the plans and the destruction of Borgward in order to steal the capacity to produce the “neue klasse” car.
I’ve never heard that, and I don’t see it, as the car you’re referring to, the Borgward 2300, was significantly bigger and more expensive, and aimed directly at the Mercedes 220 and such.
, the German auto industry, at the time, was run like the Japanese auto industry used to be. That is, as a consortium of manufacturers under the direction of a governmental agency with immense powers to direct capital and dictate corporate product lines.
That’s not my understanding either. It wasn’t the government, it was the big banks, especially the Deutsche bank, that was the powerhouse behind the scenes. Unlike in the US, German banks typically had significant stock holdings in their clients’ business. These banks even owned shares of several carmakers.
Yes, Borgward would have needed state guarantees, but that’s because the bank turned them down otherwise. The question is if that was because of conflict of interest with their other holdings (BMW) or because Borgward really was a serious credit risk.
This is a “classic curbside classic” for sure.
My mother’s aunt’s husband had a Borgrward Isabella in Greece when I was a kid, which was replaced with a 1977 Ford Escort 1100. I don’t know if he bought it new or used.
As a kid, I thought the Borgward was a dowdy car, but would never say so.
The 1962 BMW 1500 looks modern for 1962. As a kid, I thought BMW 1600/1800 sedans looked good, and the 2-doors looked better–especially with the square tail lights (go figure).
But at the same time, the Borgward (what the heck is that????) looked like it belonged in the 1950s–and old man’s car.
Thanks to to this and/or other, Borgward CC, now I know that the Borgward WAS a classier car than the the Escort.
Great essay, Paul. I am forwarding t link to a friend who worked at BMW USA for thirty years. Now retired, he still drives BMW’s (naturlich, weil er hat Auftragsprogramm fur den Rentneren) – please correct my poor German.
Much discussion about the relative merits of the contemporary Mustang earlier in this thread.
I remember my teenage heart sinking the first time I got up close to a Mustang. The hype had said ‘sports car’ or ‘touring car’ but the Mustang looked and smelled like any low-priced Ford of its time (we were by and large a Ford family). Did a V8 and handling package make it an entertaining drive? No doubt. And while I have experience with the BMW 2002, I’ve never driven the earlier 1500/1800 versions.
But BMW and Ford were looking in completely different directions with these cars. At some point BMW really did aspire to the persona of ‘ultimate driving machine’ – a concept open for endless discussion and interpretation of course, and with hundreds of permutations, but one I imagine Ford would have considered too ‘esoteric’ to spend time on. In striving for that concept however, BMW began to make cars that managed to engage several more senses than most Fords.
IMHO of course.
In 1967, the 2-door BMW 1600 was a “better car” than a comparably priced Mustang in some respects. But it cost more to maintain and was not as robust for US driving conditions.
The Ford was built to appeal to broad segments of society. The BMW was conceived as a step up for Germans from Beetles, Opel Kadett, other mass market, cheap Euro cars.
For an enthusiast, yes the BMW was engaging. But for most Americans who were not hard core, rich and poor alike, the Mustang was better.
And a Mustang fit in as well in Peoria or Alabama as it did on Rodeo Drive. That was the genius of the Mustang.
The genius of the BMW 2-door new class, the 1602 and even more the 2002, was that a fuel-efficient car that sat four could be stylish and fun to drive.
Well said, RobardR!
My father had a BMW 1800. The tracking and road holding was better than any car I had driven before, and most others since. The valve rocker shafts wore out prematurely.
Prior to the New Class family, BMW during the 1950s did look at developing a similar type of car from the larger 501 known as variously as (M)521/520/etc to 530, even down to making use of four-cylinders (with & without all-alloy, OHV or OHC, etc) with same 106mm bore centres as the OHV V8.
At one point short-lived consideration was given to a partnership engine family based on the OHV V8, where a 2-litre (?) four-cylinder was to replace the pre-war rooted sixes in the 501.
Only for BMW’s financial problems as well as associated costs of the above, including the pitfalls of developing a smaller mid-size car from a larger one that proved to be a design blind-alley (instead of the other way round like they ended up doing by scaling-up from smaller designs) to put paid to the above.
Cannot help notice BMW’s dire situation in the late-1950s has some similarities with independent Citroen’s own efforts at developing a mid-size car to sit between the 2CV (plus derivatives) and the DS / CX.