The BMW 1600 (and its 2002 variant) was of course a milestone car. It’s what cemented BMW’s image and drastically expanded its sales. Up to that point, BMW had been selling the somewhat larger “Neue Klasse” four door sedans with modest success, although to considerable critical acclaim. The timing of the 1600 was perfect, as in the late sixties the second (and final) import boom was really building momentum, and a growing number of enthusiast car buyers were shunning Detroit’s offerings, despite some of them being quite compelling.
This double review of a 1600 and a 2000 Tilux puts BMW’s then current situation in perspective. Not unlike how the Tesla Model 3 offers most of the Model S’ capabilities, so does the 1600 in relation to the 2000, despite being almost 50% cheaper (I even called the BMW 1800/2000 the Model S of its time). No wonder the 2000 was a rather uncommon sight on the streets in the US, whereas the 1600 quickly became a hot little item. Priced at $2613 ($20k adjusted), it was a bargain, thanks to the old 4:1 fixed mark-to-dollar exchange ratio.
The 1960 Corvair is acknowledged as the primary source of stylistic inspiration for this family of “Neue Klasse” BMWs, and the new smaller 1600 continues the theme quite faithfully.
The 1600 weighed a full 510 lbs less than the 2000 Tilux, which meant that it was only a tick or two slower in acceleration, despite the 40 hp difference. The 2000Tilux used a higher output version of the larger 2 liter variant, using a pair of two-barrel side draft Solex carbs vs. the 1600’s single Solex downdraft. A 1600Ti would soon join the lineup, but was not sold in the US, where importer Max Hoffman instead urged BMW to utilize the basic 2 L engine in the lighter 1600’s body, creating the 2002.
With 96 hp, the 2050 lb 1600 was a lively performer, willing to rev to 6500 rpm, although R&T conservatively chose to shift at the indicated 6000 rpm redline. 0-60 in 11.6 seconds was a brisk for the times, especially since R&T noted that it used conservative starting techniques for the test runs, refusing to abuse the machinery. The engine’s liveliness and smoothness was noted.
The 1600 also was praised for its fine quality build and interior materials, which was only a bit below that of the Tilux’. The driving position and seats were excellent, and of course the visibility was unbeatable. And of course the suspension was “no less than excellent”. This is where the little Bimmer really shone, with its ability to take on rough roads, bumps and choppy surfaces without losing its composure. R&T repeated its mantra of the times: “Detroit simply isn’t in the same league when it comes to ride and handling in the same suspension package”.
The 2000Tilux was the ultimate evolution of the four door sedan family that first arrived in the form of the 1500 back in 1962. It combined the high-output engine from the 2000Ti with a higher level trim and features, such as hand-rubbed walnut on the dash, nicer upholstery, and some standard convenience items. The four round sealed beam headlights had to replace the two single rectangular units used in Europe; R&T found them “hardly as pleasing” as the European versions; oddly enough, I find them more pleasing, and ironically, they were a forerunner of the quad round units used so successfully on the new six cylinder sedans that arrived a year or so later, as well as the 2800CS coupe. They gave both of them a decidedly more dynamic and distinctive look.
These four-door four-cylinder BMWs were relatively minor players in the US market, but they did re-establish the brand in a critical way, creating a basis for huge future growth, starting with the 1600.
CC 1964 BMW 1800 Neue Klasse – The Car That Saved And made BMW
What a really great car. No way could it have been produced in Detroit back in 1967. It was not the kind of vehicle that could have sold in a world of cheaper pony cars, jacked intermediate coupes, and full size family bloat-mobiles. Wish it could have, but no one in their right mind would have done it.
BMW was a relatively unknown brand in the US in 1967, I think. And most Americans were of a different mindset in those days. For $150 more (MSRP) than the 1600, you could buy a Chevelle 396SS. A 327 Chevelle hardtop probably cost less than the BMW.
I’d venture that Chevrolet sold more Chevelles in any given month of 1967 than BMW sold all year. People just thought differently.
Just goes to show how cheap American performance cars were .Lots of bangs for them bucks!, untill you came to the first bend that was…
Foot note, a friend just sold a 74 Camaro rag top. Its not factory,of course, but its not a diy job nether. Nothing on Google about it.
By the early 70s the 2002 was relatively common in the US, at least in some areas. The 2000 was always a rarity and I’ve only seen 3 in the wild besides the 1970 2000 my parents owned. The cool one to my 7 year old self was the elementary school teacher whose 2000 was the same color as ours, differing only by having an automatic transmission (something so rare at the time that it rated a badge).
Out of sheer perversity I’d want a grey import 2000 Touring hatchback just because itwas never an official US model.
Although I am very biased, the humble VW Golf is very similar in concept to the BMW 1600:
-Room for the family.
-Well sorted out suspension.
-Adequate power.
-Low running costs.
-Low purchase price.
-A range of models, topped by the Golf R, the spiritual successor to the 2002 in my opinion.
The 1600 was a great deal considering the 2000 cost $1631 ($13,395.20 adjusted) more for something that only went 10 mph faster with 39 more horsepower.
I probably would have shopped a 90hp Fiat 124 Coupe against it.
What about the Datsun 510? They hit the US market around 67-69 and we were looking at a 510 or 1200 coupe in 1972 when luck gave us a good deal on a used 2000
That would have worked too
Good afternoon PAUL
My name is Alexander, I am a historian-publicist doing writing
historical articles on transport
You are the author of these publications
https://www.curbsideclassic.com/automotive-histories/automotive-history-the-first-articulated-buses-1938-twin-coach-and-1940-isotta-fraschini-ts40/
I myself wrote an article on this topic
http://www.gruzovikpress.ru/article/18232-sochlenennye-avtobusy-s-podvijnostyu-v-vertikalnoy-ploskosti-tandem-s-odnoy-stepenyu-svobody/
I want to meet you and chat here is my mail
loban53@gmail.com
Hi Alexandr,
Read your article via Google Translate: Excellent! Much more thorough than mine, which I did not spend much time on.
I will send you an email.
The 1600 had awfully short gearing–16.3 mph/1000 rpm. I assume the priority was acceleration, not freeway cruising. I imagine the 2002 had taller gearing.
Not really; that was typical for the times.
The almost universal approach to gearing cars in Europe was to have the top speed match the hp power peak of the engine, in order to maximize the top speed, which was a very big deal in Europe until recent times. The single most important number for every car/engine was…its top speed. It wasn’t 0-60 or 1/4 mile times; it was top speed. Given that there were no speed limits on the autobahn that of course makes sense.
That made small-engine cars rather buzzy at freeway speeds. This is why 5-speed overdrive transmissions were like the second coming…what took you so long? They changed everything, for the better.
But yeah, that’s even buzzier than my xB, but in 5th gear. In 4th it would be bout the same.
I spent quite a bit of time between the ages of about 12 to 20 in a 1600 two-door that belonged to a friend’s family, first with his mom or dad driving and later with my friend behind the wheel. And I drove it myself a handful of times. It seemed so exotic when I first encountered it in 1969; by the mid-seventies it was starting to seem a bit austere. The modern Golf analogy is interesting, but while the 2002 had more power than a 1602 thanks to its displacement, both were similarly equipped otherwise. As with most modern cars, the Golf gets more gadgets as it goes up in performance, but in the Sixties BMW owners didn’t get gadgets.
I remember seeing my first BMW 1600 in 1968, it was a teacher’s new car and we all thought it looks like a space ship .
It was a rocket, I remember that vividly .
-Nate
I bought a used 1967 1602 in 1971 for $1000. I put 250,000 miles on it before rust ended it in mid 80s. Over time I had put a 2002 motor in it, rebuilt the transmission, but it was a great car. One day was in Canada before gas shortage and drove 500 miles at indicated 100 mph – very comfortable.