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  •   Quentin Willson reacted to this post about 2 years ago
    votren911 updated the picture of the group
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  •   Quentin Willson reacted to this post about 2 years ago
    The gemstone #BMW 507. As the new #1956 / #BMW-507 were to derail the company. Today it is rare, sleek roadster hard currency and a jewel to open at full throttle around Lake Como in Italy. It is relatively cool for the season in northern Italy. In the best case reaches temperatures fifteen degrees, yet we drive with the top down for maximum experience and to hear as much of the engine as possible.

    In the mountains on the border with Switzerland relieve one tunnel the other, we run into another when my Polish colleague and co-driver re-pats me on the shoulder. - Slow down a little and do it again, he shouts from the right seat.

    He is equally fond of the sound of the engine and I'm not slow to obey his call. I let the speed drop, shift down to second and then give full. The sound bounces off the walls and seem to end fill the entire tunnel. It is hard, aggressive and provocative, not as plump and round in the tone of modern V8, but oh so beautiful. Out of the tunnel grins we childishly touching.

    - It was just as much fun this time too! #BMW 507 celebrates 50 years and therefore has Automobil, as the only Swedish newspaper, had the chance to drive some of the factory's own copies in a few days. There is really no experience dozen, the car's three-year life built only 251 copies, plus three chassis for special versions. It is estimated that the entire 240 still fi NNS left, the others esta in very good condition.

    This has obviously made the 507-ball into a much sought-after car, with a value then. Would a copy showing up to teach sales price at least between two and two and a half million. But the car was also expensive as new, even too expensive as it turned out.

    BMW 507 was designed for the US market, the wealthiest with flavor to stand out and stand out among all the big American sedans. It would be a sporty flagship and a modern expression of the BMW brand.

    Max Hoffman, BMW's US importer, was a driving factor behind the model's inception. Hoffman was Austrian, but felt that Europe did not offer enough opportunities and others therefore to the United States before World War II.

    During the war he went into the gemstone industry and created a fortune with which he could return to his childhood passion - cars. Hoffman began importing European cars to the US and was including that launched the bubble in America, since Volkswagen first failed to arouse interest in the car. When sales took off well distributed the Volkswagen Beetle and Hoffman started importing BMW.

    As he made his name he placed new demands on the BMW plant - he wanted a sports car. At the same time kept the BMW to develop a new engine, the first V8 in aluminum, which would be an ideal source of power for this sports car. The engine was originally supposed to and was presented first in the luxury saloon 501 at the Geneva Motor Show in 1954. When Hoffman got positive response from Munich and sensed that the vision of a sports car could be realized, he came to think of a young designer, he got to know in New York, a certain Count Albrecht Goertz.

    Hoffman encouraged Goertz to contact BMW and recommended him to Munich. Goertz delivered soon a sketch of a very beautiful car and fi ck thus selected to design the new sports car. This also included alongside design a four-seat coupe; BMW wanted to bet with two models at the same time to get a solid foundation in the luxury class - especially in the United States.

    After 18 months of development unveiled the car in 1955 in the foyer of the hotel Waldorf Astoria in New York. Two prototypes were on public display, but as much information about the cars were not given. A closer look at the dashboard was enough so revealing - the speedometer was calibrated up to 240 kph. Later the same year the car was shown at the IAA, but then with the 2+2-seater model 503. Both went into production the following year.

    503-ball was the first thanks to shorter development; frame and chassis were essentially unchanged from the sedan 502. Delivery of the first 507-ball took place in December in 1956.

    BMW 507 became extremely successful. Some hold it to listen to history's most beautiful cars, and it has always placed Count Albrecht Goertz 'names on the map of automotive designers. It should even have been that Giovanni Michelotti ordered a chassis to give Goertz a match and try to improve his design, but without success.

    Sales successes as BMW and its American importer hoped for did not materialize, however. It was partly the price, partly due to production start-up took so long. Manufacturing costs soared in the road and when the 507-ball launched it cost 26,500 Deutschmarks. It is approximately equivalent to 1.2 million in today's money, in other words, about as much as its modern successor, Z8, cost new. Above all, it was double the price compared to what Max Hoffman had originally hoped for.

    One can safely say that BMW was completely wrong out there with its focus on luxury cars in the 1950s, an adventure that was to overturn the entire company. The market was very different than in the company's analysis and BMW took far too well paid for their cars. With the results of the sports car venture in hand, it turned out that the US-market, 507 and 503 was originally intended for, had the lowest sales. Only 39 copies of the BMW 507 was sold new to the United States. Sales of the 503 was slightly better and also the overall production volume was larger: 412 copies, most of them sold in Germany and Switzerland.

    For those who were concerned to money, the price of course completely immaterial and the model found the home include Elvis Presley, Ursula Andress and Monaco's Prince Rainier.

    Here in Italy I meet BMW 507 for the first time and I was not sure what I would expect. I realize immediately that I misjudged the vehicle's size. On the picture you see the earliest to be a petite wagon, but it gives a powerful impression.

    What really takes me by surprise is the engine. This machine can really be made in the 1950's? It responds immediately to the gas and pull without protest from low revs even in the higher gears. I'm just very surprised how rap and willing engine.

    And the sound, which sounds amazing. It is raw, hard and aggressive and grows to an intense, sharp hammering the more one laps - no engine additionally seems to like.

    V8 of 3.2 liters and 150bhp may not sound much, or impressed with the modern ear, but remember that 507-ball weighs only 1280 kg. The equation is enough for a top speed of 220kph with the highest gear ratio. BMW felt even had to give evidence of this task and gave mandate to the Alexander von Falkenhausen, chassis responsible for the car, to prove the claimed top speed. He sounded mount a hard top on the car and a shelter underneath, before he pulled away at the moment off the autobahn from Munich to Ingolstadt for its top speed trials.

    Yes, that best time was von Falkenhausen to 220.1 kph, just as promised in other words. It is difficult to understand that you really are running a 50 year old car while sitting in the BMW 507. The car is incredibly solid, which is made in one piece. Flex Listings in the body is almost obefi existing. Part of the explanation is that the car is built on the entire framework, which makes it more rigid. But it is also evident that the 507: An is lavish in detail, with heavy and hefty feeling in everything.

    The cars we are driving the specimen that has been restored by BMW. The first car I drive an old restoration. Without previous reference, it means nothing to me, I am still impressed.

    Day two we switch and I end up in a completely newly restored white 507: a moss green decor. Then noticed a clear difference and it becomes obvious how important the condition of an old car is for the total experience. The white car is tighter and crisper in every way. It's like opening a book for the first time compared to the one that has been read a few times. This also makes me realize the importance of having references when to buy an old car - the more copies of the same model have been driving the easier you can judge for yourself the condition and what improvements might be made.

    The landscape of northern Italy are extremely beautiful and we are inviting small twisting roads that bring us up into the mountains, down the valleys and along the lakes. The sun peeps out from time to time and warms us in the cockpit. Proper ventilation system was hardly at this time and we insist on driving without a roof. My co-driver and I completely agree that the trip is worth the cold anywhere. BMW 507 is a car to be enjoyed open.

    The winding roads makes it irresistible to increase the pace and see what the car can do. BMW 507 not saying no to some hard driving, rather it is the driver who gets tired first. Modern weakling who they are and used to power everything calms you after a while when you had enough of wrestling with the steering wheel to get the car into tight hairpins. BMW 507 fits better on straight roads where one can relax and spend a chrome elbow over the door. Time is heavily relaxed with great dignity, the character resembles the car actually part of a modern Mercedes: worthy of time, but do not hesitate to bid up to dance when the operator raises the tempo and the way.

    Turn signal lever is located on the right side of the steering column. My co-driver says that it is for the man of style to be able to put out the left elbow on the door and, without shifting position to activate the turn signal. Belief it, talk about vain reason behind a structure in that case. A handsome carriage, demands a handsome riding position.

    The interior is not spacious or narrow, and I is smaller between the formats have no problem finding a comfortable driving position. The seats are comfortable and the big white dial is essentially vertically positioned towards the driver - comfortable and sporty. Longer drivers get enough little problems with the space for the legs under the steering wheel.

    The more I drive, the more impressed I become. It is without doubt one of the most alert and freshest 50-year-olds I encountered. Keeping the modern pace and follow today's traffic rhythm is no problem, not even in Italy where driving style generally slightly more heated than the Swedish. It is only in rush hour traffic and at slow-speed driving it becomes quite clear how old the car is. The reactions are not as quick at start and stop and control requires the driver to take in. But it is on the highway the car belongs and where it is enchanting.

    BMW 507 offers a fantastic car. It has all the important elements that fascinate with cars - design, sound, performance, history. How impressive it must then have been on the its time? I do not know if I think it is tragic that 507 was not the success that BMW hoped. But the failure of the sale also belongs to the history of the car and are part of what makes it so special and a true classic.

    A modern homage to the design and the car was the BMW Z8. Sales were better at the time, but it is uncertain whether the limited production of five thousand cars ever was or so, sold out.

    Investing in a 507 is said to be relatively safe for sure, the problem is rather to get their hands on a copy. A quick look on the web reveals no cars for sale, just a couple of inquiries from interested buyers. I have not driven the Z8, but it is probably a titbit just like its predecessor. You can find cars by around 30-40 per cent discount compared to what they paid for a Z8 as new, but prices have begun to rebound. Therefore, it may be time to invest in a Z8 now, as a future classic. If nothing else, the course fit for the day on a BMW 507 goes on sale.

    "If I drew about 507: to this day it would be much like the Z8« Alfred Count Goertz, 91

    The sensation of 1955 Frankfurt Salon
    BMW 507 was unusual "low slung« for their time. The frame was taken over from the big limousines but the wheelbase cut 35 cm. After 43 production models were forced BMW modified your cockpit to give the chairs better - where is the line between Series 1 and 2 of the total of 251 cars.

    Big sister stood in the shade

    If the BMW 507 was his time Z8 maybe we dare compare the BMW 503 with our age 645C? The four-seater coupé with real hardtop made more traditional BMW front but is not nearly as hot as collectible as the roadster. Nevertheless, it is a car that was very advanced for its time.

    Just as 507 was the aluminum chassis and V8 engine was the same but the power output 10bhp less. BMW 503 is a great car, the wheelbase is the same as in the large sedans (284 cm) and to really emphasize that this was not a sports car handled gearbox with steering wheel lever (until autumn 1957). BMW offered incidentally screens with the same air slots as at 507 for those who so desired.

    Of the 412 cars produced 1956-59 was 139 convertible, coupe rest.

    TECHNICA DATA 1956 BMW 507
    Price new in Sweden about 34 SEK 500 excluding VAT.
    Along mounted 8-cylinder engine angle with the centrally positioned camshaft. Two valves per cylinder.
    Bore / stroke 82/75 mm
    Capacity 3168cc
    Compression ratio 1:7.8
    Maximum power 150bhp at 5000rpm DIN
    Maximum torque is 235 Nm at 4000rpm DIN
    0-62 MPH / 0-100 kmh about 9 seconds
    Top speed of 190-220 kmh, depending on the ratio
    Weight Power 8.5 kg / hp
    Liter Power 46.9 hp / liter
    Consumption among others. driving 17 litres / 100 km
    Front engine, rear wheel drive. / Four-speed manual gearbox.
    Length / width / height 4,380/1,650/1,260 mm
    Wheelbase 2,480 mm
    Track front / rear 1,445/1,425 mm
    Weight 1280 kg
    Tank Capacity 110 (Series 1) and 65 l (Series 2)
    Front torsion bar, double wishbone / Rear rigid axle and torsion bar
    Steering gear, steering wheel turns 3.5.
    Rim 4.5 × 16 inch, tires 6 × 16th
    Drum brakes front and rear. Disc brakes front option of 1958.
    Diameter front / rear 284/284 mm

    1. Here waft the German 1950s: painted dashboard crowned with safety padding, fyrekrad steering wheel and controls in ivory, large dials as dessert plates and as a self-seekers Becker radio that looks like the front of a Renault 4th

    2. BMW 507 was offered with various wheel sets, this simple combination with center bolt is very successful.
    3. The stylish air slots gives instant recognition and is a grip that BMW now cultivate diligently to select the top versions of the different series - and of course there was the modern version of the Z8 also.

    4. Aluminum Eight fed by two carburetors Zentih cases. For the United States was a high compression variant which gave 165bhp (against 150 in Europe).

    5. The four-speed ZF transmission is bolted directly to the engine block. The buyer could choose between two axle ratios and, for an extra charge, obtain something as unusual as a five-speed gearbox. Precision is verging on just as well as the modern BMW.

    ERNST LOOF led BMW's racing team and was behind the sports car brand Veritas. His proposal for the sports car, “502 Sportwagen” rejected by management but 1954 "Golden wreath« for good design. The car fi NNS left.

    MICHELOTTI and designed the Vignale built this body on the BMW 507 before the 1959 Turin Salon. Some feature - the roof and rear fenders in particular - was later to appear on Triumph TR4.

    In BROCHURE picture of the BMW 507, the hearty white sidewalls to others with the United States. But instead of Hoffmann's hope for a price of 12 000 DM BMW put it to 26 500th

    ALBRECHT GOERTZ and his masterpiece a picture from 1988. Today, the count 91 years old and attended as guest of honor at the Concours d'Elegance at Villa d'Este as late as last year.

    During Fine aluminum body, V8 with amazing sound and a driving experience that boggles the mind.

    Slim appearance but lavish, heavy and comfortable feeling in the details.

    Automobil got a pure dream assignment when a BMW 507 in spring 2005 coincidentally would be transported from its place in the factory's museum in Munich for the annual and super exclusive classic display at the Villa d'Este on Lake Como in Italy. The car is black, the 1956 model of the total of just 251 manufactured, of course, was in the condition as befits one of the factory's own heirlooms and went despite his age incredibly fresh and brisk.

    The sound of the V8 engine of 3.2 liters and 150 hp was indescribable, there was much to go for open dampers in Alpine roads tunnels. In modern times, got the 507 a "successor" in retro shaped Z8, equipped with an engine from the BMW M5.

    But you want to know more about the beautiful original line should not miss the usual high quality Automobil article published.
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  •   Quentin Willson reacted to this post about 2 years ago
    Ben Field uploaded 40 photos in the album John Surtees’ 1957 BMW 507
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  •   Quentin Willson reacted to this post about 2 years ago
    One world champion from new

    John Surtees’ modified BMW 507 could make £2m at Goodwood Festival sale / #1957

    / #John-Surtees#1957-BMW-507 racing champion’s personal favourite / #BMW / #BMW-507 / #John-Surtees-1957-BMW-507

    The ‘one owner from new’ tag adds appeal and value to any classic car. When that owner happens to be a world champion on both two and four wheels, it could elevate a Talbot Horizon to collector status, never mind a BMW 507. But that’s what Bonhams is offering at its Goodwood Festival of Speed sale on 13 July – the 507 that John Surtees was given half of by Count Domenico Agusta (he paid for the other half himself) as a thank you for winning the 1956 500cc Motorcycle World Championship for the MV Agusta team. He kept it for 60 years, until his death in March 2017. The car is being sold by his estate. Along the way this 507 was tweaked to suit Surtees. He felt its 150bhp wasn’t quick enough, so BMW breathed on the 3.2-litre V8 engine for him. It was then used by Dunlop to test brake discs and was fitted with a set to replace the standard drums.

    We asked BMW specialist Dan Norris from Munich Legends for his opinion on the car and what it might fetch – Bonhams has coyly listed it as ‘refer to department’.

    ‘It’s not the nicest of colours but I can’t think that will be relevant in this case,’ says Norris. ‘Nor will the fact that the car has been modified to his personal specification – Surtees was simply a legend in his own trousers.

    ‘We nearly had this car in for comparison purposes when working on BMW’s own 507 for its centenary – I believe there are only two in the UK because nearly all of those made went to America – but the Surtees car’s modifications made it unsuitable. ‘Despite the fact that most of the 252 built will have had owners who were famous in some way – they were the only people who could afford a car built to rival the Mercedes-Benz 300SL Gullwing W198 in the first place – this is a bit special. I will be fascinated to see what it does fetch but I wouldn’t be at all surprised to see it make somewhere in the region of £2 million.’

    More FoS sale information at

    Bike and car racing legend John Surtees with the BMW 507 he was half gifted by Domenico Agusta. He decided it wasn’t quick enough so had the engine tweaked.

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  •   Quentin Willson reacted to this post about 2 years ago
    RM Sothebys Monterey Sale, 19-20 August #1957 #BMW-507-Series-1 / ESTIMATE: $2,400,000 - $2,700,000 / #BMW-507 / #BMW /

    Wow, yes, you did read that estimate correctly and at the exchange rate as we went to press that equates to a cool £1.8-£2.0 million. This example has had just four owners – one of which owned it for over 50 years and kept it well-maintained throughout that time. Originally finished in white with a red interior the 507 was repainted in this sea green hue back in the 1960s.
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  •   votren911 reacted to this post about 4 years ago
    votren911 updated the cover photo of the group
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  • votren911 created this group

    BMW 507

    BMW 507
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