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    Time for the autumn chill-out

    1989 BMW 320i Convertible Glen Waddington

    / #1989-BMW-320i-Convertible / #1989 / #BMW-320i-Convertible / #BMW-320i-Convertible-E30 / #BMW-320i-Cabrio-E30 / #BMW-M20 / #M20B20 / #BMW-320i-E30 / #BMW-320i / #BMW-E30 / #BMW-3-Series-Cabrio-E30 / #BMW / #BMW-E30-Cabriolet / #BMW-E30-M20 / #BMW-E30-Cabriolet-M20 / #BMW-3-Series-E30 / #BMW-3-Series / #BMW-3-Series-Cabrio / #BMW-3-Series-Cabrio-E30 / #BMW-320i-Cabriolet / #BMW-320i-Cabriolet-E30

    As I write this the sun is shining outside. It’s bloody cold, though. Autumn is setting in quickly and suddenly and it’s only just over a month since I spent a balmy late-summer evening with a whole bunch of BMW convertibles near Henley-on-Thames, as regular readers might remember. I had a fantastic time piloting such beauties as a BMW-328-Roadster , a #BMW-507 , a #BMW-Z1 and a #BMW-Z8 (see right), before sunset called a halt to proceedings.

    Thing is, I’d already had a fabulous drive down there in my own #BMW-Convertible . And no matter what the charms of those other cars were - only one of which I could even imagine owning, if you bear their market values in mind - mine more than held its own. In fact, it was rather enjoyable to have some of the other assembled journalists take a look over it; one or two of them even assumed it had been brought down as part of BMW’s own fleet!

    The journey was a hundred miles or so, much on trunk roads plus a spell on the M40. But the scenery turns bucolic in a major way on the stretch south from Stokenchurch, narrow lanes winding and plunging through dense woodland with the sun barely filtering through at times, thee leafy smell and the birdsong make a convertible a real treat to be in - quite a different effect from the more usual roof-down/howling exhaust scenario.

    A few hours later I had to think about my route home, those thread-like lanes could easily hide the occasional inebriated local, lurking in a 4x4 without thought to a delicate 1980s soft-top, so I headed out of Henley towards Nettlebed and Watlington and was treated to some fabulously sinuous B-roads, perfect for the innate balance and modest yet useful power of my 320i. Even the roundabouts on the A43 past Brackley did their bit to make this a properly life-affirming high-speed late-night trek. One I’ll remember during the winter evenings ahead.
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    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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    It was given the #BMW-E52 #BMW model code. The #BMW-Z8 was the production variant of the 1997 Z07 concept car. The car design was the effort of a design team led by Chris Bangle. The exterior was designed by #Henrik-Fisker and the interior by Scott Lempert. The #BMW-Z07 originally was designed as a styling exercise intended to evoke and celebrate the 1956-1959 #BMW-507 and to celebrate the millennium change. The Z07 caused a sensation at the '97 3Tokyo Auto Show. The overwhelming popularity of the concept spurred BMW's decision to produce a limited production model called the #BMW-Z8-E52 . 5,703 Z8s were built, 3,160 in ECE and 2,543 in US outfit.
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    Classics at La Sarthe The biennial gathering for the #2016-Le-Mans-Classic always attracts some stunning BMWs. If you’re keen on classic racing you really should take a trip down memory lane at the biennial Le Mans Classic Words: Jeroen de Laat. Photography: De Laat Foto / #Le-Mans-Classic

    Once a year the streets of #Le-Mans and surrounding villages combine together to create one of the longest and most demanding race circuits in the world. Although the shape and length of the track has been modified several times over the past century, the Circuit de la Sarthe has been hosting a 24-hour motor race here since 1923. The track’s basis is formed by the pit straight and some other parts of the short permanent Bugatti circuit, including the legendary Esses chicane and the iconic Dunlop Bridge. But the larger part consists of roads that are open to the public for the rest of the year, making a total length of 13.6km in its current shape. The fact that 85 percent of the lap is spent at full throttle makes it a fast track that is extremely demanding for man and machine. This is part of the appeal for teams, drivers and spectators alike, and one of the reasons why this amazing circuit is almost celebrating its 100th anniversary.

    With the ever-increasing number of spectators, as well as the extensive safety measures required to turn roads into a race track, the event requires a lot of preparation. And that is what caused French classic event organiser Patrick Peter to have a brainwave approximately a decade ago. Why not benefit from all these efforts and have a classic race on this temporary track as well? The operator of the 24 Hours of Le Mans, the Automobile Club de L’Ouest (ACO), liked the idea and Le Mans Classic was born.

    The event has a 24-hour format, although realistically we cannot expect the legendary and often priceless racers of yesteryear to compete for 24 hours, so the past century of motoring is divided into six eras making six classes, so cars can compete with their contemporary rivals. Each grid performs several one-hour stints over a period of 24 hours, so in total there is 24 hours of continuous and varied action.

    The 2016 Le Mans Classic was the eighth running of this classic event. Taking place every other year it is blessed with a booming public interest that resembles the original 24-hour race. And just like that event, there were a series of support events to get the public warmed up. These included: close to 40 Group C cars racing, including 20 of Porsche’s legendary 962; the Jaguar Classic Series, which saw 19 times 24-Heures participant Andy Wallace win at the wheel of the D-Type which won the race in 1955 (driven by Mike Hawthorn and Ivor Bueb); and Little Big Mans, where the kids do their own race in miniature versions of the actual Le Mans cars, complete with a running Le Mans start and driven by real petrol engines. There’s also a great car auction, while the exceptionally sunny and warm weather completed this year’s package.

    It was no wonder then that a record 123,000 spectators flocked to the circuit to see 550 cars, 1000 drivers (among them ten former Le Mans winners) and 8500 club cars on display. The event saw a celebration of BMW’s centenary in the form of popular club sessions, which allowed club members the rare opportunity of doing a few laps on the official circuit, and BMW demos, which featured BMW M cars ranging from the earliest cars up to the most recent models. We were very happy to get a few passenger laps to experience the track in its full glory!

    In BMW’s exhibition we found several special cars including: the legendary #BMW-328-Touring-Le-Mans ; a 507 Roadster; the 1977 Roy Lichtenstein E21 320i Art Car (that participated in the 1977 Le Mans race); and the V12 LMR that took the overall victory in 1999.

    Need more? How about the prestigious Concours Le Mans Heritage Club for cars that actually raced at Le Mans awarding the McLaren F1 GTR with a best in class award for the 1983-2016 period? And all this was on offer even before the racing began in earnest!

    On the Saturday afternoon Jamaican sprinter Yohan Blake, main sponsor Richard Mille (main partner of Le Mans Classic with EFG), and Pharrell Williams opened the event under the supervision of FIA president Jean Todt. The event started off with the oldest cars in ‘Plateau One’. A Swiss gentleman we have seen racing BMWs many times before, Christian Traber (who is well-known behind the steering wheel of a 2002 and an #BMW-M1-E26 / #BMW-E26 ), was now racing against BMW.

    Together with the American former SCCA driver, Spencer Trenery, they steered their 1939 Talbot Lago to first position overall, with another Talbot right behind them, relegating the BMW 328s to third and fourth places; the French équipe Bally/Leseur took third with the German 328 team Otten and Horbach not far behind. In total nine 328s took part. It was amazing to see so many of these cars on track at one time, and it gave us a real feeling for what club racing must have been like in the late 1930s.

    Apart from the BMW engines in several prototype cars from the 1960s and 1970s, especially the #M10 and #M12 four-cylinder, we saw a #BMW-2002 in action. The Group 2 2002Ti of Renavand and Bonny completed the event without issue and even though there was no fighting the mighty Lola T70s and the M12-powered Chevrons, they duo stood their ground in their own class.

    More BMW action was to be had when the ‘Plateau Six’ cars entered the arena. Two wonderful #BMW-E9 3.0 CSL Coupés caught our eye. Adrian Brady had a disappointing event when he ran into issues with his CSL during qualifying. Even though the mechanics thought it was only a head gasket failure they didn’t want to take any risks with the rare #BMW-M49 engine and parked the car up for the rest of the event. The second #BMW-3.0-CSL-E9 driven by Werginz/Janits/Andree/Huber failed after just two laps into race two. We spoke to Andree afterwards and learned that a broken con rod bolt unfortunately ruined their event. It was a pity after seeing so many CSLs being successful run at other events.

    In grid number six we saw some flame-spitting Lola prototypes, although when it came to BMWs spitting flames, the M1 immediately comes to mind. Christian Traber was fastest of his class with his M1 but two other M1s also completed the event without any issues.

    Every edition of Le Mans Classic is bigger and better than the previous one, and this eighth running of the event was no exception. It was a wonderful experience. The only down side is that we now need to wait two years for the next one. We recommend that you make a note in your diary to keep some days free in July 2018!

    Lovely #BMW-507 and V12 LMR were exhibited in the BMW pavilion; this year’s event was opened by Jamaican sprinter Yohan Blake, Richard Mille, Pharrell Williams and Jean Todt.

    Mixed grids add to the glamour of the Le Mans Classic.

    Right: BMW-engined Lola caught in wonderful flame-spitting action.

    Above: Superb #BMW-2002-Ti-Group-2 car of Renavand and Bonny went very well in ‘Plateau 5’ but couldn’t hope to keep up with the Lolas, Porsches and Ferraris in its class. Below and Left: #BMW owners had the rare chance to drive the full Le Mans circuit in their road-going cars during the event.

    Even though they never won the event the #BMW-M1 is always linked with Le Mans – they competed here for eight consecutive years from 1979 to 1986 – and Christian Traber’s example (above, seen leading a Ferrari 512 BB LM) was as quick as ever being the fastest M1 in its class. Below: The Latham and Baud M1 looking great with driving lights fitted.

    Above: Little Big Mans sees children competing in scaled down replicas complete with the traditional Le Mans running start! Left: Stunning (full-size) #BMW-328 pulling away from the start.

    The Roy Lichtenstein #BMW-E21 / #BMW-320i-Art-Car that took part in the 1977 Le Mans race looked as fantastic as ever – what a machine!

    Sadly both the CSLs entered this year suffered engine troubles but we know they’ll be back to fight another day.
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    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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    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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    NEW SIX ON THE STOPS #BMW-2.8L automatic

    We see a lot of bagged cars but it’s rare to see something as majestic as this classic #BMW-E3 on air, and it’s a corker. The E3 was a revolutionary model for #BMW in the 1960s. This Belgian example gives the old-skool formula a 21st century twist.

    ENGINE & TRANSMISSION: 2.8-litre straight-six #M30B28 , automatic transmission #ZF .
    CHASSIS: 8x17” (front and rear) #BBS RC 008s, AccuAir air-ride suspension setup.
    INTERIOR: Original seats retrimmed in leather, renewed wood trim, original radio.
    EXTERIOR: Full respray in original colour.
    THANKS: SG Motorsport, Kean Suspensions.

    The 1960s were turbulent but exciting times for BMW. The late- Fifties had seen much financial strife, with the gorgeous #BMW-507 roadster proving too expensive to be profitable, the Isetta-based microcars selling badly, and the motorcycle market imploding. BMW’s board of directors even proposed a merger with #Daimler-Benz in #1959 – imagine! – but this was vehemently opposed by dealers and shareholders. What the company needed was a shot in the arm, a new direction. And that came in the form of the Neue Klasse. Debuting at the 1961 Frankfurt Motor Show, the fresh new BMW 1500 demonstrated a solid set of values that have carried on through the model range ever since; it had disc brakes and all-round independent suspension, offering the latest technological developments in a wellequipped car that, while selling at a premium price, wasn’t absurdly out of the reach of the man on the street.

    Job done then, yes? The 1500 morphed into the slippery 2000C/CS coupés and the iconic ’02 series, and so BMW’s 1950s personality-split between big luxury cars and economical micros was smoothly merged into one logical 1960s whole.

    Ah, but that wasn’t the end, of course. You can’t build an empire on just one idea. BMW had been keeping a keen eye on Mercedes- Benz, eager to ensure that they could compete on all levels with their rivals over in Stuttgart. Benz was dominating the large luxury car sector, and BMW wanted to muscle in with a range that could both compete and offer a sportier edge. And the result? The New Six. The thinking behind this is what carries through to the modern Bee-Em that may well be sitting on your drive right now – luxury, with sporting intent and technological capabilities in spades. The poster boy for the New Six has always been the Batmobile – the superaerodynamic racy variant of the E9 3.0 coupé, the #CSL – but it’s important to remember that this mould-breaking range featured two body shapes: alongside the #E9 Coupé sat the car we’re looking at here, the E3 Saloon. The Neue Klasse’s hardy #M10 four-bangers were comprehensively reworked into the six-pot #M30 range, and the New Six styling featured such details as the twin-headlights-in-grille and the celebrated Hofmeister Kink that have since become BMW staples. At launch, the #E3 was available in either 2500 or 2800 flavour, and it’s the latter that we’re looking at today.

    This particular 2800 is owned by Belgian Kevin Pourtois, who’s taking the current stance scene’s excitement over retro motors to its logical conclusion, bypassing the E21s and E12s of the 1970s and diving right back to the previous generation (okay, his E3 is a #1976 model, but the ethos remains true…). So, was this a conscious decision to shake up the scene a little? “Well, no, actually,” he explains, “this was actually my grandfather’s car. It was sitting there in the garage in perfect condition, just waiting for me! So this is more of a sentimental project…”

    Keeping the concept all in the family, Kevin set about refreshing and contemporising the revolutionary old motor car along with his father. “First, we started with the interior,” he says. “The seats themselves were in good condition, but we wanted to recover them with something a bit more contemporary, so they’ve been retrimmed in quality leather.” You can see from the pictures that this was a good move, the creamy hue neatly complementing the otherwise bone-stock insides. These old E3s have a lovely solidity about them, and details such as the lozenge-like instrument binnacle and slender heater controls speak of a time of uncluttered simplicity. It’s a very classy place to be, and even more so now that it’s slathered in baby-soft cowhide.

    “I have to admit that we didn’t make a lot of progress for some time after that,” Kevin concedes, “but after a while I just decided it was about time I rolled up my sleeves and got stuck in.” And so he, along with his father, attacked the project with renewed vigour, starting with the engine. The future plan is to swap the venerable old M30 out completely for something else, but in the meantime they’ve had the 2.8-litre six refreshed by SG Motorsport to ensure that all is running as it should. You’ll notice the ‘i’ badge on the bootlid too, indicating that this car is running fuel injection rather than the launch-spec carburettor setup.

    With motive power taken care of, they turned their hands to paint – or rather, one of Kevin’s friends did. “We wanted to keep the original colour, as that’s what my grandad chose, so I asked a friend of mine to refresh it in the original shade,” he explains. And you’ve got to admit that it looks pretty damn perfect. It’s a mysterious greeny-blueygrey that’s at once subtle and classy, and also pure hot rod. It complements the 2800’s oodles of extra chrome rather neatly too. It’s at this point that the project took rather a radical turn. Now, E3 aficionados will happily fill you in on the details of the car’s factory suspension setup – rather radical in itself, for its time, featuring Boge Nivomat self-levelling trickery at the rear – but that sort of pub-bore geekery won’t win you any trophies. So Kevin decided to take the concept of self-levelling to the next, er, level by having a word with Kean Suspensions. Regular readers will have spotted this name cropping up with increasing regularity of late, as the renowned altitude adjusters’ star rises in the stance sphere. And in Kevin’s eyes, their famed prowess in air-ride systems was exactly what he needed to freshen up the attitude of his grandad’s old Beemer. “I asked them to build me an AccuAir system, because I wanted this to be a fun project,” he grins. And the quality of the install manifests itself in two key ways: firstly, the neatness inside – that uncluttered BMW dash and console look factory-stock, if gently patinated, and it takes a moment to locate the air-ride controls. Go on, have a peek, see if you can spot them…

    Secondly, there’s the way the thing sits. There’s something about these large, slabsided old barges that lend themselves very well to being aired out and kissing Tarmac, isn’t there? Like some kind of vast snake, slithering on its belly. The wheels are neatly tucked, a bold wedge of camber presenting itself at the rear – it’s the perfect way to pull that ’60s style right into 2014.

    Oh yes, and those wheels. It’s always a tricky business bolting newer rims to a classic car, isn’t it? For every tastefully executed #E21 on a set of boxfresh Schmidts, there’s a shonky 2002 on ’90s three-spokes – you’ve just got be very careful with your choices. Fortunately for Kevin, his eye was bang on with this one. The E3 wears BBS RCs: “Because I just really like these wheels, I never considered any others!” he says. And they do work perfectly with the overall aesthetic; while clearly modernising the silhouette, that newness becomes less jarring in conjunction with the panscraping stance created by the air-ride. And hey, they’re hardly new-new, they’re a classic wheel in their own right now. Again, it’s all just about the appropriateness.

    He gives us a coy smile when we ask how much this retro uniqueness has set him back so far: “A lot,” he replies enigmatically, “but when you love something, you don’t count the money! This always had to be something a bit special, being my grandfather’s beloved old car, so I couldn’t do anything that would totally alter its character, and yet I wanted to do something fun that would make it stand out on the scene. I took some inspiration from forums and car shows, and I basically just wanted it to be a bit different, more oldskool.” It was lucky that this family heirloom was waiting in the wings, then – it’s turned out to be the perfect base for a project with such clarity of vision.

    All of those gorgeous classic touches, such as the fuel filler that sits behind the hinged rear number plate, the tall windscreen above the slender nose that makes it look like a Pixar character, the ‘automatic’ script on the bootlid, and the ohso- retro ashtrays in the rear doors, are superbly modernised by the simple concept of sitting it lower to the ground. And sometimes, with the right car, that’s pretty much all you need to stand out – no sense in changing things for the sake of change. Kevin’s E3 takes a near-perfect package and adds the finishing touches to create a showstopper. A success, wouldn’t you say?
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