Conoce (parte) la historia de BMW

                                             

From engines for airplanes, trucks and boats to cars • In 1928 the first cars with British license (Austin-Seven) were built • Sports successes and economic crisis • In 1962 the relaunch with a new and successful series of cars

The history of this famous German car company began in 1916, during the First World War, with the merger of two factories in Munich: the Rapp Motorenwerke and the Gustav Otto Flugmaschinenfabrik. The latter was domiciled in the Lerchenauer Strasse, where the BMW establishments are still located. The company name was originally called Bayerische Fiugzeugwerke, and in 1917 it took the name of Bayerische Motoren Werke (BMW).

In the first years of activity, production was exclusively dedicated to aviation engines, designed by engineer Max Friz. In June 1919, an aircraft equipped with a BMW engine and piloted by Diemer established a prestigious world record flying at 9,760 m. A month later, the peace treaty prohibited Germany from dealing with aeronautical constructions. It was a hard blow for the Munich company, which was forced to modify all its production by directing it to the engines for trucks and boats.

In 1923 Friz made the first motorcycle engine of the BMW, with very interesting characteristics: it was a boxer with 2 opposed cylinders, 500 cc, side valves and cardan transmission. The BMW motorcycles equipped with this engine soon began to succeed in the most important competitions and contributed significantly to raising the destiny of the company.

In the following years, BMW became interested in the automotive world, and in 1928 it bought the licenses and establishments of the Dixi of Eisenach (East Germany), which in turn built the Austin Seven under license. From then until 1945 all BMW cars left the Eisenach establishments. Thus, the first car that carried the distinctive BMW emblem was actually a Seven with irrelevant modifications. It was a car of good quality but of small dimensions, but it needed to win the confidence of the public, which seemed to be oriented preferably towards more arrogant cars. More convincing than any slogan or advertising campaign was the victory of the BMW team in the 1929 Alpine Cup, where the small Dixi claimed against much more seasoned competitors, and in the Monte Carlo Rally of 1930, where the category of 750 ce.

Thus began the sports range of the BMW models, which in 1930 was enriched with the Wartburg model, a two-seater car with 748 cc engine and 18 HP power. Many young riders, who later became famous, began their careers at the wheel of the Wartburg: Ernst von Delius, Rudi Klein, Eugen Stosser, Robert Kohlrausch and others.

The economic crisis

A dark period followed those first successes. The economic crisis that affected the world in those years did not exempt the German company, which registered a 10% decrease in its turnover and was forced to request from the banks loans for 7 million marks. A policy based on strict savings allowed him to save the pothole as early as 1931. In the same year the model 3/20 PS with 4-cylinder engine with overhead valves, 788 cc and 20 hp at 3,500 rpm, replaced the Wartburg model , while in 1934 the serial production of a passenger car was launched: the AM 4 of 795 CE, with 20 HP of power. In 1933 the responsibility of the technical section was entrusted to Fritz Fiedler, who owed the BMW's first 6-cylinder engine, which equipped the 303 type with 1,173 cc and 30 hp, available in the limousine and cabrio-let versions. Fiedler was a staunch defender of the validity of 6-cylinder engines; However, before starting the successful series of these engines, he designed a new model of 4 cylinders, 22 HP, with a change of 4 gears, 2 of them synchronized, which was mounted on the type 309, produced from 1934 to 1936 although with little success. After this parenthesis, TUedler was completely dedicated to the 6 cylinders. This is how the 315 was born, with a 1.490 cc engine and 34 HP, whose sports version called 315/1 developed more than 40 HP.

This last version covered a gap in sports production, until then somewhat neglected: the only available car was still the old Wartburg model. With the 315 began the successes in the tests for automobiles of the Class of 1,500 ce. The success obtained by this 6-cylinder engine kept production at 315 until after the Second World War. Meanwhile, the BMW continued the construction of engines for aircraft, motorcycles and industrial vehicles. The sporting successes of the BMW motorcycles kept the prestige of the company in continuous expansion high; In 1935 the world speed record was set at 256 km / h, and the following year it reached 272 km / h.

As far as the automobile industry is concerned, in 1935 Fritz Fiedler created his masterpiece: a 6-cylinder, 1,911-c car, which would serve as the basis for all production prior to the war. We found it in type 319 of 1936, a good average displacement car that reached a speed of 110 km / h. The director of the BMW, Franz Popp, convinced of the value of sports successes, hastened to put into production the sports version of 319, called 319/1. The engine supplied more than 55 HP, but could be further improved with a particular preparation. That's why 319/1 proved capable of defeating even the most powerful cars. So Ernst Henne in 1936, famous motorcyclist and record holder, pilot managed to win the 2-liter category in the Eifel race on the Nürburgring, also revealing itself as the fastest rider.

An improved version of the 319 was the type 329, of almost identical structure but with a more modern body; to this followed the type 320, replaced in turn by type 321 in 1938. The type 326, produced from 1936 to 1939, was equipped with a 1.971 cc engine, 50 hp, two Solex carburetors and hydraulic brakes in the 4 wheels. Sold at the price of 5,500 marks, it also proved to be quite competitive and achieved a good sales success.

The legendary 328

At the beginning of its activity, BMW intended to offer quality cars at reduced prices, but in 1937 the production was directed to a more demanding and refined clientele, particularly oriented towards the sports models of 6 cylinders of 2 1 with the consequent increase in prices. One of these models was the model 327, a cabriolet of 1.971 ce and 55 CV, change of 4 speeds totally synchronized, and maximum speed of 125 km / h.

In the same year he launched one of the most famous BMW cabriolet, the 328, presented as a prototype in June 1936 and equipped with an 80 hp engine that became legendary. For the first time, a standard light alloy cylinder head with V-shaped head valves, three vertical carburetors and a radiator for oil cooling appeared. This car quickly became the dream of every motorist. The turnover of the German company reached 143 million marks. The engine of the 328 was used in Germany, even after the war, to equip the 2 1 cars not overfed. Maintained in production until 1940, of the 328 462 copies were built. It was for the most part the standard version of two seats, but it was also possible to obtain a special coupe body.

In 1939 the largest passenger car was launched, also offered in the limousine version, always with a 6-cylinder engine and called type 335. Even today this model is the most famous and sought after BMW range of the antewar, although in its time few copies were sold because of the outbreak of the world war. In the 24 Hours of Le Mans of 1939, the 328 was awarded the first place in its category; very important was the victory of a prepared 328, in the Thousand Miles of 1940, piloted by Huschke von Hanstein and Walter Báumer.

In the years of the war, the BMW stopped the production of automobiles to be dedicated to the one of engines for airplanes and warlike material. The end of the conflict left the company in disastrous conditions: the Eisenach establishments, which were in East Germany, were confiscated, those in Munich, already partially destroyed by the bombings, passed under the control of the allies. The road to its reconstruction was long and difficult; It began with the repair of automobiles, with the production of agricultural machinery and utensils built with recovery material.

Until 1948 the BMW did not obtain permission to build again motorcycles that did not surpass the 250 ce; while for automobiles it would have to wait until 1952. For the Frankfurt Motor Show, a single car was prepared: the limousine 501 of 6 cylinders, which resembled the type 326 of the antebellum period.

The postwar period

The productive policy of the BMW carried out in the post-war period proved to be of little benefit because the company devoted itself almost exclusively to the production of large displacements, for which demand, in that particular economic situation, was scarce. Seeking to improve sales, the BMW abandoned 501, and in 1954 the 501 A and 501 B types appeared on the market; both were not only less expensive, but also more powerful. However, these cars still belonged to the category of large displacements. The same fate suffered the new version of 501 of 2.077 ce introduced in 1955 and produced until 1958: 3.244 automobiles in almost four years are a clear sample of the wrong commercial policy. Meanwhile, since 1954, the type 502 of 8 cylinders and 2,580 ce, which had a power of 100 hp at 4,800 rpm, had entered into production; in 1955 a new model of the 502 type was further strengthened.

In spite of the clear preferences of the clientele towards small and medium displacement vehicles, BMW management continued to manufacture large and expensive automobiles that the market had no capacity to absorb. The last of the series of this unfortunate period was the type 507, a two-seat "hard top" passenger car, of which only 250 were produced between 1956 and 1960. The engine, 8-cylinder V in light alloy, of 3.168 CE, developed a maximum power of 150 HP at 5,000 rpm.

With a 507 the pilot Hans Stuck was awarded many races in slope. In 1955 the German company realized that it needed to change the program so as not to risk bankruptcy. In that period the utilitarian ones were very requested, that were replacing the motorcycles (which BMW knew by own experience, since it had registered an enormous reduction in the sale of motorcycles). Thus, the BMW bought the license of the Italian company Iso and started the production of the small Isetta, a utility with single-cylinder engine of 245 ce (12 HP) or 298 CE (13 HP). Since 1957, the 4-seater version with a twin-cylinder engine of 582 ce was also available. The production continued until 1962, and in 7 years there were 70,000 Isetta, which did not manage, however, to cover the deficit due to the paralysis of the sales of the other automobiles.

In 1959 the situation of the BMW was desperate; totally devoid of resources and with a disastrous balance, it seemed to be inexorably heading for bankruptcy. But the courageous intervention of a small group of shareholders managed to avoid the decision to close the establishments and granted the company one last chance. This brief extension was the salvation of the BMW, for whose fate Herbert Quandt was very interested, who supplied the necessary capital for a relaunch of the production. In the same year, the BMW built its first original utility, called BMW 700 and designed by the stylist Michelotti, which incorporated a twin-cylinder engine of 697 cc and 30 HP. It was a real success: from 1959 to 1965, 181,411 copies were built. In 1960 the sport version came out, which with a skillful set-up developed a power of 40 HP. With one of these cars, Hans Stuck was awarded the German Mountain Championship in the 1960 Tourism category.

Even having partially modified its productive policy, the BMW did not abandon the large car projects; Moreover, in 1960 launched a new series that included 2600 and 2600 L of 2,580 CE, 3200 L, 3200 S and 3200 CS of 3,168 CE, with 8-cylinder V engines.

In 1962, the great resumption

This series was the prelude to the one that began in 1962 and determined the definitive affirmation of the BMW in the international market. The first model, the 1500, was a success: 23,000 copies sold in less than 3 years. It was followed in 1964 by the 1600, which reached 155 km / h. There was also a remarkable sports resumption, especially with the introduction in 1963 of the 1800 and the following year of the 1800 TI, which stood out mainly in hill races. In the year 1966, the 2000 model with a 4-cylinder engine, of 1,990 cc and 100 bhp, was introduced.

In 1966 the BMW celebrated its 50 years of activity with a production already affirmed and in continuous development. In that same year he bought the establishments of the * Glas de Dingolfing, which were expanded to create a new assembly line.

In 1967 an improved version of the 1800 TI was presented, followed by 2002. For lovers of large displacements the 2500 and the 2800 of 6 cylinders were available, to which the 3.0 S were added in the year 1971 and the 3.0 CS.

In 1972, the new 520 was introduced with a 4,900 cc engine with a power of 115 hp at 5,800 rpm. An interesting experimental turbine car was also presented.

Sports successes

The participation of the BMW in the competitions had become more and more nourished as of the half of the Sixties, and the successes were not scarce. In the category of Tourism it obtained the first great success in 1968 with the pilot Ernst Furtmayr, that won in the European Championship of Mountain in its category with a BMW 2002; the pilot repeated the feat in 1969 also with the 2002 and in 1970 with the 2800 CS. In 1971 the title passed to the pilot Walter Brun with the 2800 CS. In addition, in 1970 the BMW was champion of Europe for Automobile of Tourism Marks with the pilot Marko.

Other important victories were: the European Drivers' Rally Championship, conquered by the Polish Zasada with the BMW 2002 TI in 1971; the 6 Hours of Tourism of the Nürburgring in 1972, with Stommelen and Fitzpatrik on a BMW 3000 prepared by Schnitzer; the Spa Cup and the 24 Hours of Tourism of the Nürburgring, won, respectively, by Ickx and by Kelleners in 1972.

A brief parenthesis deserves the BMW Monti, a car of Carrera Dos Plazas (Group 7), built by BMW in 1968 in an attempt to challenge the supremacy of the Porsche in the European Championship of the Mountain. That car had a very aerodynamic body, with the radiators placed laterally. Confident to the pilot Quester, the BMW Monti only partially achieved his attempt, as he came third behind the Porsche of Mitter and Stommelen.

Regarding the Formula competitions, the BMW made its appearance in 1966 building a Formula 2 car on frame of E. Broadley (owner and designer of the Lola) and BMW engine of 1,156 ce of injection Lucas. In 1969 this car appeared completely redone on self-supporting chassis of the Dornier designed by Len Terry. The engine was of 4 cylinders and 1.598 ce, with 16 valves in head and power of 242 CV to 10.000 rpm. The 1970 version recorded the arrangement of symmetrical valves as the only modification. In that same year, in the tests valid for the European Trophy, the BMW team drivers were awarded respectively: Siffert, the Grand Prix of Rouen and a second place in the Grand Prix of the Mediterranean; Ickx, the Tulln Langenlebarn, a test dedicated to the missing Jochen Rindt, and Quester, the Grand Prix of Hockenheim. Since 1971, BMW does not participate in Formula 2, but its engines are used by other companies such as Brabham, Lola and March.