From time to time digging dorsum into the BMW history is something that we like to do and we have reasons to believe you enjoy these articles as well. Now, BMW made information technology easier for us this time and they posted a press release talking about one of the most influential cars in their history: BMW 700.

The BMW 700 is a pocket-size rear-engined auto produced by BMW from Baronial 1959 to September 1965, based on the BMW 600. The 700 is i of several models credited with having rescued BMW from a terrible fate. By the time production ended, 188,211 had been produced which was more than five times the number achieved by its predecessor model.

This level of hitherto unprecedented commercial success enabled the company's modest share holders, supported by a major share holder named Herbert Quandt, to block a threatened take-over by Mercedes-Benz.

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Full details and information can exist plant in the press release below:

"Things did not await good. Indeed, BMW was chop-chop approaching the final plummet and demise of the Company in the 1950s: While motorcycle product had reached a new tape in 1952, product figures decreased more significantly in the years to come than they had increased in the tardily '40s.
To set off this dismal end of the motorbike market, BMW built the prototype of a new small machine in 1950, taking up the lines of the pre-war BMW 327 and the 600-cc fl at-twin engine and so pop at the time. But the project was afterwards discarded for economical reasons.

Afterward launching the Isetta in 1954 in an endeavor to set off the slump in the motorcycle market place, BMW shortly realised that this chimera car was too minor for the new customers entering the market place, who, as a issue of the German "economic miracle" soon expected a lot more of their new machine in the late '50s. Quite merely, therefore, such spartan "super-minis" had already passed their climax, with customers demanding a longer wheelbase and more comfort.

At the same time the automotive industry was booming, with production in W Germany increasing by one-third in 1955 alone. Introducing new models, BMW sought to spring up on the bandwagon, the BMW 600, a somewhat longer Isetta with its fl at-twin engine fitted at the rear, intended to come across need for a 18-carat four-seater at least for a while as of 1957. But again, the BMW 600 turned out to be a flop, customers not accepting the concept with the door at the front of the motorcar.

Looking hard for a solution, the Evolution Partition initially attempted for economic reasons to build a conventional modest car using as many parts of the BMW 600 as possible. Wheelbase was extended to 1,900 mm or 74.8″ by calculation on extra sections front and rear, and the front end seats were moved dorsum to provide convenient access to the car from behind the wheel arches. But soon it became evident that without a farther extension of the car'southward wheelbase infinite for the rear seats would be very limited. At the aforementioned fourth dimension the rapid increment in weight resulting from the auto's longer wheelbase was another problem, together with the poor seating arrangement.

The attempt to alter the frame and structure of the BMW 600 and meet modern demands thus proved to exist impossible – or at least field of study to significant compromises. So instead BMW decided to find a more promising solution by re-configuring the entire design and structure of the body.

Proven chassis and suspension carried over from the BMW 600.
Nonetheless this decision, BMW's engineers did not want to completely give up the proven parts and components of the BMW 600 in developing their new model. So they decided to modify the front axle of the BMW 600 with its longitudinal swing artillery for consequent track and wheel camber and carry over the concept to BMW'southward new pocket-sized machine – naturally with appropriate reinforcements to meet the greater demands made of the new model.

The engineers also took over the rear wheel suspension which, with its swing artillery modified to a slightly higher bending, supported the machine'due south steering as a function of acceleration in bends and counteracted any tendency to oversteer. Further features carried over from the BMW 600 were the all-synchromesh four-speed manual equally well as the bevel gear differential – and, of course, the fl at-twin power unit originally used on BMW motorcycles and now increased in size from 600 to 700 cc.

The crucial point was now to wrap up this engineering science in an advisable trunk suitable both for the market and the requirements of the futurity. Dorsum in late 1957, that is before the BMW 600 entered the market place, BMW's new Lath of Management had already requested the Development Division to develop and build a conventional small automobile with progressive design in corporation with an Italian designer and coachbuilder.

In July 1958 Wolfgang Denzel, an automotive engineer himself and BMW's importer in Vienna, proudly presented his new model designed past Michelotti in Starnberg just south of Munich. The determination in favour of this concept model was then taken in Oct 1958, allowing BMW to create both a Coupé and a Saloon to series product level as an in-house development.

The reason for doing this in-house was that the paradigm, while beingness very attractive and offering excellent driving qualities, would have been neconomical in product due to the expensive tooling required. So working hard on all the details, BMW's designers developed a dynamic little car which had nothing do to exercise with BMW pattern so far: the BMW 700.

In its blueprint the BMW 700 followed a trapezoid line with the roof structure and the basic torso of the auto opposed to i some other to form two counter-fl owing bodies. This design concept came from the USA every bit a streamlined rendition of the onetime pontoon structure, with further refinement past Italian car designers.

Nether the guidance of Wilhelm Hofmeister, BMW'south designers so turned this typhoon into 2 models, a two-door Saloon and a Coupé.

The fi rst BMW with a monocoque torso.
Autonomously from its make-new pattern, the BMW 700 offered another surprising highlight: it was the first BMW with a monocoque body. And the reason for introducing this new technology was articulate: "They might believe initially that in this manner we were giving upwards an onetime principle going dorsum many years within the Company. But our calculators rapidly showed us that a monocoque floorpan was able to save virtually 30 kg in weight, lower the entire car past 60–70 mm (two.4–2.eight″) and streamline the production procedure, with advisable cost benefits."

BMW was not a newcomer to the employ of monocoque unitary body panels. On the contrary, the BMW 326 built in Eisenach from 1936 until the beginning of the War already featured a floorpan made of high-rising panel supports firmly welded to the body of the car – at the time the best solution for a load-bearing body structure.

This experience carried over from the past quickly paid off, a comparison with two other well-known cars of the same size congenital in Europe and with a monocoque body clearly confirming the superior stiffness of BMW'southward car construction.

On nine June 1959 BMW's Board of Direction nether their Chief Executive Dr Heinrich Richter-Brohm made the big motility, presenting the new BMW 700 Coupé, the starting time model in the new series, to some 100 international motoring journalists. This was in Feldafing well-nigh Munich, at the same identify where about two years before they had showtime seen the not-so-fortunate BMW 600.

Since the turbulence encountered in BMW's model range had added further momentum to the critical reports by the press, Helmut Werner Bönsch, BMW's Director of Technical Sales Planning, admitted quite frankly in his welcome statement that "ultimately it was this attitude and these doubts which convinced us to invite you here today to feel the new BMW 700 Coupé, and non to look until the Frankfurt Motor Show."

The debut: standing ovations.
The minute Bönsch revealed the new Coupé, everybody started clapping. The journalists immediately admired the new model with its wheelbase of two,120 mm (83.5″), front end runway of one,270 mm (50.0″) and rear runway measuring 1,200 mm (47.2″).

Boasting these dimensions, the BMW 700 had grown out of the small car form still prevailing in the marketplace at the time and allowed a relatively high standard of freedom in providing extra infinite. The designers and engineers were particularly proud of the car'southward consistent lightweight technology reducing dry weight to less than 600 kg or 1,323 lb despite the car'due south overall length three,540 mm or 139.4″, thus providing the qualities required for skilful acceleration and colina-climbing performance.

Compared with the BMW 600, the extension in wheelbase by 25 per cent came with an increase in weight by simply 14.five per cent. And despite its low height of just 1,270 mm or 50.0″, the Coupé offered acceptable headroom merely like the doors measuring 93 cm or 36.vi″ in width allowed unusually comfortable access for a car in this class.

Enjoying the seats, the driver and passengers in the BMW 700 benefited from an unusually good balance of useful interior space and exterior dimensions, the curved windows helping to keep the doors polish and provide extra width inside the car.

Again in the words of Helmut Werner Bönsch: "In combining the footwells and the baggage compartment we followed the instance of a mod sleeping machine – which shows that sometimes you can even acquire from the railways!" He then added that "we besides remembered to keep the iv corners of the automobile in clear sight from the driver'south seat, assuasive the commuter to easily manoeuvre fifty-fifty into tight parking spaces."

Accordingly contoured to fit the human body, the front end seats with their active-animate upholstery were adjustable even while driving and came with backrests moving to four different angles. The backrest at the rear, in turn, folded down whenever required like in the BMW 600, allowing the commuter and passengers to accept forth bulky objects such as all their camping gear.

Same space and dynamic functioning as the BMW 326.
The BMW 700 was likewise well-equipped for travelling with a fair amount of luggage. The front end luggage compartment with its conveniently fl at flooring was able to accommodate two standard-sized suitcases measuring 70 cm or 27.five″ in length, together with some smaller bags. The fuel tank was beneath the luggage compartment, perfectly protected by the spare bike continuing upright in front. Offering a chapters of thirty litres or half dozen.6 imp gals plus three litres reserve, the tank was sufficient for a cruising range of approximately 500 kilometres or more than 300 miles, since, according to the fuel consumption standards applicable at the fourth dimension, the BMW 700 was quite happy with some half-dozen litres for 100 kilometres, equal to approximately 47 mpg imp.

Developing maximum output of thirty hp at 5,000 rpm, the two-cylinder ability unit of measurement was able to accelerate the Coupé to a top speed of 125 km/h or 78 mph. Exactly what this meant in terms of performance became quite clear in a statement again made by Helmut Werner Bönsch, comparison the motorcar's performance with that of the legendary BMW 327 touring sports motorcar: "The BMW 700 Coupé with its 700-cc 30-hp 2-cylinder offers the same top speed, the same acceleration and the same safe boilerplate speed on the route as its legendary predecessor with its two-litre six-cylinder 2-carburettor ability unit. And it does so with the same space inside and with superior roadholding of an even higher standard."

Journalists driving the BMW 700 Coupé were – rightly – thrilled from the start, waxing lyrical near the machine's pattern and its driving qualities: "Acceleration is certainly impressive for a car of this size, taking y'all from a standstill to 90 km/h in twenty and to 100 km/h in thirty seconds."

With this kind of performance, some journalists realised from the beginning that the BMW 700 Coupé was already looking at a sporting career: "You take the feeling that you're sitting in a machine with genuine sporting values, but without the rather harsh ride and limited space so typical of near sports cars."

Ultimately, most of the testers readily confirmed the optimism expressed by BMW'due south Board of Direction: "The BMW 700 Coupé is the latest model from Bayerische Motoren Werke and promises to be a groovy success and a real highlight at this twelvemonth's Frankfurt Motor Show."

Public attractions at the 1959 Frankfurt Motor Bear witness: the BMW 700 Saloon and Coupé.
Precisely this is what happened, with the BMW 700 becoming a 18-carat highlight for the public in Frankfurt. The new Coupé was presented on the BMW stand at the 1959 Frankfurt Evidence at a price of DM five,300.– including the car's heater. Right next to it was the four-seater Saloon based on the same engineering and design concept and destined to enter series production in early 1960.

Retailing at a cost of DM four,760.–, the Saloon was almost DM 600.– cheaper than the Coupé with its higher level of equipment. At the same time the Saloon boasted a far more spacious trunk offer acceptable space for four adults. And different the Coupé with its fl air nearly reminiscent of a sports car, the Saloon stood out in particular through its practical features and benefits.

Likewise designed by Torino coachbuilder Giovanni Michelotti, the Saloon as well received its finishing touches in BMW'southward Blueprint Office under Wilhelm Hofmeister.

With its steeper windscreen and rear window as well as the modified roof, the Saloon, on a body otherwise identical, looked much larger than the dynamic Coupé. Just weighing just 10 kilos more than than the Coupé, the 640-kg (1,411 lb) Saloon was able to offer about the same good performance, accelerating to 100 km/h in approximately 30 seconds and reaching a top speed of 120 km/h or 75 mph.

With the Frankfurt Motor Bear witness hardly over, BMW struck a very positive residue towards the end of September: "Both new models were warmly welcomed by motor journalists and the public akin, showing a response well across fifty-fifty our most optimistic expectations. As a result, nosotros successfully fabricated an unusually large number of sales not only in Frg, but also and in a higher place all in our export markets."

The BMW 700 was the straight competitor of the initially cheaper VW Protrude and appealed in a higher place all to the motorist wishing to stand out from the crowd. Indeed, as a result of bully demand customers had to await several months for the delivery of their car, with BMW selling more than 35,000 units in 1960, the BMW 700 thus accounting for some 58 per cent of the Visitor's overall revenues.

Born for motorsport: the BMW 700 Coupé.
The sporting qualities of the BMW 700 Coupé came out quite clearly from the starting time, shortly after the first of production in July 1959: The first Coupés were to be admired on the rail before the end of the year, for example in the Sahara-Lappland Rally. In 1960 BMW's fast Coupés brought home both gold medals and titles, Hans Stuck clinching the German Hill-Climbing Championship once over again at the wheel of a BMW 700 at the age of 60.

This clearly created significant need amongst many customers for an even more powerful engine, with the big day coming in summer 1961, when BMW proudly presented the BMW 700 Sport to the press at the Nürburgring Race Rail.

With its pinch ratio increased to 9:one, an fifty-fifty more dynamic camshaft and Solex twin-carburettors supplying the fuel, the ii-cylinder boxer engine now developed forty hp at 5,700 rpm.

This sporting package was rounded off by an optional sports gearbox and an even harder suspension featuring firmer dampers and an anti-roll torsion bar. The power unit, in turn, was sufficient for acceleration to 100 km/h in just under twenty seconds and a superlative speed of 135 km/h or 84 mph.

All the customer had to pay for this extra driving pleasure was DM 550,–

This "hot" version of the BMW 700 quickly became a legend in the early '60s particularly in motorsport, and was lauded by fans equally the "footling fighter". And indeed, at its time the motorcar put up some heady duels confronting competitors from both Steyr-Puch and Abarth.

Racing machine with a tubular spaceframe and an aluminium trunk:
the BMW 700 RS.
Moving on to works racing, BMW prepared 2 truly outstanding performers parallel to one some other: the 700 GT in 1960 and, a yr after, the BMW 700 S.
"When a new BMW sports machine, the BMW 700 RS enters the Rossfeld Hillclimb Race on 18 June 1961, this will be in a quest to test the driving qualities of the BMW 700 at college speeds and under more dynamic weather," said the proclamation.

The fact that this was indeed no more than a test is obvious, considering that the BMW 700 RS, in making its debut in the sports car category upwards to 1600-cc, was competing against the likes of the Porsche Spyder and the Porsche RSK, to mention but two formidable rivals.

BMW's minor racing machine boasted a tubular spaceframe and an aluminium body, with lxx hp coming from the side-shaft power unit and with the consummate vehicle weighing less than 600 kg or 1,323 lb. Depending on the manual ratio, this small merely dynamic performer was able to accomplish a top speed betwixt 150 and 200 km/h (93 and 124 mph) – enough for Walter Schneider to bring home the German Circuit Title in 1961 at the wheel of a BMW 700 RS.

The dynamic BMW 700 remained seriously competitive and in almost cases even superior for years to come, boasting diverse levels of tuning and engine power. And when BMW's two-cylinder sports motorcar finally reached the end of its career, Hubert Hahne, ane of the big stars at the time in touring car racing, had brought home the majority of his wins in this outstanding operation model.

At the aforementioned time the BMW 700 had already become the ideal motorcar for young drivers making their first appearance in racing at the time. A very skillful example is Hans-Joachim Stuck, who has cracking memories of this not bad car: "I was just nine years quondam when I accompanied my father to drivers' courses held by Scuderia Hanseat at the Nürburgring race track. And there I was able to bulldoze a BMW 700 myself, since it was a closed excursion reserved entirely for our racing activities."

BMW speedily added further versions to the range, making the BMW 700 even more successful: Post-obit the regular BMW 700, the Visitor introduced the BMW 700 De Luxe in February 1961, featuring the same technical equipment but with an even higher level of appointments. The most exclusive model in the BMW 700 range launched at the same time was the BMW 700 Convertible, the Baur Coachbuilding Company in Stuttgart designing and building this open-air version of the BMW 700, as they had already done so oft in the history of BMW.

To provide all the qualities for driving in the open air, Baur reinforced the motorcar's load-bearing elements and re-designed the rear end. An uncomplicated, straightforward roof mechanism fabricated open air motoring a 18-carat pleasure, peculiarly considering the 700 Convertible came as standard with the more powerful engine otherwise featured in the BMW 700 Sport.

1962: new generation for greater comfort.
The most significant change came in spring 1962 when BMW, while retaining the automobile's wheelbase, extended the body by no less than 32 cm or 12.6″ in order to offer a pregnant increment in motoring comfort.

This new model was marketed as the BMW LS and the BMW LS De Luxe. As of autumn 1964 the Coupé also received this longer body, coming off the assembly line in its concluding twelvemonth of production as the BMW LS Coupé.

In all, sales of the BMW 700 amounted to 190,000 units by the year 1965. And the machine was a cracking success in many countries the world over, with BMW delivering assembly kits for the BMW 700 to assembly plants in countries otherwise imposing loftier taxes on completely built-upwards cars. Hence, the BMW 700 was assembled from kits in Belgium, Italy, Argentina and even – in small-scale numbers – in Israel.

At the end of the solar day the BMW 700 more than fulfilled its expectations, having given BMW new promise and taking the Company successfully through the crisis in 1959 and on to the last quantum to profi tabular array large-scale production."

[Source: BMW ]