B.M.W.

D, 1928 to date

(1) Bayerische Motoren-Werke, Eisenach, Munich, 1928 – 1939

(2) Bayerische Motoren-Werke AG, Munich, 1952 to date

The BMW firm developed from the Bayerische Flugzeug-Werke, Munich founded in 1916 for the production of aero engines. In 1922 the name was changed to Bayerische Motoren-Werke, and production of engines for boats, lorries and motor cycles began. In 1923 the first BMW motor cycle appeared. In 1928 the Eisenach Dixi works were acquired and car production began with the BMW-Dixi, an Austin Seven built under license. BMW car production was carried on in Eisenach, while production of BMW motorcycles remained in Munich. The BMW-Dixi was succeeded in 1932 by the 800cc BMW 3/20ps model with tubular backbone chassis and independent suspension.

In 1933 came the first 6-cylinder model, the BMW 303 for sale). The range of sixes continued with the ‘BMW 315’(1.490cc, 34 and 40bhp) and ‘BMW 319’ (1.911cc, 45 and 55bhp). The triple-carburettor sports versions of these BMW cars laid the foundation for the famous BMW sports cars, noted for their speed and appearance. The engine of the ‘BMW 326’ (1971cc, 50bhp) became the basis for the ‘BMW 327’ and ‘BMW 328’. The BMW 327 used the 55bhp engine, while the most successful BMW 328 developed 80bhp. Two of this model’s most remarkable successes amongst many in races, rallies and trials were a class win at Le Mans and the winning of the 1940 abbreviated Mille Miglia. The ‘BMW 327/328’ used an 80bhp engine in the ‘BMW 327’ longer wheelbase chassis and was also very successful in competitions. The last pre-World War 2 model was the ‘BMW 335’ with a 3.485cc 90bhp engine. It was intended for the British market and only a few hundred BMW 335’s were built. From 1935 to 1939 BMW’s were imported into the United Kingdom and marketed under the name of Frazer Nash-BMW.

The Eisenach factory was lost through nationalization in 1945. Production of BMW motorcycles was taken up again in the Munich factory and facilities for BMW car production were prepared. The first Munich-built BMW car appeared in 1952, the ‘BMW 501’ with a 6-cylinder 1.971cc engine, based on the last pre-war designs. This started the range of 6- and 8-cylinder prestige BMW cars. The last of this range was the ‘BMW 3200’ CS 2-door coupé with 3.2-litre 160bhp engine for sale. In 1955 BMW started production of the Isetta bubble car under licence, and this was followed in 1957 by the BMW ‘600’ 4-seater based on it. In 1960 the ‘BMW 700’ appeared with a 697cc air-cooled opposed twin-cylinder engine mounted in the rear. In 1962 BMW began to produce medium sized cars again, bringing out the 4-cylinder ‘BMW 1500’ (80bhp), which was developed into the ‘BMW 1800’(90bhp). The ‘BMW 1800TI’ and the ‘BMW 1800 TI/SA’ were tuned versions developing 110 and 130bhp respectively. In 1965 the ‘BMW 2000 C’ (100bhp) and the ‘BMW 2000 TI’ (120bhp) coupés appeared. In 1966 the ‘BMW 1600’ (83bhp), the ‘BMW 2000’ (100bhp) and the ‘BMW 2000 TI’ (120bhp) with 4-cylinder in-line engines of 1573cc and 1990cc capacity were added to the range. In 1967 the Frazer Nash-BMW name was revived for a special luxury model of the ‘BMW 2000TI’, selling in England for £1830. New for 1968 were the BMW 2002 for sale, combining the 135bhp 2-litre engine with the BMW 1600 chassis, and the BMW 1600GT, which used the body of the former Glas 1700, a result of the BMW-Glas merger of 1967. In 1969 the BMW company produced their first six since 1958, the BMW 2500. Mechanically this derived from the existing fours, but was powered by a 170bhp 2494cc 7-bearing engine. A bigger 2.8-litre version was also available By 1971 BMW were offering a 2985cc version with either twin carburetors or Bosch fuel injection; in the latter form it gave 200bhp. Also new in 1971 was a semi-estate car, the Touring, available in 1600, 1800, or 2000 guise. BMW ran a Formula 2 team in 1969, using special 1.6-litre engines in British Lola chassis, but though there were several victories in 1970, the BMW company retired from his branch of the sport after two seasons. The 1973 range embraced the 1600, 1800, 2000, and the sixes, as well as a new ohc BMW 520 for sale with 1990c 4-cylinder engine, wishbone and trailing-link front suspension, and saloon bodywork in the 2500 idiom. Options included 115bhp twin-carburettor or 130bhp fuel-injection models, and a choice of 4- and 5-speed manual and automatic transmissions. A 200bhp derivative of this unit powered a prototype mid-engined coupé, the turbo, with all-disc brakes.

Source: Georgano, encyclopedia of motorcar; HON

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Chalmers / Chalmers-Detroit

US, 1908 – 1924

Chalmers Motor Car Co, Detroit, Mich.

The Chalmers was one of the most popular automobiles made in the United States for more than a decade. The Chalmers was the successor to the Thomas-Detroit which was built by a company which had been founded in 1906 by E.R. Thomas (builder of the Thomas car in Buffalo, N.Y.), Roy D. Chapin and Howard Earle Coffin; the two latter had previously served at Oldsmobile. The Thomas-Detroit of which some 500 were sold during the first year of production, was marketed through the parent firm in Buffalo which manufactured a larger line of cars under the Thomas emblem. The Thomas-Detroit was a medium priced four-cylinder car which had been designed by Coffin. In 1907, Hugh Chalmers, vice president of the National Cash Register Co and a noted salesman, entered the firm. Shortly after, he bought a half of E.R. Thomas’ stock and became president of the company which became the Chalmers-Detroit Motor Company. The Thomas-Detroit became the Chalmers-Detroit in 1908 and in 1910, the Chalmers. Open and closed Chalmers models in two lines comprised the Chalmers four-cylinder cars, with self-starters appearing in 1912. Chalmers (as Chalmers-Detroit) had distinguished itself in road races as early as 1908 when W.R. Burns won the Motor Parkway Sweekstakes at Jericho, N.Y., averaging 48.7mph in the six-lap 140.76 mile run.

In 1913, the Chalmers brought out its first 6-cylinder model, as well as the four and apart from small mechanical and design changes, continued both until 1914. The Chalmers four was dropped from the 1915 line, however, and sixes were to be used exclusively in Chalmers until the ending of manufacture. By 1915, some 20.000 Chalmers cars per year were coming off the Chalmers production line and would even exceed that figure before the advent of World War 1. In 1917, an L-head motor replaced the earlier overhead-valve type and on August 4th, Chalmers again headed racing news when Joe Dawson won the 24-hour stock Car Endurance Run at Sheepshead Bay, N.Y. Sales flagged following the end of the war and Hugh Chalmers, always the salesman, and with the realization that a competitor, Maxwell, wasn’t faring well either, arranged to lease his Chalmers plants to Maxwell, using his salesmanship to promote the two concerns and getting the benefit of Maxwell tooling and manufacturing equipment. By the early 1920s, however, many makes of cars were in financial difficulties due to over-expansion and recession, and Walter P. Chrysler was called in to try and reorganize Maxwell. Chrysler was at this time planning his own corporation and in 1922 Chalmers was taken over by Maxwell which had become a Chrysler subsidiary. The last Chalmer cars for sale were equipped with Lockheed hydraulic brakes but 1923 was the last year of Chalmers production with some 9000 units leaving the factories. The Maxwell survived until 1925 when it became the Chrysler Four.

Source: Georgano, encyclopedia of motorcar; KM
The information is written with the greatest of care. However, if you have any suggested amendments please contact us at office@prewarcar.com