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

The information is written with the greatest of care. However, if you have any suggested amendments please contact us at office@prewarcar.com

Star

GB, 1898 – 1932

Star/ Starling/ Stuart

(1) Star Motor Co, Wolverhampton, Staffs., 1898 – 1902

(2) Star Engineering Co, Wolverhampton, Staffs., 1902 – 1909

(3) Star Cycle Co, Wolverhampton, Staffs., 1905 – 1909

(4) Star Engineering Co Ltd, Wolverhampton, Staffs., 1909 – 1928

(5) Star Motor Co Ltd, Wolverhampton, Staffs., 1928 – 1932

Edward Lisle Sr’s Star Motor Co, an offshoot of the Star Cycle Co, produced its first Star car in 1898, and offered the Star car for sale in the following year. The Star car was a Benz-based machine, with a single-cylinder, water-cooled 3½hp engine, belt primary drive and chain final drive. It was an improvement in that water circulation on the Star car was assisted by a pump. In 1900 there followed a 2-cylinder Star car with 3 forward speeds, still on Benz lines. 1901 brougth De Dion-engined single-cylinder Star cars, and 1902 an 8hp twin of Panhard type in addition. Other, larger Star cars of Panhard ancestry joined the 8hp, up to a 20hp four Star car. By 1904, although a De Dion-powered single and Panhard-type twin were still there, the bigger machines were of Mercédès pattern, these Star cars came with honeycomb radiators, mechanically-operated inlet valves and pressed-steel frames. All veteran Star cars up to 1914 were extremely well-made, well-furnished, conventional, rather expensive cars lacking in technical originality, showing a line of development appearance in the 1907 range. The best-known Star car of the veteran period was the excellent 15hp Star car of 1909, a shaft-driven 2.8-litre four which had become the 3-litre 15.9hp by 1914. A great variety of other Star cars, basically similar models were turned out, not only by Star but also by the Star Cycle Co. The latter, run by Edward Lisle Jr, had made motor tricycles and bicycles, and produced the Starling car in 1905. It had 2 forward speeds and a De Dion single-cylinder engine, but was otherwise of Panhard type, with armoured wood frame and chain drive. One year later the Star car company supplemented it with the more modern Stuart car, which had 2-cylinders, 3-speeds and shaft drive. This name was dropped in 1908, all models being called Starlings, but these too, disappeared in 1909 when Star cars cheaper line was entrusted to the new Brion Motor Co, a more indepented concern that was still run by Edward Lisle Jr. So popular was the Star car that its makers were among the six largest in the country before 1914.

The 15.9hp Star car was continued after World War 1, together with another sv four Star car of pre-war origin, the 20hp Star car of 3.8-litres. A modern light Star car of fashionable type, the 11.9hp, arrived in 1921. This Star car used a 1.795cc sv engine with a detachable head, made in unit with a 3-speed gearbox which had central change. By 1924, the 11.9 Star car had grown up into the 2-litre 12/25hp Star car. It shared cylinder dimensions with the 18hp Star car, which was a new 3-litre six. The 12/25 Star car could be had as a very fine fast touring car with overhead valves and 54bhp, in which form the Star car was called 12/40hp. Thereafter, the Star car range reverted to its pre-war complexity. By 1927, there were three sv Star car models and two additional and more up-to-date Star cars with overhead valves. The 14/40hp Star car, new in 1926, was a solid 2-litre, ohv machine which in spite of having only 4-cylinders and 3 forward speeds, this Star car was a notably smooth and flexible car, thanks to a 5-bearing crankshaft. The ohv 20/60hp Star car, a 2½-litre six with the same bore and stroke as the 14/40 and a 7-bearing crankshaft, was the most luxurious Star car. A light six, the popular ohv 18/50hp, joined the Star car range in 1928, the year of the Star car company’s acquisition by Guy, and replaced the 14/40 Star car for 1929. By this time, the sv Star cars had gone, leaving the two sixes. As the 18hp Star Comet and the 21hp Star Planet, these Star cars were revised with handsome bodies and very full, luxurious equipment, including one-shot chassis lubrication, thermostatically-controlled radiator shutters and a built-in jacking system. Two other engines, of 14hp (2-litres) and 24hp (3.6-litres) were also obtainable in Star cars for 1932, as alternative Comet and Planet power units. These Star car were the last new Star cars, for they were too expensive to make, and the times favoured the mass-produced economy car. Production of Star cars ended in March 1932, but the unsold stock was sold by McKenzie and Denley of Birmingham, and the Star car was quoted in the Buyer’s Guide lists until 1935.

US, 1903 – 1904

(1) Star Automobile Co, Cleveland, Ohio

(2) H.S. Moore, Cleveland, Ohio

This Star car was driven by a single-cylinder, watercooled engine of 1.9-litres, mounted beneath the front seat, with false bonnet and coil radiator in front. A champion planetary transmission and double chain drive was used on this Star car. Both two- and five-seater Star cars were made, the latter with rear entrance.

US, 1908

Star Automobile Co, Chicago, Ill.

Star runabouts were offered in three models, selling for $500, $600 and $700 respectively. The smallest Star car was an open two-seater, and shaft drive was employed on all Star cars.

US, 1908

Model Automobile Co, Peru, Ind.

The short-lived Star car from Peru was offered in conventional 2- and 4-cylinder forms. The twin was chain-driven, while the big, expensive four Star car ($4.000) had shaft drive.

US, 1922 – 1928

Durant Motor Co of New Jersey, Elizabeth, N.J.; Lansing, Mich; Oakland, Calif.

William Crapo Durant’s Star Four was one of the most serious attempts to take away some of the Model T Ford’s market, for the cheapest practical car. Unlike the Ford, the Star car was an assembled machine.The Star car had a 2.2-litre, 4-cylinder engine by Continental, and was conventional in design in every way except the gearbox, which was separate; a feature common to all the vehicles in Durant’s empire, but very unusual in American mass-produced cars by the early 1920s. The touring Star car cost only $443 in 1923, which helped Star to be the seventh biggest seller in America that year. The Star car was sold outside the United States as the Rugby. In 1926, a 2.8-litre six Star car was introduced. Front wheel brakes appeared in 1927 but a year later the Star car make disappeared in the collapse of the Durant interests. By this time, 250 Star cars a day were being turned out. Only the Four was still called the Star car for the 1928 model year, as the Six was now known as the Durant Model 55.

Source: Georgano, encyclopedia of motorcar; TRN, GMN, MJWW, TRN

The information is written with the greatest of care. However, if you have any suggested amendments please contact us at office@prewarcar.com