Car: 1500
Years Produced: 1962-1964 (see note on production years)
Production Volume: 23,807
After World War II ended BMW struggled to recover. As a major supplier to the German military it's factories had been devastated during the war and came under strict control once the fighting ended. Further, a major plant at Eisenach was in the Russian sector and unlikely to return to the company's control anytime soon (this plant produced EMWs for some time after the war).

The company created an odd range of cars--they chose to produce both the ultra frugal Isetta and the classic (and expensive) 507 roadster. There was no mid range car to appeal to the largest section of the market at a time when Germany's economy was beginning to boom. This gap was cured with the 1500.

The 1500 was an upright four door sedan with a single overhead cam 1.5 litre engine, rear wheel drive and independent suspension. It offered solid performance at a reasonable price and received rave reviews. Most importantly, Alex von Falkenhausen (I need to check spelling) ensured that the 1500 engine was easily expandable. This engine was the basis for every car described on these pages, as well as the four cylinder three series of the '70s and '80s. The 1500 was the start of a series of cars that saved the company. Together the four door sedans are called the "New Class."

Below are some excerpts from a Road & Track article of September, 1963.
Overall opinion
"But it was not until we returned the BMW 1500 to its makers and transferred our
attention to another vehicle that we realized how much we had become attached to this
well-built automobile."

"No car is perfect, but in the case of the BMW 1500, the effort of its designers and
builders to approach perfection as nearly as possible within their limitations is
pleasantly evident."

Engine characteristics
"At the root of the car's performance is an engine of modest size but advanced layout.
There are four cylinders; considerations of road tax, total weight and installed engine
volume pointed toward a modest displacement, so a high-revving power unit had to be
evolved. This was achieved by over-square cylinder dimensions, a single overhead
camshaft, an 8-port aluminum cylinder head and careful adjustment of inlet and exhaust
manifold tube lengths. In the interest of acceleration, gearing is such that in top gear
1000 engine revolutions correspond to only 16 mph., but even at 6400 rpm (which is the
maximum reached during our acceleration tests) piston speed is only 2980 ft/min. and the
engine remains smooth and quiet."

"The 1500 engine has been criticized for its lack of flexibility, but we cannot agree
with this. On very substantial hills we gave the car full throttle at 2000 rpm in 4th
gear, and it did wonders in pulling itself out of such predicaments. Again, this may be
due at least in part to the carburetor settings employed, but as we drove the car,
flexibility as such (as distinct from torque and low speed acceleration) was very near
being outstanding. Top speed is actually higher than the manufacturer claims (the test
panel figure is the result of averaging 8 runs in opposite directions; it is thus not
merely a "flash reading," but a truly attainable speed figure)."

"Even more important in daily use is the unobtrusive way the car hangs on to its
cruising speed, once it has been attained. Repeatedly, over winding roads infested with
lots of traffic, we noted average speeds substantially higher than we would have guessed
from the way the car handled. This feeling of always remaining at a comfortable, even
leisurely, speed level was shared by our passengers in front and back, and is a tribute
to the engine as well as to the running gear."

Handling
"Roll is moderate and damping excellent, even after severe bumps taken at high speed.
Ridges and potholes are crossed in comfort-undoubtedly due to the "longitudinal
springing" effect given by the various rubber suspension mountings. Braking (discs in
front, drums at the rear) left little to be desired-the pedal was light, the car always
remained in a straight line and there was virtually no nose-diving. After repeated
high-speed testing, braking remained powerful and smooth. As with most disc brakes,
there was a high-pitched squeal (or whistling) on several occasions,-and sometimes one
front wheel appeared about to lock fractionally earlier than the other. In actual
driving, however, no ill effects ever became apparent."

Transmission
"The transmission is comprised of a powerful, smooth clutch actuated by a pendant pedal,
followed by a 4-speed gearbox with Porsche-type synchromesh on all speeds. As with all
other boxes of this kind, gear changes can be made with lightning speed, with unbeatable
synchronization and a feeling of absolute precision. However, when the driver's seat is
in its rearmost position, 1st and 3rd positions are a bit far away, and require the
driver to bend forward."

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