BMW F650

A little history

A rather elitist brand on four as well as on two wheels, BMW decided during the early Nineties to address a slightly less affluent and much younger clientele. In 1993, this willingness translated into the F650. Available in two versions, the Funduro and the ST, the F650 was powered by a single-cylinder 650cc Rotax rated at 50 hp. Both models were built until the end of 1999, when they were replaced by a single model, the F650GS. Fitted with an injection engine and a catalytic converter, the GS stood higher, yet had a lower centre of gravity thanks to a modified fuel tank.

At the end of 2007, BMW deeply updated its F650GS for the Milan motorcycle show. Since then, it has appeared as a simplified version of the new F800GS. A little odd perhaps, the F650GS actually shares its larger sister’s smoother 800cc engine. Once more provided by Rotax, it is an inline twin delivering 85 hp in F800 guise, but limited to 71 hp when fitted to the F650. Again designed for a public of bikers with limited experience, both GS models can also be restricted to a friendlier output of only 34 hp. They are still proposed by BMW today.

About the model

Model: BMW F650GS
Year: 2007
Maker: Maisto
Scale: 1/18
Distributed by: Maisto
Acquired: second hand with neither stand nor box, in December 2011, in Brive, France

A rendition of the F650GS that is well in line with what Maisto usually produces: nicely done overall but the high content of plastic parts sadly makes it look a little toy-like. My rating is 12/20.

BMW C1

A little history

With increasing traffic congestion downtown many of the world cities and growing environmental concerns, many automobile drivers started turning to scooters and even bicycles as their daily commuting vehicles during the Nineties. Experience on two wheels being rather limited for these newly converted users, fears about safety quickly arose.

One of the three constructors to be equally present on two- and four-wheel markets, BMW decided to bridge the gap between the two concepts with a revolutionary vehicle, no less. Unfortunately, it failed – most probably sometime in the future it will be seen as too much ahead of its times.

Actually, BMW was even ahead of the demand for a two-wheel city vehicle when it unveiled its C1 prototype in Cologne as early as in 1992. The C1 was, basically, a scooter, but one with… a roof.

In fact, the C1 had received more than a simple roof. Its driver would seat in a reinforced cage made of aluminium, and behind a crumple zone. He would also be protected by bars set at shoulder height, and fastened to his seat by aviation-type harnesses. The first goal of the C1 was to demonstrate superior safety standards, and it passed crash tests with flying colours, proving to be as safe as a city car. Based on these results, BMW claimed the C1 could be driven without a helmet. Another potential burden for defectors from the automobile side being operating a motorcycle transmission, BMW fitted its C1 with a CVT system which allowed for extreme ease. Furthermore, the roof offered some degree of protection against the rain.

By the late Nineties, the production C1 was finally ready and the time seemed ideal for its launch. The new scooter was powered by a 125cc mono-cylinder good for 15 hp; top speed, if this ever matters for a city vehicle, was advertised at 106 kph. Rather than producing an in-house engine, BMW purchased its blocks from Rotax, an Austrian company notably involved in ultralight aircraft. Subcontracting didn’t stop there, as actually the C1 production as a whole was entrusted to Bertone in Italy. The C1 was introduced in late 1999, and sales began early in 2000 in most European markets.

Apart from its bold design, two factors played against the C1’s commercial success. One was its price, much higher than any other rival scooter in the 125cc class. The other one was the reticence from several countries’ authorities to alter the regulations regarding the use of helmets. In the United Kingdom in particular, rigid laws virtually excluded the C1 from the country.

Despite the 2001 launch of a slightly more muscular version, named “200” but actually powered by a 17.5 hp, 175cc engine, sales were sluggish. BMW threw the towel during 2003. Did the Bavarian give up all hopes on its C1? Apparently not, as a lightened version powered by an electric motor, the C1-E, as been presented as a concept in 2009. Though the company providing its power, Vectrix, has since then filled for bankruptcy, it isn’t impossible that this pioneering BMW be resurrected one day.

About the model

Model: BMW C1
Year: 2000
Maker: Maisto
Scale: 1/18
Distributed by: Maisto, ref. 39350
Acquired: brand new, in February 2005, in Manila, Philippines

Accurate enough, though as it is common with Maisto the “chromed” parts look way too much like plastic rather than metal. My rating is 11/20.

BMW 326, 327 and 328

A little history

Business is naturally bad when you’re an aircraft engines manufacturer but are barred to build aircraft engines. After World War One, the victorious Allies virtually forbid any activity to the then powerful aeronautical industry of Germany. Though some restrictions would be later eased, companies which specialized in engines had to recycle themselves into other peaceful activities. Being a firm focused on mechanical construction, BMW intended to not venture into unknown territory. In 1921, the Bavarian company started producing a portable boxer engine for industrial use. During the following year, it took over BFW, an aircraft manufacturer equally affected by the Versailles peace treaty’s clauses. BFW had tried, without much success, to convert itself to the production of motorcycles under the names Helios and Flink. Despite their deficiencies, BMW retained the vehicles’ construction, gathering valuable experience and, in 1923, introduced its own design, the R32 fitted with a boxer engine and a shaft drive transmission replacing the traditional chain, a trademark of all subsequent BMW motorcycles. By 1928 BMW had already made itself widely known for the quality of its motorcycles. The next logical step would be to build four-wheel vehicles.

As it had been the case with motorcycles, BMW didn’t create its own outright automobile design from the start. In late 1928, it purchased the Eisenach company – known for the production of the Dixi car – from Gotha, a rolling stock manufacturer which is nonetheless better known for its giant bombers attacking London during World War One. Once again, the transaction occurred among the narrow circle of former aeronautical companies of the vanquished German empire.

Though it had once produced its own designs, Eisenach was reduced since 1927 to build an Austin Seven under licence. As it had done after the BFW takeover, BMW kept the car in production as the BMW-Dixi 3/15. This popular automobile was a deceptive omen for things to come though, even if BMW gave a glimpse of its own future by adding a sporting derivative of the Dixi, the 3/15 Wartburg, in 1930. In 1932, the manufacturer felt sufficiently confident to introduce its first design, the 3/20. As early as 1936, when the 326 was introduced, BMW was known as the producer of mid-range automobiles, performing well, rather expensive but extremely well-built.

The German public had its first look at the 326 model at the Berlin motor show in early 1936. This was BMW’s first four-door saloon, and with a 2-litre straight six engine, the company’s largest car to date. Performances were very interesting, thanks to two carburettors allowing a 50 bhp output. In 1937, a more potent 327 version was introduced. Only available as a two-door coupe or convertible, the 327 sat on a shorter chassis and enjoyed a more streamlined body, enough to bring the car to 125 kph with only 55 bhp. For those who wanted yet more action – and for most of them, those who wanted to race – BMW presented the 328 in April 1938. Output hopped forward to no less than 80 bhp, enabling a 150 kph top speed. The 328 was indeed a head-turner back then, and has become a classic since then.

Production of all BMW cars continued until 1941, when all German companies were asked to concentrate themselves on the war production. This didn’t help though and, as everybody knows, the Reich crumbled a second time in 1945.

For BMW, the situation was even worse after World War Two than it had been one conflict earlier. Production was restarted in Munich, the company re-centering its activities to Bavaria for the main Eisenach plant in Thuringia had felt into Soviet hands. Utter confusion arose when it appeared that the Russians too had put the prewar BMW models back into production. Years of legal struggle followed, the Western half of BMW refusing to see lower-quality Eastern cars being exported under the same name, at the risk of destroying its reputation. The dispute was settled in 1952 when the East Germany company changed its name to EMW.

BMW produced its 326 range until the introduction of a brand-new 501, in October 1952. On the other side of the border, BMW/EMW replaced its prewar saloon by an updated 340 as early as 1948, but kept it longer in production, the last of these relics leaving the Eisenach factory as late as 1955 before being succeeded by the first Wartburg car. Interestingly, the 327 also remained in production until 1955. Quite a paradox for this iconic sportscar of the Thirties to end up being constructed in a communist country!

About the model

Model: BMW 327
Year: 1941
Maker: Detail Cars
Scale: 1/43
Distributed by: Detail Cars
Acquired: brand new, in June 2005, in Manila, Philippines

This model is certainly one of the most tasteful ever produced by the defunct Italian die-cast maker Detail Cars. It is beautifully crafted and nicely assembled (quality of workmanship is often a problem with Detail Cars models): 15/20.

BMW V12 LM and LMR

A little history

Though the association of BMW and Williams’ names is more reminiscent of Formula One than endurance racing, the two companies’ cooperation indeed started with the construction of a sportscar. It was called the V12 LM – the combination of a Williams chassis and a BMW engine, a 6.0-litre similar to the blocks that had powered the McLaren GTs. BMW wouldn’t run its own cars, delegating this task to Schnitzer instead. Poor reliability due to deficient engineering and imperfect aerodynamics caused a rout during the LM’s only race, the 1998 Le Mans 24 Hours. BMW immediately abandoned the car, deciding the return only when an improved machine would be ready.

This new car appeared for 1999, as the V12 LMR. After a successful outing at Sebring, the Schnitzer team concentrated on Le Mans. This time, BMW was victorious, its very first win in the Sarthe as a constructor despite its long history.

In 2000, BMW’s involvement in Formula One as an engine manufacturer brought the Bavarian company to scale down its endurance racing’s program. Its efforts were limited to the American Le Mans Series, where the LMR now faced an implacable opponent: the new Audi R8. At the end of a meagre season, the BMW spyders were retired for good.

(This car’s history will be expanded in due time, please be patient.)

About the model

Model: BMW V12 LMR
Year: 1999
Event: 1999 Le Mans 24 Hours, driven by Joachim Winkelhock, Pierluigi Martini and Yannick Dalmas (finished 1st overall)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.29 of its Les Plus Belles Voitures des 24 Heures du Mans press series
Acquired: brand new, in December 2004, in Souillac, France

BMW E1

A little history

When it unveiled its E1 city car prototype during the 1991 Frankfurt motor show, BMW was among the first to answer the call for more environment-friendly vehicles. An early hybrid, the E1 could be powered, depending on the driver’s choice, by a 32 kW electric motor or a 1.1-litre inline four rated at 82 hp. BMW having no gasoline engine as small as the latter in its production cars’ range, the E1’s block was actually adapted from the K1100 motorcycle’s engine.

The E1’s structure was built from aluminium elements assembled together. Some panels were also made of plastic. This gave the car both rigidity and light weight. Wheels were pushed to each corner of the vehicle, allowing an incredibly large passenger compartment, considering the tiny overall length. Security was also a concern for BMW engineers, and in this respect the E1 incorporated then-top-of-the-art technologies such as an ABS braking system, energy-absorbing zones or dual airbags at the front.

The only performance that really matters about a car that is solely or partly powered by electricity is its autonomy. Electricity having been a common form of power during the early stages of automotive history, it is amazing to see how little modern cars have progressed in such a long period of time. In this respect the BMW E1 fared rather better than most other similar projects, being able to cover 160 km in normal, urban traffic conditions and a maximum of 265 km in the most favourable situation. Perhaps the main drawback of the E1, should it have reached production stage, would have been its price and high maintenance costs. As all electrical vehicles, the E1 relied on large batteries that are expensive to manufacture, and need to be changed regularly. This stern prospect has probably done much to hinder the success of a type of car which, almost two decades after the E1 has been presented, sadly remains more of a curiosity than a potential mean of transportation.

About the model

Model: BMW E1
Year: 1991
Maker: Hongwell
Scale: 1/43
Distributed by: Cararama
Acquired: brand new, in November 2004, in Manila, Philippines

This is again a model that we should be happy a die-cast maker ever produced, albeit quality isn’t great. Indeed, while up front Cararama did things rather correctly, the reproduction of rear window and panel as a single part that is never assembled correctly does much to reduce my rating to 6/20.

BMW M1

A little history

Famed today, the M1 was born in chaotic conditions and built only for three years before retiring. Originally, Lamborghini was associated with the project, but spent most of the sums already perceived in developing its own unfortunate prototype for an off-road vehicle, the Cheetah. Unable to provide what it had pledged, the Italian company was stripped of the whole project, which was entirely taken over by BMW, and went almost bankrupt.

BMW built the cars with homologation purposes in mind. All were hand-built, keeping the production, which ran from 1978 to 1981, to a low total of 456. Under a Giugiaro body, power came from a centrally-mounted 3.5-litre V6, good for 277 hp in the car’s road version, but, fed with turbochargers, developing up to 850 hp in its racing guise.

In order to launch the car’s production, BMW organized the Procar series, events usually held prior to each Formula One Grand Prix during the 1979 and 1980 seasons. Line-up consisted mostly of Formula One pilots driving identical M1s. Once homologation was obtained, M1s were able to enter World Championship events, in which they competed well after the end of their production run during the late Eighties. Their biggest achievement was the world crown for Group B cars, won in 1984.

About the models

Model: BMW M1
Year: 1979
Event: 1979 Procar series, driven by Mario Andretti
Maker: Minichamps
Scale: 1/43
Distributed by: Minichamps, “BMW Mobile Tradition” series
Acquired: second hand with box, in September 2006, from a fellow collector in Manila, Philippines

A superb and rare “Procar” model acquired from a friend, who certainly has good taste as everything’s nice in this model. “Marlboro” decals are present, a rare occurrence nowadays – though a die-hard non-smoker myself, I’m always willing to smile at an exception to the present stupid rules our hypocrite lawmakers have imposed on us. Back to the model. It is presented in a special display box in which the car pops up from the inside and come sitting on top of it (my English is unfortunately too limited to describe this peculiar system, which is quite ingenuous but proves itself a pain whenever you want to unscrew/screw the model from/to it). I’d give a 15/20 rating to it.

Model: BMW M1
Year: c.1981
Event: 1981 Le Mans 24 Hours, driven by Philippe Alliot, Bernard Darniche and Johnny Cecotto (finished 16th overall)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.28 of its Les monstres sacrés de l’endurance press series
Acquired: brand new, in November 2007, in Souillac, France

A correct M1, but nothing more, though the somewhat monstrous look of the original car perhaps affects my judgment. I like Le Mans backmarkers, so I’d still give a 12/20 to it.

Model: BMW M1
Year: c.1981
Event: 1984 Le Mans 24 Hours, driven by Philippe Dagoreau, Jean-François Yvon and Pierre de Thoisy (finished 14th overall and 1st in class)
Maker: Quartzo
Scale: 1/43
Distributed by: Quartzo, “Classic Models” series
Acquired: brand new, in December 2006, in Hong Kong, S.A.R.

Quartzo offered a very pleasant M1 here. Pleasant too was its price as I got it for a song, but I swear that it didn’t interfere with my final rating: 14/20.

BMW 501 and 502

A little history

The first automobile built by BMW had been a licensed Austin Seven, but the Bavarian firm soon graduated to bigger and better automobiles with a sporting twist. Alas, World War Two came soon thereafter. The automotive activities of the company, still deeply involved in aeronautics, were concentrated on two plants: Munich in the West, and Eisenach in the East. While the Munich factory was flatten by Allied air raids, the Eastern one was left untouched, being out of reach for airplanes based in England while the Soviet lacked strategic bombing capacities.

By May 1945, East Germany had fallen into the hands of the Red Army, and soon the Eisenach factory independently resumed the production of a few pre-war models. Many were exported, to (Western) BMW’s dismay: quality was much lower than that of pre-war products, and the Bavarian company was concerned about its spotless image being soiled. As a result the Eastern branch was renamed EMW and new emblems, similar in design to the old ones but with a green colour replacing the traditional blue, were fitted to the cars already produced. Divorce was complete, and BMW was left without any capacity to resume its own activities. The post-war period couldn’t begin more inauspiciously.

BMW’s automobile construction was painfully restarted in October 1952 with a brand new model, the 501 introduced at the previous year’s Frankfurt auto show. The new car’s peculiar styling is perfectly resumed by its nickname “baroque angel”: it certainly wasn’t some kind of monstrosity, but still looked somewhat odd to say the least. Ancient (the separate front and rear wings) and new (the large glass areas) styling cues cohabitated rather ungainly but, most important of all, BMW finally had something to sell.

Less surprises awaited a BMW customer beneath the strange skin, as the power still came from the well known 2.0-litre six. Though considered brilliant before the war, this engine had a hard time setting in motion such a heavy car as the 501. BMW addressed the complaints about its model’s weak performances by introducing a new 502 variant in 1954. Under the bonnet, the inline six was replaced by a more potent 2.6-litre V8 good for 100 bhp. Few other details differentiated the 502 from the 501: slightly more luxurious appointments inside the passenger compartment, and a little more brightwork including an ostentatious “V8” badge on the boot lid.

If the 501 was offered as a saloon only, the prestigious 502 attracted the attention of coachbuilder Bauer, which was a major BMW partner since the Thirties and still remains as such today. The Stuttgart workshop put on sale an attractive two-door drophead version of the 502 almost as soon as the saloon was introduced, then an equally glamorous coupe during the following year. Two exclusive sportscars, the 503 and the 507 designed around the 502’s V8, were also added to BMW’s range in 1955.

The launch of the new 503/507 duet exemplifies better than words the questionable choices made by BMW management during the Fifties. The sales of the 501 and 502 saloons remained low, and no replacement was scheduled. Large amounts of valuable resources were spent studying two sportscars built in even smaller quantities, and for an even shorter period of time: between 1956 and 1959, only 413 ‘503’ and 252 ‘507’ were sold, each of them in exchange for a little fortune. They certainly did a lot for BMW’s image, but not for its floundering finances. To save itself from bankruptcy, BMW made a radical choice by producing a small popular vehicle. Having no experience in this field, BMW opted not to design its own car but instead to produce someone else’s creation under license. The chosen car, the tiny Isetta, saved the struggling company. This allowed BMW to maintain its 501/502 range in production until as late as 1964, by what time these cars definitely looked antiquated. Despite their long production run, less than 15,000 of those were ever built, and their maker saw no urgency in replacing them – actually, the company waited until 1968 to introduce its modern 2500 and 2800 saloons.

About the models

Model: BMW 502
Year: 1954
Maker: Minichamps
Scale: 1/43
Distributed by: Minichamps ref. 430-022405, limited edition – 1,008 pieces
Acquired: brand new, in February 2006, in Manila, Philippines

Not surprisingly Minichamps tackled the reproduction of this bit of German automotive history. It has been done with the usual quality this company is known for. Minichamps’ biggest mistake about this car is actually on the box, which describes the car as a 1953 model – considering the fact that the 502 was announced at Geneva in March 1954, and put on sale in July of the same year, Minichamps’ assertion appears all the more improbable. My rating is 14/20.

Model: BMW 502
Year: 1959
Maker: Detail Cars
Scale: 1/43
Distributed by: Detail Cars, “Platinum” series ref. 242
Acquired: brand new, in June 2005, in Manila, Philippines

Bauer’s convertible version of the 502 was made by Detail Cars. Minutiae are arguably a little less fine than those of Minichamps in some places, but better executed in some others. Overall the two die-casts are quite similar, eliminating the recurrent collector’s problem of putting side-by-side on the shelf identical cars of which two different die-casts makers had divergent visions. As it was often the case with the regretted Italian company, design is good but quality of workmanship can be very different from one model to another, so if you’re lucky enough to find brand new 502s that have remained unsold up to now (I was, but I seriously doubt that it’s still possible today), examine yours with care before taking the decision to buy. A last remark: the wing-mounted rear view mirror is extremely fragile, so always manipulate this model with extreme precaution. Uneven finishing touches limits my rating to 13/20, but well assembled models are certainly as good as the Minichamps above, if not better.

Model: BMW 502
Year: 1959
Maker: Detail Cars
Scale: 1/43
Distributed by: Detail Cars, “Platinum” series ref. 241
Acquired: brand new, in June 2005, in Manila, Philippines

The coupe is again a Detail Cars model. I ignore why the Italian brand fitted its convertible with only one external mirror while the closed car has two, but with regard to what I wrote above it surely gives collectors double the trouble. The same remarks as those about the convertible version apply here, so I’ll again give a 13/20.