BMW New Class

"BMW 2002" redirects here. For BMW cars built in the year 2002, see List of BMW vehicles.

BMW New Class
BMW 2002 (US)
Overview
Manufacturer	BMW
Production	1962–1977
Assembly	Munich, Germany Jakarta, Indonesia (Gaya Motor)
Body and chassis
Body style	'00 Series: 4-door mid-size luxury sedan 2000C/CS: 2-door GT coupe '02 Series: 2-door compact sedan 2-door compact convertible 3-door hatchback
Layout	FR layout
Powertrain
Engine	1.5-2.0 L M10 4-cyl
Chronology
Successor	BMW 3 Series for 2-door compact sedans BMW 5 Series for 4-door sedans BMW E9 for 2000C/2000CS coupes

The BMW New Class (German: Neue Klasse) was a line of sedans and coupes produced by German automaker BMW between 1962 and 1977. These models ensured BMW's solvency after the company's financial crises of the 1950s and established the identity of BMW automobiles as sports sedans. The 02 Series (especially the 2002) caught auto enthusiasts' attention and established BMW as an international brand.

The naming convention is as follows: 2-door sedans form the "'02 Series" (although initially the 1602 was badged the 1600-2), 4-door sedans form the "'00 Series", and the larger coupé models are the 2000C and 2000CS.

The first New Class vehicle was the 1500, a 4-door compact executive car with the new M10 (at the time called M115) OHC 4-cylinder engine. In 1965, the 2000C and 2000CS luxury coupés were added to the range. In 1966, the 1600-2 (later renamed 1602) 2-door economy sedans were released.

Replacement of the New Class models began with the larger 2000C and 2000CS coupés, which were replaced by the 6-cylinder E9 2800CS in 1969. In 1972, the 4-door sedans were replaced by the larger E12 5 Series. In 1975, the 2-door sedans were replaced by the E21 3 Series (except for the 1502 model which continued until 1977).

Overview

Background

During the 1950s, the BMW line-up consisted of luxury cars with displacements of two litres or greater, economy cars powered by motorcycle engines, and motorcycles. With their luxury cars becoming increasingly outdated and unprofitable and their motorcycles and economy cars becoming less attractive to an increasingly affluent society, BMW needed a car in the 1.5 to 2 litre class to become competitive. Prototypes powered by a 1.6 L engine based on one bank of the BMW OHV V8 engine were built and evaluated without a convincing result.

In 1960, Herbert and Harald Quandt invested heavily in BMW, and gained a controlling interest in the company.Template:Refpage That year, the "Neue Klasse" project was begun. Led overall by Fritz Fiedler, the project had Eberhard Wolff in charge of chassis design, Wilhelm Hofmeister in charge of styling and body engineering, and Alex von Falkenhausen in charge of engine design.Template:Refpage The team was to produce a new car with a new engine, which BMW had done since the 303 in 1933.

The prototype was introduced in September 1961 at the Frankfurt Motor Show as the BMW 1500 four-door saloon,Template:Refpage alongside the BMW 3200 CS, the last BMW with the OHV V8.Template:Refpage

The term New Class referred to the 1.5–2–liter class of automobiles from which BMW had been absent since World War II.

Chassis and body

The three-box four-door saloon was in many ways conventional, using a unitary structure and MacPherson strut front suspension which were becoming mainstream by the time of the 1500s introduction. Less conventional was the independent rear suspension, which featured coil springs and semi-trailing wishbones pivoted from a stout cross beam that also supported the differential housing. While BMW was using MacPherson struts for their first time on the New Class, they had used unit body construction on the 700 and semi-trailing arm rear suspension on the 600 and the 700.Template:RefpageTemplate:Refpage All New Class cars had front disc brakes.

Engines

Main article: BMW M10

The M10 overhead camshaft engine used in the New Class was required to displace 1.5 L initially, with the possibility to be expanded to 1.8 L. Von Falkenhausen had earlier designed an engine prototype for possible use in the BMW 700 and used this as a starting point for the M10.Template:RefpageTemplate:Refpage The engine was canted over at 30 degrees to the right of vertical in order to allow for the low bonnet line, which also contributed to the styling of the car.

Production figures

Model	UnitsTemplate:Refpage
1500 (1962−64)	23,554
1600 (1964−66)	7,728
1800 (1963−72)	146,960
1800 TI/SA (1964−65)	200
2000 (1966−72)	143,464
2000 C/CS (1965−69)	11,720
02 series (1966−76)	861,940
2002 turbo (1973−74)	1,672
Baur Cabriolet (1967−75)	4,210

Legacy

The popularity of the 1500 increased sales to the extent that, in 1963, BMW was able to pay dividends to its shareholders for the first time in 20 years.Template:Refpage

The 2002 is one of BMW's most famous automobile models. Its popularity cemented the company's reputation for compact sporting sedans and served as forerunner of the BMW 3 Series.

00 Series 4-door sedans

BMW New Class sedan
BMW 1500
Overview
Also called	1500, 1800, 1800 TI, 1800TI/SA, 1600, 2000, 2000 TI, 2000 tilux, 2000 tii
Production	1500: 1962–1964 1800: 1963–1971 1600: 1964–1966 2000: 1966–1972
Designer	Wilhelm Hofmeister Giovanni Michelotti, consultantTemplate:Refpage
Body and chassis
Class	Mid-size / Executive car (E)
Body style	4-door sedan
Powertrain
Engine	M10 4-cyl 1500: 1,499 cc 1800: 1,773 cc (1964–1968), 1,766 cc (1968–1971) 1600: 1573 cc 2000: 1,990 cc
Transmission	4-speed manual 5-speed manual on 1800 TI/SA 3-speed automatic optional on 1800/2000
Dimensions
Wheelbase	2,550 mm (100 in)Template:Refpage
Length	4,500 mm (180 in)
Width	1,650 mm (65 in)
Height	1,420 mm (56 in)
Chronology
Successor	E12 5 Series

1500

Rear 3/4 view of BMW 1500

Introduced in September 1961 at the Frankfurt Motor Show, the BMW 1500 entered regular production in October 1962 and was manufactured until December 1964.

The M10 4-cylinder engine used oversquare dimensions of 82 mm (3.2 in) bore and 71 mm (2.8 in) stroke produced 60 kW (80 hp) in the BMW 1500.

Contemporary reports praised the all-round visibility and the commanding driving position while recording that it was necessary to lean forward a little to engage first and third gears due to the long travel distance of the gear lever. The large 40 cm tall luggage compartment was also commended.

The 1500 could accelerate to 100 km/h (62 mph) in approximately 15 seconds. The performance was at the time considered lively in view of the engine size, and although the engine needed to be worked hard in order to achieve rapid progress, it ran smoothly even at speeds above 6,000 rpm. The firm suspension and correspondingly harsh ride surprised those conditioned by the BMW 501 to anticipate a more comfort-oriented suspension setup.

Notable problems that developed with the 1500 included separation of the semi-trailing arm mounts from the body, rear axle failure, and gearbox problems. These were resolved in later versions of the New Class sedan.Template:Refpage

The 1500 was replaced in 1964 by the 1600,Template:Refpage but it was still made available in markets where capacities greater than 1500 cc incurred higher tax rates.

1800

1965 BMW 1800 TI/SA

Introduced in September 1963, the BMW 1800 was the second member of the New Class family. This model had an M10 engine with a 84 mm (3.3 in) bore and 80 mm (3.1 in) stroke, giving a displacement of 1,773 cc. It produced 67 kW (90 hp) at 5,250 rpm and 130 N⋅m (96 lb⋅ft) at 3,000 rpm.Template:RefpageTemplate:Refpage

The 1800 TI (Turismo Internazionale) model featured components developed for the 1800 by the tuning company Alpina. The upgrades included dual Solex PHH side-draft carburetors and higher-compression pistons for 82 kW (110 hp) at 5,800 rpm and 136 N⋅m (100 lb⋅ft) at 4,000 rpm.Template:Refpage

A homologation special, the 1800 TI/SA, was introduced in 1964.Template:RefpageTemplate:Refpage The TI/SA's engine had dual Weber DCOE-45 carburetors and a 10.5:1 compression ratio. This engine produced 97 kW (130 hp) at 6,100 rpm and 144 N⋅m (106 lb⋅ft) at 5,250 rpm. The TI/SA also had a Getrag five-speed gearbox, stronger anti-roll bars, and larger-diameter brake discs than the TI. 200 examples of the TI/SA were built.Template:Refpage

An automatic transmission option was introduced in 1966 and in 1967 the 1800 was generally updated along with the 2000. The updates included interior changes (a modernized dashboard design and simpler door panels) as well as styling changes to the front grilles.

In 1968 the 1,773 cc engine used in the 1800 was replaced by an engine with the 89 mm (3.5 in) bore of the 2.0 L engine and the original 71 mm (2.8 in) stroke, which resulted in a displacement of 1,766 cc and a stroke/bore ratio of 0.798:1 (compared with the previous 1800 engine's ratio of 0.952:1).Template:Refpage

1600

The 1600, introduced as the replacement to the 1500 in 1964, used the 84 mm (3.3 in) bore of the 1800 with the 1500s 71 mm (2.8 in) stroke, resulting in a displacement of 1,573 cc,Template:RefpageTemplate:Refpage a power output of 62 kW (83 hp) at 5,500 rpm and 113 N⋅m (83 lb⋅ft) at 3,000 rpm. The 1600 was produced until early 1971.Template:Refpage

2000

BMW 2000 tii

The engines from the 2000C and 2000CS coupes were used in the 4-door sedan body for the 2000 and 2000TI models. The 2000 sedan, released in 1965, used the 75 kW (101 hp) engine from the 2000 C. The 2000TI sedan, released in 1966, used the 90 kW (121 hp) engine from the 2000 CS with twin Solex PHH side-draft carburetors.Template:RefpageTemplate:Refpage

Intended as an upscale version of the 1800, the 2000 featured distinct wide taillights, more exterior trim, and unique rectangular headlights. The American market 2000 sedans could not have the rectangular headlights due to government regulations. A different grille with four individual round headlights, similar to the design that BMW later used in the 2500 sedan, was offered in the US. The 2000TI retained the '1800' taillights and headlights. A more luxurious 2000TI-lux (later "tilux") featured the sporty TI engine with a more high-grade interior and accessories,Template:Refpage including a wood dashboard and optional leather seats.

In a 1967 test, Road & Track felt that the 2000 sedan was "the best performing 2-liter sedan in today's market and the best handling and best riding as well."

In 1969, BMW introduced the 2000tii ('touring international, injected'), BMW's first fuel-injected model, featuring Kugelfischer mechanical fuel injection.Template:Refpage The 2000tii produced 97 kW (130 hp) at 5,800 rpm and 178 N⋅m (131 lb⋅ft) at 4,500 rpm.Template:Refpage 1,952 2000tii cars were built of this final New Class sedan model.Template:Refpage

Production volumes

Note that not all models are included.

Model	1600	1800	1800 TI	1800 TI/SA
1963			8,346
1964	2131	25,063	8,191
1965	6,395	38,048	12,427	200
1966	1,202	13,393	4
1967		8,893	419
1968		7,777	67
1969		11,273	1
1970		14,367
1971		7,654
Total	7,728	134,814	21,116	200

2000C/2000CS coupés

BMW 2000C/CS
Overview
Manufacturer	BMW
Production	1965-1969
Assembly	by Karmann at Osnabrück
Designer	Wilhelm Hofmeister
Body and chassis
Class	Grand tourer
Body style	2-door coupé
Layout	FR layout
Platform	BMW New Class
Related	BMW New Class BMW E9
Powertrain
Engine	2.0 L OHC I4 2000C: single carburettor, 100 hp (75 kW) at 5500 rpm 2000CS: two carburettors, 120 hp (89 kW) at 5500 rpm
Transmission	4 speed manual 3 speed automatic (available on 2000C only)
Dimensions
Wheelbase	2,550 mm (100 in)
Length	4,530 mm (178 in)
Width	1,675 mm (65.9 in)
Height	1,360 mm (54 in)
Chronology
Predecessor	BMW 3200 CS
Successor	BMW 2800CS

The BMW New Class coupé range, which comprised the BMW 2000C and BMW 2000CS, was a coupé body style built by Karmann for BMW from the summer of 1965Template:RefpageTemplate:Refpage to 1969. In 1965, BMW ended production of their Bertone-bodied 3200 CS coupé, the last of their line of V8 powered luxury cars from the 1950s. BMW decided to continue with a coachbuilt coupé. Based on the New Class platform, the 2000C and 2000CS introduced the 2.0 L version of the M10 4-cylinder engine and replaced the 3200 CS as BMW's flagship model in 1965.Template:Refpage. The New Class coupes were replaced by the E9 coupés, which were based on a stretched 2000CS chassis and use a 6-cylinder engine.

Technical

The New Class coupé was developed from the New Class sedans to showcase the 2.0 L version of the engine used in the sedans. The new displacement of 1,990 cc (121 cu in) was achieved with the 80 millimetres (3.1 in) stroke of the 1.8 L version combined with a 89 millimetres (3.5 in) bore. The coupé was built for BMW by Karmann in Osnabrück and was available as the 2000C, with a single-carburettor engine delivering 100 horsepower (75 kW) at 5500 revolutions per minute, or as the 2000CS with a twin-carburettor engine delivering 120 hp (89 kW) at 5500 revolutions per minute.Template:RefpageTemplate:Refpage Both versions used a four speed manual transmission as standard, while the 2000C was available with a three speed automatic transmission as an optional extra.Template:RefpageTemplate:Refpage

Styling

The front end of the 2000C/CS as sold in North America

Full frontal shot of the 2000 CS

The New Class coupé was introduced just after the 3200CS coupé was discontinued.Template:Refpage The styling was based on the 3200CS and the New Class sedan, but the styling of the front of the car was all-new.Template:RefpageTemplate:Refpage The headlights were behind a glass fairing, and the grill consisted solely of a chromed BMW "double-kidney" at the centre of the front. Apart from chrome accents around the headlights and along the top of the front end, the rest of the front was painted metal, with a row of vertical slots behind the bumper to admit air for cooling and engine induction.Template:Refpage Reactions to the front end styling have been mixed; Norbye describes it as "a blunt, unattractive front end",Template:Refpage Severson agrees, calling the front clip "odd-looking" and stating that the details of the front end "do no favors for the looks", while Noakes disagrees, referring to its "imposing front end" being "tidier than the Bertone body's fussy nose" in comparison to the 3200CS.Template:Refpage

Reception

Of the 11,720 New Class coupés built between 1965 and the end of production in mid-1969,Template:Refpage 9,999 were twin carburettor 2000CS coupés, 3,249 were single carburettor 2000C coupés with automatic transmission, and 443 were 2000C coupés with manual transmission.Template:Refpage

Succession

Main article: BMW E9

The New Class coupé evolved into the BMW E9 of the late 1960s and early 1970s

The development of the BMW New Six meant that the New Class coupé would no longer be at the top of the BMW line. The coupe was modified with a longer wheelbase and longer front clip to accommodate the new six-cylinder engine. The front end styling was also modified to resemble that of the "New Six" E3 sedan. This resulted in the BMW E9 platform.Template:Refpage

02 Series two door sedans

BMW "02 Series"
1974 BMW 2002
Overview
Also called	BMW 1600-2, BMW 1600 TI, BMW 1602 BMW 2002, BMW 2002 TI, BMW 2002 tii, BMW 2002 Turbo BMW 1802 BMW 1502
Production	1600-2: 1966–1971 2002: 1968–1975 1602, 1802: 1971–1975 1502: 1975–1977
Designer	Georg Bertram, Manfred Rennen
Body and chassis
Body style	2-door sedan 2-door convertible 3-door hatchback
Powertrain
Engine	M10 4-cyl 1602, 1502: 1573 cc 1802: 1,766 cc 2002: 1,990 cc
Transmission	4 speed manual 3 speed automatic (from 1969)
Dimensions
Wheelbase	2,500 mm (98.4 in)
Chronology
Successor	BMW 3 Series (E21)

The 1600-2, as the first "02 Series" BMW was designated, was an entry-level BMW, and was smaller, less expensive, and less well-appointed than the four-door sedan on which it was based.Template:RefpageTemplate:Refpage BMW's design director Wilhelm Hofmeister assigned the two-door project to staff designers Georg Bertram and Manfred Rennen.Template:Refpage The shorter length and wheelbase and lighter weight of the two-door sedan made it more suitable than the original New Class sedan for sporting applications.Template:RefpageTemplate:Refpage As a result, the two door sedan became the basis of the sporting 02 Series.

Beginning in 1968, a convertible based on the 02 body was built by Karosserie Baur. A hatchback, called the Touring model, was developed from the 02 body, being available from 1971 to 1974.Template:RefpageTemplate:Refpage

1602

The 1600-2 (the "-2" meaning "2-door") made its debut at the Geneva auto show in March 1966 and was sold through 1975, with the designation being simplified to "1602" in 1971.Template:Refpage The 1.6 L M10 engine produced 63 kW (84 hp) at 5,700 rpm and 130 N⋅m (96 lb⋅ft) at 3,500 rpm.Template:Refpage In 1968, Road & Track declared the US$2676 1600 "a great automobile for the price".Template:Refpage

BMW 1600 Cabriolet

A high performance version, the 1600 TI, was introduced in September 1967. With a compression ratio of 9.5:1 and the dual Solex PHH side-draft carburetor system from the 1800 TI, the 1600 TI produced 82 kW (110 hp) at 6,000 rpm. The 1600 TI was not sold in the United States, as it did not meet their emission standards.Template:Refpage

Also introduced in September 1967 was a limited-production cabriolet, which would be produced by Baur from 1967 through 1971. A hatchback 1600 Touring model was introduced in 1971 but was discontinued in 1972.Template:Refpage

2002

BMW 2002 tii

Helmut Werner Bönsch, BMW's director of product planning, and Alex von Falkenhausen, designer of the M10 engine, each had a two litre engine installed in a 1600-2 for their respective personal use. When they realized they had both made the same modification to their own cars, they prepared a joint proposal to BMW's board to manufacture a two litre version of the 1600-2.Template:RefpageTemplate:Refpage At the same time, American importer Max Hoffman was asking BMW for a sporting version of the 02 series that could be sold in the United States.Template:Refpage

As per the larger coupe and 4-door sedan models, the 2.0 engine was sold in two states of tune: the base single-carburetor 2002 producing 75 kW (101 hp)and the dual-carburetor high compression 2002 ti producing 89 kW (119 hp).Template:Refpage The 2002 Automatic, with the base engine and a ZF 3HP12 3 speed automatic transmission, became available in 1969.Template:Refpage

In 1971, the Baur cabriolet was switched from the 1.6 L engine to the 2.0 L engine to become the 2002 cabriolet, the Touring hatchback version of the 02 Series became available with all engine sizes available in the 02 Series at the time and the 2002 tii was introduced as the replacement for the 2002 ti. The 2002 tii used the the fuel-injected 97 kW (130 hp) engine from the 2000 tii, which resulted in a top speed of 185 km/h (115 mph). A 2002 tii Touring model was available throughout the run of the tii engine and the Touring body, both of which ended production in 1974.Template:Refpage

BMW 2002 Turbo

The 2002 Turbo was launched at the 1973 Frankfurt Motor Show. This was BMW's first turbocharged production car and the first turbocharged car since General Motors' brief offerings in the early 1960s. It produced 127 kW (170 hp) at 5,800 rpm,Template:Refpage with 240 N⋅m (180 lb⋅ft) of torque. The 2002 Turbo used the 2002 tii engine with a KKK turbocharger and a compression ratio of 6.9:1 in order to prevent engine knocking. The 2002 Turbo was introduced just before the 1973 oil crisis, therefore only 1,672 were built.Template:Refpage

1802

BMW 1802 Touring hatchback

The 1802 was introduced in 1971 and was available with either the original 2-door sedan body or the 3-door Touring hatchback introduced that year. Production of the Touring model continued until 1974, with the 1802 sedan ending production the following year.Template:Refpage

1502

The 1502, an economy model with an engine displacement of 1573 cc and a compression ratio of 8.0:1, was introduced in 1975. While the rest of the 02 Series was replaced in 1975 by the E21 3 Series, the 1502 was continued until 1977.Template:Refpage

Motorsport

The BMW 2002 competed in the Trans Am Series under two liter class, although it saw little success as the class was dominated by Alfa Romeo, Porsche, and Datsun. In the golden age of Trans Am (1966-1972), BMW only garnered two race wins (Bryar and Bridgehampton in 1970).

The 2002ti was successful in racing, with Hans Stuck won the Nurburgring 24-hour race in 1970, and the model also winning many hill-climbs and rallies.

References

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