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General BMW
Use this forum to talk about general BMW news/stories and to chat with fellow enthusiasts about the direction that BMW is going in for their cars and/or motorcycles!

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Old 07-17-2003, 10:10 AM
LeucX3 LeucX3 is offline
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Mein Auto: 06 VW Jetta GLI
BMW History. Did you know?

I actually found this on eBayMotors.com for a '73 3.0CS:

In the late 1950s, BMW found itself at the brink of financial collapse. The reason was a large disparity in model lineups, with no moneymakers. To most, the Type 503, 507 and big cars were too expensive with limited sales potential, and the small Isetta and its 600 derivative did not sell in sufficient numbers to make up for the financial loss of the larger cars. Additionally, BMW motorcycle sales were declining. In 1960, Dr. Robert Pertuss, Technical Affairs board member for BMW, instructed Frtiz Fiedler to contact Nuccio Bertone about styling and production of a new body for BMW. BMW and Bertone signed an agreement to produce a styling exercise, and the resulting automobile the 3200 CS was unveiled at the Frankfurt Auto Show in 1961. Although unknown at the time, the 3200 CS would serve as the styling model for Grand Touring Coupes BMW would produce beginning in the mid-Sixties. Apart from the front end, the Bertone Coupe was tastefully executed with slim A and C pillars and a low beltline.

In 1965, BMW unveiled the first of its "New Class" 2.0 Liter models, the 2000C/CS coupes. With the exception of the blunt nose, much of the styling was derived from the Bertone 3200 CS. The 2000C with a single-carburetor version of the 4 cylinder 2-liter powerplant, was offered with either a 3-speed automatic or four-speed manual transmission. The 2000 CS had twin Solex carburetors and was only produced with a 4-speed. The body was built by Karmann of Osnabruck. In 1966, Road & Track tested a 2000 CS and stated that the car had "a short greenhouse for the proper sporting look". They went on to say that "while the car looks, feels and is sporty, it also happens to have fairly generous seating for four people. There are simply no other cars within $500 of the price." According to R & T, that despite being underpowered, the chassis earned high praise, "To say simply that the suspension is effective would be an understatement. On the worst surfaces, with potholes dips, and bumps, it's downright uncanny, for there doesn't seem to be an irregularity that can trip it up, even at twice the speed we'd dare go in a domestic sedan. Combined with the impressive ride is equally impressive roadholding. It's difficult to break loose a tire anywhere either in corning or in acceleration. Put the ride, handling and steering characteristics together and you have the impression of a rather heavy, substantial vehicle though not oppressively so. For the person who values finish detailing, finesse and integrity over pretense, excesses and sure obsolescence. It may not have as much performance as we like, but the rewards are worth the sacrifice." From 1965 through 1969, the 2000 C/CS sold relatively well, with 11,720 units produced.

BMW eventually addressed the lack of power and what was described by some as the blunt unattractive nose. In 1965 BMW decided to proceed with the production of a new 6-cylinder engine in the 2.5-3.0 Iiter range, and form the basis for a new group of luxury models to compete with larger class Mercedes Benz. The new six seemed like a natural for the Karmann-bodied coupes. To accommodate the new engine, designer Wilhelm Hofmeister extended the wheelbase to 103.3 inches, all ahead of the A pillar, and added a longer, more attractive front to accommodate the longer engine. The previous "pug" nose was replaced with an elegant ensemble bearing a family resemblance with recently introduced large sedans. The new model, designated the 2800 CS, was introduced at the Frankfurt Auto Show in September 1968. Road & Track reviewed the new car and said: "the 2800 CS has a crisp and aggressive appearance. It looks right". R & T went on to say the new BMW awed and made covetous every member of the staff and everyone else who rode in it. It impressed us as a car that simply conquered all road conditions with polished authority, a car as much for enthusiastic hard driving as for sedate, comfortable cruising." The new 2788cc engine had a 9.0: 1 compression ratio and had dual two-barrel downdraft Zenith carburetors. The 2.8 units developed 170 bhp at 6000 rpm, with a peak torque of 174 Ibs/ft at 3700 rpm. BMW produced only 9400 examples of the 2800 CS through April 1971, and just 1167 were officially exported to the United States.

The new six-cylinder engine had been designed for increases in displacement, and the 3.0-liter version was introduced in April 1971. In late 1971 the 2800 CS was phased out in favor of the corresponding 3.0 CS and 3.0 CSi coupes. With increased displacement came associated increases in power. The 3.0-liter version (2986cc) was offered in either twin-carbureated form with 9.0:1 compression and 180 bhp (DIN) at 6000 rpm, or with Bosch D-Jetronic fuel injection with a slightly higher 9.5:1 compression, producing 200 bhp at 5500 rpm. The carbureated motor was placed in the CS and designated the 3.0 CS, while the injected European only version was designated the 3.0 CSi. In addition to the increased displacement, the rear drum brakes of the 2800 CS were replaced with disc brakes, and a new four-speed Getrag gearbox was added. A new Borg-Warner automatic replaced the ZF automatic. With these changes, the BMW coupe firmly established its place among the world's best grand tourers. Worldwide production totaled 5017 for the 1971-75 3.0 CS, 5071 for the 71-75 CS Automatic, and 8142 for the 71-75 3.0 CSi.

In 1971, BMW chairman Eberhard Von Kuenheim decided the company should commit itself to racing. Von Kuenheim appointed Sales Director Robert A. Lutz to head the new division. Lutz's first step was to form a separate competition group, BMW Motorsport GmbH. In order to be competitive, BMW produced the 3.0 CSL in 1971. Introduced as a homologation special to be produced in sufficient numbers to qualify for international endurance racing, the L stood for leicht (light). Aluminum replaced steel in the hood, doors and trunk, plexiglass and thinner thickness windshields were used, sound deadening material was eliminated, and when combined with lighter gauge steel used elsewhere, the curb weight of the CSL dropped more than 300 pounds over the production CS.

Initially powered by the twin carbureated 2986cc six, constant improvements to boost horsepower and performance were introduced. In 1972 Bosch D-Jetronic fuel injection was added. Displacement increased through increased stroke to 3153cc resulting in 206 bhp at 5600 rpm. Other developmental changes included the addition of a large front spoiler, airfoils on the front fenders, a rear-edge roof spoiler, tail fins and a large horizontal spoiler on the trunk and another small lip spoiler on the trunk Factory racing CSL's had even more exotic machinery: 3.5 liter engines combined with 4 valve-per-cylinder heads, extremely high compression ratios and wild cam shaft profiles yielded power outputs in excess of 430 bhp. Homologation street CSL production was evenly split between left and right hand versions. Total CSL production figures were 1096, which included full-blown Motorsport racing versions. In addition to the racing cars, one of the most highly sought-after of the Coupes is the CSL Batmobile, a late production version fitted with the appropriate spoilers. The 3.0 CSL was truly BMW's "Ultimate Driving Machine" of the 1970's.

In 1973 when OPEC cut world oil supplies, Germany imposed strict speed limits. In response, BMW fitted the 2.5 Liter engine from the sedan into the CS body, resulting in the European-only 2.5 CS. Other concessions in the 150 bhp Coupe included steel wheels, fixed rear quarter windows, and unassisted steering. A total of 844 2.5 CS Coupes were built in 1974-1975.

Production for the Karmann-bodied coupes ended in 1975. The coupes, as they have affectionately become known, are timeless in design. Recently selected as one of BMW's ten best automotive designs of all time by the BMW Car Club of America magazine Roundel, the 2800 - 3.0 CS, CSi and CSL has become one of the most highly cherished and sought after automobiles by BMW affectionatos. As summed up in BMW, Bavaria's Driving Machine, "along with the new sedans, these are the cars that announced BMW's return to the luxury market in no uncertain terms: smooth and spirited, beautifully engineered, solidly built, and blessed with what can only be called 'soul,' unusual for machines of such elegance and refinement. And in the end, that's what makes these cars special, their artful compromise of seemingly incompatible qualities: high performance with good fuel economy, restrained style with surprising practicality, German sturdiness with Italian brio. You can't ask much more than that from any car at any price."
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  #2  
Old 07-17-2003, 10:19 AM
Guest84 Guest84 is offline
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History channel had an hour long program on BMW from cradle to present not long ago, it covered everything about, and was a very interesting program.

Here is the link if you want to purchase it, I highly recommend it!

http://store.aetv.com/html/catalog/v...wseCategoryId=

Last edited by Guest84; 07-17-2003 at 10:21 AM.
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Old 07-18-2003, 09:14 AM
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Pinecone Pinecone is offline
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I thought the "New Class" started with the 1500 and moved into the 2002 and into the modern 3 series.
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