Old joke: When I was young, I really wanted a BMW. Nowadays, I’d be satisfied with a “BM.”
This column is a little embarrassing, because it shows what a dumb cluck I was when I was younger. However, many “life lessons” have been acquired by making dumb mistakes and learning from them.
At age 15-1/2, I was obsessed with cars. I read Motor Trend magazine, Road & Track, Cars & Parts and every other car magazine I could find—even Car & Driver, with its annoyingly smug columnists.
Patrick Foster
I was fascinated with American Motors, but also began to lust for European cars, especially BMWs. Every magazine road test or review raved about the German sports sedan’s great handling, responsive engines and the like. So, when I turned 18, I went to look at the new AMC Gremlin (I really dug the “X” package) and the new BMW 1600 two-door sedan. Luckily, nearby Hamden, Conn., had both a BMW dealer and an AMC dealer within spitting distance of each other. I drove out to look at both products one fine, sunny day.
The salesman at Nelke Motors BMW was sharp and pleasant. He showed me a new 2002 model, which I really liked, but soon realized was more than I could afford. With zero credit, I’d have to pay cash for whatever I bought. I told him the BMW 1600 was more in my range.
Most of my acquaintances called the BMWs “funny-looking foreign cars” and said they were “tin cans.” They couldn’t understand my wanting one. I thought they were beautifully styled and my feelings haven’t changed. The 1600’s styling is clean and unique. The tall roof line and large glass areas provide outstanding visibility, a feeling of greater interior roominess, and a unique-but-handsome profile. The body “cut lines” are pure delight—what other car ever had trunk and hood openings like that? It was fantastic!
The BMW’s interior is classic Bavarian minimalism—spare, yet tasteful; manly, but welcoming. The carpeting, seat coverings and instrument panel all have a look of basic quality. The interior is not just all business—it’s all business class!
However, when I looked at the 1600’s price tag—something like $ 2,700 plus shipping—I was aghast. “You want twenty-seven-hundred bucks for a four-cylinder car?” I rhetorically asked the salesman. “You’ve gotta be kidding me! I can buy a six-cylinder Gremlin for two grand even!” I somehow had gotten the idea the 1600 was less expensive than it actually was. I left the dealership without buying the BMW, to my everlasting regret. Oh, what fools we mortals be!
I crossed the street to the AMC dealer. The salesman was a fat, older guy who spoke to me like I was a moron, and on top of that, he was very pushy. When I asked why Gremlin didn’t offer a four-speed manual transmission option, he said the AMC six-cylinder engine had so much low-end power it didn’t need more than three speeds. He obviously didn’t understand young men. We didn’t want a four-speed for driving flexibility, we wanted it because it was cool. Idiot!
Well, the Gremlin was indeed about $ 2,000—all that for a car that made a Checker cab look like an Eldorado. For the base price, you bought a cheaply upholstered bench seat, black rubber floor covering and a miserable three-speed transmission with non-synchromesh first gear. Oh, and cheap hubcaps, skinny blackwall tires—you know the drill. The salesman and I began to option out a stick-shift Gremlin X with the bigger six, radio, sway bar and a few other options. I decided to quit at $ 2,600 and still climbing. It was my first experience trying to purchase a new car, and it really surprised me. Instead, I ended up buying a used Gremlin and upbadged it into an “X.”
Decades later, when all of life’s bills were finally paid and I had a extra few bucks, I went searching for a vintage BMW. I figured a 1600 or 2002 would suit me nicely.
BMW: A 111-year-old company
Before telling you about my search for a vintage BMW 1600 or 2002, let me give you some background information about Bayerische Motoren Werke, aka BMW. It began in 1913 as an engine manufacturer, later producing airplane engines for Germany’s air corps during World War I. After the war, BMW produced motorcycles and in 1928 took over the Dixi automobile works, which produced Austin Sevens under license in Germany. A few years later, after the Austin agreement expired, BMW developed its own small car. Then, in 1933, it debuted the all-new Type 303, a larger six-cylinder car with a tubular chassis. It was the first BMW to use the now-famous “twin kidney” grille theme. In 1936 came the legendary BMW 328 roadster. BMW soon earned a reputation for performance and style, posing a threat to Mercedes-Benz’s domination of the prestige car market.
The rise of Hitler’s National Socialist Party saw BMW transition to producing military goods. Though it continued building cars and motorcycles, most of its profits came from aircraft engines and other war production. Wartime demand for its military products soared so high that the company opened several new plants in order to keep up with orders for engines, army motorcycles and staff cars. To ease labor shortages, BMW used forced labor plucked from concentration camps. These poor souls were often badly mistreated, and sometimes worked to death. It’s an ineradicable stain on BMW’s history.
After the war, Germany was divided between the Allies. Before long, the Eisenach company of East Germany began offering BMW-branded cars. BMW sued and in 1952 was granted the sole right to the BMW brand. Eisenach rebranded its cars “EMW.” Weird, right?
In 1952, the new six-cylinder BMW 501 went into production. As purveyors of luxury cars for younger, sportier buyers, the company mainly focused on the prestige market (except for the iconic Isetta cars) until 1962, when it announced its “New Class” cars with clean and modern styling, and lower prices. The new line proved popular and sales volume quickly grew.
An all-new 1600 model debuted for 1966. With unitized construction and a 98.4-inch wheelbase, it was powered by a 1.6-liter, overhead-cam four-cylinder engine producing 85 hp. A four-speed manual transmission was the usual choice, though a three-speed automatic was available at extra cost. Weighing around 2,100 lbs., the new BMW 1600 sedan was light, very nimble and surprisingly fast, boasting an impressive 0-60-mph time of 11.6 seconds and a 96-mph top speed—good performance for a 1.6-liter, four-cylinder car of that era.
Patrick Foster
The 1600’s suspension consisted of MacPherson struts and coil springs up front with semi-trailing arms and coil springs for the rear. Surprisingly, steering was worm and roller, while the brake system included front discs and rear drums.
Sales were outstanding, so few changes were needed in the following years. In 1971, exterior styling was updated with an attractive new grille and bodyside moldings. But 1971 ended up being the last time the 1600 model was offered in the United States. By this point, BMW’s performance reputation was becoming established and the brand began its relentless move upmarket. For 1972, the lowest-priced BMW was the 2002, tagged at $ 3,571. Reference books list a 2000 base model, but apparently it wasn’t offered in the United States.
Bimmer hunting
When I decided last year to look for a BMW 1600 in nice condition, all I found were completely restored examples selling for $ 30,000-$ 50,000, which is more than I can easily spend. More recently, I found one in basically good condition for $ 14,000. It needed a complete repaint and some mechanical work to make it roadworthy. I also found a very nice 1600 needing nothing and priced at $ 24,000. Too bad I purchased a different car in the meantime!
If you’d like a simple, pleasurable vintage car to drive, the 1600 is an ideal choice. Just avoid rusty examples; 1960s BMWs are notorious for rust. Take your time until you find the one that’s right for you. Good hunting!
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