Atlas 1:43 1956 BMW 507 Convertible

The BMW 507 is a roadster that was produced by BMW from 1956 to 1959. Initially intended to be exported to the United States at a rate of thousands per year, it ended up being too expensive, resulting in a total production figure of 252 cars and heavy losses for BMW.

The BMW 507 was conceived by U.S. automobile importer Max Hoffman who, in 1954, persuaded the BMW management to produce a roadster version of the BMW 501 and BMW 502 saloons to fill the gap between the expensive Mercedes-Benz 300SL and the cheap and underpowered Triumph and MG sports cars. BMW engineer Fritz Fiedler was assigned to design the rolling chassis, using existing components wherever possible. Early body designs by Ernst Loof were rejected by Hoffman, who found them to be unappealing. In November 1954, at Hoffman's insistence, BMW contracted designer Albrecht von Goertz to design the BMW 503 and the 507.

Thirty-four Series I 507s were built in 1956 and early 1957. These cars had welded aluminium fuel tanks of 110 litres (29.1 US gal) capacity behind the rear seats. These large tanks limited both boot space[7] and passenger space, and gave off the smell of fuel inside the car when the hood was erected or the hardtop was in place. Series II and later 507s had fuel tanks of 66 litres (17.4 US gal) capacity under the boot, shaped around a space for the spare tyre to fit.

The 507 frame was a shortened 503 frame, the wheelbase having been reduced from 2,835 millimetres (111.6 in) to 2,480 millimetres (98 in). Overall length was 4,385 millimetres (172.6 in), and overall height was 1,257 millimetres (49.5 in). Curb weight was about 1,330 kilograms (2,930 lb). The body was almost entirely hand-formed of aluminium, and no two models were exactly the same. 11 cars were sold with an optional hand-fabricated removable hardtop. Because of the car-to-car differences, each hardtop fits only the car for which it was made.

Front suspension was parallel double wishbones, with torsion bar springs and an anti-roll bar. Rear suspension had a live axle, also sprung by torsion bars, and located by a Panhard rod and a central, transverse A-arm to control acceleration and braking forces. Brakes were Alfin drum brakes of 284.5 mm (11.2 in) diameter, and power brakes were optional. Late-model 507s had front Girling disc brakes.[citation needed] & Pirelli 185VR16 Cinturato radial tyres.

The engine was BMW's aluminium alloy OHV V8, of 3,168 cubic centimetres (193.3 cu in) displacement, with pushrod-operated overhead valves. It had two Zenith 32NDIX two-barrel carburetors, a chain-driven oil pump, high-lift cams, a different spark advance curve, polished combustion chamber surfaces, and a compression ratio of 7.8:1, yielding 150 metric horsepower (110 kW) DIN at 5,000 rpm. It was mated to a close ratio four-speed manual transmission. The standard rear-end ratio was 3.70:1, but ratios of 3.42:1 and 3.90:1 were optional. A contemporary road test of a 507 with the standard 3.70:1 final drive was reported in Motor Revue, stating a 0–100 km/h (0-62 mph) acceleration time of 11.1 seconds and a top speed of 122 mph.

The 507 made its debut at the Waldorf-Astoria Hotel in New York in the summer of 1955. Production began in November 1956. Max Hoffman intended the 507 to sell for about US$5,000, which he believed would allow a production run of 5,000 units a year. Instead, high production costs pushed the price in Germany to DM 26,500 (later 29,950), driving the U.S. price initially to $9,000 and ultimately $10,500. Despite attracting celebrity buyers including John Derek and most notably Elvis Presley (who owned two), Hans Stuck and Georg "Schorsch" Meier, and being powered by a V8 engine, the car never once reached more than 10% of the sales volumes achieved by its Stuttgart rival, the six cylinder Mercedes-Benz 300SL.

Intended to revive BMW's sporting image, the 507 instead took BMW to the edge of bankruptcy—the company's losses for 1959 were DM 15 million. The company lost money on each 507 built, and production was terminated in late 1959. Only 252 were built, plus two prototypes. Fortunately for the company, an infusion of capital from Herbert Quandt and the launch of new, cheaper models (the BMW 700 and later the 'New Class' 1500) helped the company recover.