BMW 507
The BMW 507 is a luxury grand touring convertible produced by BMW from 1956 until 1959. Originally envisioned for export to the United States with expected sales of thousands per year, the car proved too costly to produce, resulting in only 252 units built and major financial losses for the company. Decades later, at least three dozen surviving examples became highly coveted at public auctions, making them the most valuable BMWs ever built in the brand’s history.
The 507 was conceived by American importer Max Hoffman, who in 1954 convinced BMW to create a roadster based on the BMW 501 and 502 saloons, aiming to fill the gap between the expensive Mercedes-Benz 300SL and cheaper sports cars from Triumph and MG. Engineer Fritz Fiedler designed the rolling chassis using existing components. Early body designs by Ernst Loof were rejected by Hoffman, leading BMW to contract designer Albrecht von Goertz in November 1954 to style both the 503 and 507. Thirty-four Series I cars were built in 1956 and early 1957, featuring welded aluminum fuel tanks behind the rear seats that limited space and caused fuel odors inside. Series II models moved the tank under the boot, shaped around the spare tire.
The 507 used a shortened 503 frame with a reduced wheelbase, and the chassis was made from thicker-gauge steel to address flexing in early prototypes. The body was almost entirely hand-formed aluminum, with no two cars exactly identical. Front suspension used double wishbones with torsion bars and an anti-roll bar, while the rear had a live axle with torsion bars, a Panhard rod, and a transverse A-arm. Brakes were Alfin drums, with power brakes optional; later models had front disc brakes and radial tires. The engine was an aluminum alloy OHV V8 with pushrod-operated valves, two Zenith carburetors, and a compression ratio of 7.8:1, producing 150 DIN horsepower. It was paired with a close-ratio four-speed manual transmission. A contemporary road test recorded 0–100 km/h in 11.1 seconds.
The 507 debuted at the Waldorf-Astoria Hotel in New York in summer 1955, with production starting in November 1956. Hoffman aimed for a $5,000 price, but high costs pushed the German price to DM 26,500 and later DM 29,950, driving the U.S. price from $9,000 to $10,500. Notable owners included Elvis Presley, Fred Astaire, Alain Delon, Count Agusta, King Constantine II of Greece, Prince Rainier
- 0–100 km/h
- 11.1 seconds
Lore & Background
The BMW 507 is a luxury grand touring convertible produced by BMW from 1956 to 1959. Its development was driven by American importer Max Hoffman, who saw a market gap between the expensive Mercedes-Benz 300SL and cheaper British sports cars. BMW engineer Fritz Fiedler designed the rolling chassis using existing components, while Albrecht von Goertz was contracted for the bodywork after early designs were rejected. The car rode on a shortened frame from the BMW 503, with a wheelbase reduced accordingly, and the chassis was reinforced with thicker-gauge steel to address flexing issues. The body was almost entirely hand-formed of aluminium, meaning no two cars were identical. Power came from an aluminium alloy OHV V8 engine with pushrod-operated valves, two Zenith carburetors, and a compression ratio of 7.8:1, producing 150 DIN horsepower. A close-ratio four-speed manual transmission was standard. Early Series I models had a large welded aluminium fuel tank behind the rear seats, which limited space and caused fuel odors inside the cabin; later cars moved the tank under the boot. Suspension used torsion bars front and rear, with drum brakes initially and disc brakes on later models. The 507 debuted in New York in summer 1955, but high production costs pushed the U.S. price to $10,500, far above Hoffman’s intended $5,000. Only 252 units plus two prototypes were built, leading to major financial losses for BMW. Notable owners included Elvis Presley, Fred Astaire, Alain Delon, and royalty such as King Constantine II of Greece. Decades later, surviving examples became highly coveted at auction, making them the most valuable BMWs ever built. The car’s styling later influenced the Z3, Z4, and especially the Z8.
Reader's Guide
The BMW 507 was conceived by American importer Max Hoffman, who urged BMW to create a roadster to fill the market gap between the expensive Mercedes-Benz 300SL and cheaper sports cars. Engineer Fritz Fiedler designed the rolling chassis, and after early body designs were rejected, Hoffman insisted on hiring designer Albrecht von Goertz. The car featured a hand-formed aluminium body, a shortened and reinforced chassis, and a 3.2-litre aluminium V8 engine with twin carburetors. Early Series I models had a large welded aluminium fuel tank behind the seats, which limited space and caused fuel odors; later Series II cars moved the tank under the boot. Production began in late 1956, but high costs pushed the U.S. price from an intended $5,000 to over $10,000. Only 252 cars plus two prototypes were built by 1959, causing BMW losses of 15 million Deutschmarks and nearly bankrupting the company. Despite this, the 507 attracted celebrity owners including Elvis Presley, Fred Astaire, Alain Delon, King Constantine II of Greece, and champion racers Hans Stuck and John Surtees. Decades later, surviving examples became highly coveted at auction, now considered the most valuable BMWs ever built. The car’s styling later influenced the Z3, Z4, and especially the Z8, cementing its legacy as a milestone for its design.
Common Misconceptions (Editorial)
A common misconception is that the BMW 507 had a groundbreakingly fast 0–100 km/h time for its era. However, the verified facts show it achieved this in 11.1 seconds, which is relatively modest. Another misconception is that the 507’s design was entirely BMW’s in-house success; in fact, early body designs by Ernst Loof were rejected by U.S. importer Max Hoffman for being unappealing, forcing a redesign.
Why It Matters (Editorial)
The BMW 507 endures as a cautionary tale of how a beautiful car can nearly bankrupt its maker — the model’s financial losses directly led to Herbert Quandt’s critical capital infusion, which saved BMW. Beyond its sleek looks, the 507 matters because it forced BMW to confront its commercial limits, ultimately reshaping the company’s future and securing its survival.
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