1940 BMW 328 Sport Roadster

BMW took a sporting turn in the mid-1930s with the introduction of its 1.5-liter 315/1 and 1.9-liter 319/1 sports roadsters, which made their public debut in 1935 at the Berlin Auto Show. These two-seater models were powered by OHV six-cylinder engines offering impressive performance and allowed ample scope for future development and competition use. In 1936, the 315 and 319 were succeeded by the 2.0-liter 328, which proved its potential when it dominated its first race outing at the Nürburgring from start to finish, winning with Ernst Henne driving. It had the same twin-tube chassis, wheelbase and track dimensions as its predecessors, and incorporated new hydraulically-actuated brakes.

The engine in the 328 models had new cross-flow cylinder head featuring efficient hemispherical combustion chambers and short horizontal pushrods operating the opposed exhaust valves from the engine's single camshaft. This arrangement gave twin-cam performance with less cost and complexity. The completed chassis were then clothed in lightweight and simple roadster bodies. The potent engine and lightweight configuration allowed the standard 328 models to achieve 96 mph top speeds. British driver S.C.H. 'Sammy' Davis clocked 102.16 at Brooklands in a lightweight prototype. A streamlined 328 won the two-litre class at the 24 Hours of Le Mans in 1939, and then won the 1940 Mille Miglia.

As few as 461 examples of the 328 were built through 1939.

Professor Wunibald Kamm designed BMW's premier streamline design for the 328, the so-called Kamm Coupe. Its body was built in-house at BMW. It was based on a used 328; it was given a lengthened chassis and a new body. The 'trouser crease' or Bügelfalte roadster, was constructed by BMW, again based on a used chassis from one of the early prototype cars, 851001-851006, with the coachwork by BMW. The 1940 Mille Miglia winning car was another closed example that wore a lightweight body created by Carrozzeria Touring in Milan. Touring would built an additional three roadsters of the same general design as the Bügelfalte car, but without its 'pressed crease' fenders.

This particular example, with chassis number 85133 stamped on the frame, appears to have also been a used-chassis car, perhaps delivered to Touring in 1939. It is believed that it may be one of the first five or six prototype 328 BMW-chassis cars that were constructed by Touring of Milan in early 1939. These cars were built to contest the 1939 Mille Miglia, however the race was cancelled by Italian dictator Benito Mussolini due to a crash at the race the year before. Touring would built five more bodies of similar design that year, two of which became the Auto Avio Costruzioni racer and the other three became 6C 2500 Alfas.

Mr. Mairan of Lausanne, Switzerland owned this example until 1958, followed by Mr. Othmar Müller, Granges, Switzerland, 1958-1970, Mr. Mayert (father and son), Ecublens Switzerland 1970-1993, the Grether Family, Auggen, Germany 1993-2007, and then the current owner from 2007.

While the car was in Mr. Othmar Muller's care, its coachwork was transferred to a Simca chassis for parts-supply reasons. uring Mr. Grether Sr. ownership, he bought the BMW 328 chassis and the engine in Switzerland from Mr. M. Brodowski of Gutenwil in Switzerland, thus believing he had reunited the body, chassis, and engine. His son, Eberhard, inherited the BMW body, chassis, and engine in unrestored condition in 2002. The current owner purchased it in 2007 and began a restoration. While removing the paint from the bodywork, traces of 'German Industrial Silver' paint were found. After further research and analysis, it was determined that only pre-WWII BMW and 'Silver Arrows' Grand Prix car used that type and color of paint, adding credence to his origins.

The engine bears a period 'Spezial' tag which contains the proper dimensions and components of the 1939/40 Series I Mille Miglia cars. It is further believed this car may be the only one of the seven cars equipped with a dry-sump engine, which is presently fitted. The body is also consistent with the dry-sump configuration.

By Daniel Vaughan | Sep 2017