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1937 BMW 328

Gustav Otto founded Otto Flugmaschinenfabrik in Bavaria in 1910 and reorganized it in 1916 as Bayerische Flugzeugwerke AG. In 1922, it was renamed Bayerische Motoren Werke (BMW). Max Friz designed company's first product in the spring of 1917, a straight-six aircraft engine named the BMW IIIa, The company later produced a variety of products including motorcycle engines, household items, railway brakes, and farm equipment. In 1928, they purchased Fahrzeugfabrik Eisenach which gave them a foothold in automobile manufacturing. At the time, Eisenach built a licensed version of the Austin Seven through the Dixi marque. The first BMW automobile was a rebadged version of the Dixi called the BMW 3/15. From these humble beginnings, BMW grew into a manufacturer of sports cars and larger luxury cars. The first true BMW was the six-cylinder 303 introduced in 1933. Instead of using the rear swing axles of its predecessors, it was given a twin-tube frame and a conventional live axle, with the front employing a transverse-leaf independent front suspension and rack-and-pinion steering. Power was sourced from a four-bearing, overhead-valve engine. It was the company's first motor car with the 'kidney grille' and the first with a six-cylinder engine. Evolutions of the model that used its platform included a four-cylinder version dubbed the 309. The BMW 315 replaced the 303 in 1934 and came equipped with a 1.5-liter version of the engine. The BMW 319 was a 1.9-liter version of the 303 and was in production from 1935 to 1937.

The BMW 328 followed in the footsteps of the preceding models and employed the tubular chassis, transverse-leaf independent front suspension and live rear axle of the 319. The frame was designed by BMW's Chief Engineer Fritz Fiedler who focused on lightweight construction and stiffness in equal measure. The hydraulic brakes and cylinder block were of the 326, and many of the styling elements of the body were sourced from the 319/1 Sport and 329. The six-cylinder engine featured a new cylinder head, designed by Rudolf Schleicher, which incorporated hemispherical combustion chambers and inclined valves. The down-draught inlet ports improved the motor's airflow and aided in the engine's production of 80 horsepower, an impressive output for a normally aspirated 2.0-liter unit at the time. In racing guise, output was even higher.

The early examples of the 328 and the two door-less prototypes wore lightweight aluminum coachwork and were intended for competition. Built before production properly got underway, they were intended to establish the model's performance credentials on the international racing stage. Among the accolades achieved were class victories at the Mille Miglia, Le Mans, Spa 24 Hours and Britain's Tourist Trophy. A specially prepared example with aerodynamic bodywork won the Mille Miglia in 1940.

The production BMW 328s were built from late summer of 1936 through 1940 and eventually, 464 examples (as few as 426 examples) were built. They wore bodies that featured doors and convertible top. The wheelbase measured 94.5 inches, had a length of 153.5 inches, stood 55.1 inches tall, and was 61 inches wide. The 1,971cc M328 straight-six cylinder engine had pushrod overhead valves, a side camshaft driven by duplex chain, 7.5:1 compression, three Solex downdraft carburetors, and offered 80 horsepower at 5,000 RPM. It had a four-speed manual transmission, hydraulic drum brakes, and aluminum coachwork covering the steel ladder frame.

Although production of the 328 ended in 1940, its successor would not arrive until the mid-1950s with the arrival of the BMW 507 roadster.

by Dan Vaughan

Cabriolet by Autenrieth
Chassis number: 85112
Engine number: 85112

Bayerische Motoren Werke was formed by the merger of two aero engine manufacturers during World War I. When wartime came to an end, the company was forbidden to make aeronautical components. So the company branched out into production of motorcycles and heavy truck power-plants. Its first motorcycle was introduced in 1923 and featured opposed cylinders and shaft drive. These engines were also used in some small German cars.

BMW purchased the Dixi Werke of Eisenach and continued the manufacture of the smallest Dixi product, an Austin Seven built under license. The BMW badge became apart of the cars in January of 1929, even though Dixi remained part of the marque name for half-a-year.

In 1932, the Austin license was given up in favor of the 3/20PS Type AM. This had a 782cc engine with overhead valves, and independent rear suspension by swing axles and leaf springs, and bodies from Daimler-Benz at Sindelfingen.

The Typ 303 was introduced in spring of 1933. This had a six-cylinder engine that displaced 1173cc and rested in a tubular chassis. It had a rack-and-pinion steering system and hydraulic brakes.

In 1934, a 1490cc car was introduced, the Type 315. This was the first BMW designed by Fritz Fiedler, an engineer who had once worked at Stoewer and Horch. Mr. Fiedler would be responsible for the designs of every BMW model until his retirement in 1964.

In 1936, at the Berlin Auto Show, BMW introduced the 326. This was a very important model for BMW as it was their first four-door sedan. It had a 1971cc engine that offered 50 brake horsepower and was capable of carrying the car to 72 mph. It was a streamlined vehicle that sat on a new box-section frame, with torsion bars in the rear.

The engine in the 328 had hemispherical combustion chambers and used short horizontal pushrods to operated opposed exhaust valves from the single camshaft. By increasing the compression and with ported heads, even more performance could be gained from the engine.

In competition, the BMW 328 models were very successful. At Le Mans in 1939, a 328 won the two-liter class. The same car, part of a five-car team, won 1940's Mille Miglia.

This 1937 BMW 328 Cabriolet wears coachwork by Autenrieth. Georg Autenrieth partnered with Franz Eisenlohr after World War I. In 1921, he left to start his own business. He built a popular business building cabriolet and tourer bodies for Opel and Rohr. Autenrieth bought into Rohr Automobilwerke; when BMW introduced the 326/327/328 series in the mid-1930s, Authenrieth built cabriolets and coupes. On the longer 326 chassis, they offered a four-door bodystyle.

When World War II came to a close, Autenrieth built cabriolets and coupes for BMW on the 501 and 502 models. They were also responsible for the bodies on Opels 1959-62 Rekord. When orders from Opel ceased, the firm closed down in 1964.

This 1937 BMW 328 Cabriolet has had only five owners since new. When the current owner purchased the car in the 1970s, it was in original and unmolested condition. In the mid-1980s, it was completely restored. It is painted in depp red paint and has a tan convertible top. The interior is tan leather with matching carpets. There is a spare tire recessed nicely into the lid.

In 2009, this BMW 328 Cabriolet was offered for sale at the Automobiles of Amelia Island Auction presented by RM Auctions. It was estimated to sell for $250,000 - $350,000 and offered without reserve. The lot was sold for a high bid of $302,500, including buyer's premium.

by Dan Vaughan

Roadster by Touring
Chassis number: 85135
Engine number: 85209

On June 14th of 1936, at the annual Eifelrennen event held at the Nurburgring, a strong field of race cars was defeated by Ernst Henne driving the prototype BMW 328 roadster. Fritz Fiedler, the company's chief engineer, gave the 328 a solid but lightweight twin-tube chassis, with a live rear axle mounted on semi-elliptical springs and independent front suspension via A-arms and a transverse leaf spring. Steering was by rack-and- pinion. The lightweight aerodynamic body was made of aluminum over ash with steel fenders. The 328 was powered by a six-cylinder engine with an ingenious new cylinder head designed by Rudolf Schleicher. Downdraft inlet ports and triple-Solex carburetors gave the car tremendous performance without the need of supercharging.

The 328 won its class at the Mille Miglia, Le Mans, Spa 24 Hours and Britain's Tourist Trophy. Leading drivers included members of the factory team, as well as privateers and team drivers such as those supported by British importer Frazer Nash. Taking performance to another level, a special aerodynamic coupe body won the Mille Miglia outright in 1940.

This BMW 328 Roadster was in the ownership of a Russian military officer station in Germany in the post-War era. It was later acquired by an Austrian where it was dismantled with the intention of conducting a complete restoration. Discovered after many years in storage, the BMW was restored in Austria and prepared for vintage events.

In the mid-2000s, the car was purchased by Henry Petronis. During his ownership, the elegant BMW was displayed at the St. Michaels Concours d'Elegance on Maryland's Eastern Shore.

The 328 is finished in traditional white German racing livery and outfitted with rear-wheel spats, turn indicators and drilled wheels wearing period-appropriate Englebert competition tires. The seats are upholstered in black leather and the fascia features the full complement of Veigel and VDO instruments. There is a more modern Volvo gearbox and the engine is equipped with the high-performance OZ 80 aluminum cylinder heads and three Solex twin-choke carburetors.

In 2012, the car was offered for sale by Gooding & Company at their Scottsdale, Az. auction. The car was estimated to sell for $500,000 - $650,000. The car found new ownership for the sum of $517,000, inclusive of buyer's premium.

by Dan Vaughan

Cabriolet by Wendler

The BMW 328 is considered to be one of the most modern prewar cars. It became famous after a special low-drag Touring Superleggera coupe finished fifth overall at the 1939 24 Hours of Le Mans and won the two-liter class. For customers who wanted the performance of the 328 with more luxurious upholstery, BMW offered the car as a rolling chassis to be bodied by several different coachbuilders.

This 328 sport chassis was delivered in 1937 to the coachbuilder Wendler in Reutlingen, Germany. Around 10 examples were finished with similar cabriolet bodies, but each one is unique. This Cabriolet has just been fully restored by BMW for its current owner.

Roadster
Chassis number: 85337

This 328 chassis number 85337 was one of the three ordered by the German government to run in the 2-liter class for the 1939 season. They finished 1st, 2nd, and 3rd in class at LeMans. Later that year, they again finished 1-2-3 in the replacement Mille Miglia staged in Northern Africa. By 1963, the car ended up in with noted automotive historian and author, Denis Jenkinson.

Roadster
Chassis number: 85095
Engine number: 85095

At the annual Eifelrennen event held at the Nurburgring on June 14th, 1936, Ernst Henne outpaced a field in a prototype of what would become the legendary 328. This achievement was accomplished only eight years after BMW's establishment as an automobile manufacturer.

In 1928, Dixi works at Eisenach was purchased and provided BMW, a manufacturer of aero engines motorcycles, a foothold in car manufacturing. Dixi's built-under-license version of the Austin Seven was gradually developed and improved, ending up with swing-axle suspension and overhead valves. In 1933, the first true BMW was introduced - the six-cylinder 303. It had a twin-tube frame and a conventional live axle setup, in place of the rear swing axles. In the front was a transverse-leaf independent suspension along with rack-and-pinion steering. This setup, along with the four-bearing, overhead-valve engine, would provide the basis for the models that followed.

The BMW 328 was given the tubular chassis, transverse-leaf independent front suspension and live rear axle of the 319. The hydraulic brakes and the cylinder block were sourced from the 326. Style elements of the 319/1 Sport and 329 were used for the body of the 328. BMW's Chief Engineer Fritz Fiedler gave the 328 a frame that was both light, rigid, and stiff, making the 328 a modern and competitive sports car.

Rudolf Schleicher designed the new cylinder head for the six-cylinder engine, which incorporated hemispherical combustion chambers and inclined valves without recourse to overhead, or twin camshafts. The Type 326 1971cc engine's single, block-mounted camshaft and pushrod valve actuation were retained, and two rocker shafts were employed, one situated above each bank of valves. This gave the engine the external appearance of a twin-overhead-cam setup. It also featured down-draught inlet ports. The normally aspirated 2-liter engine offered approximately 80 horsepower, with more available depending on configuration.

The prototype examples of the 328 were designed to showcase the potential of the car. They were built without doors and were clothed in lightweight aluminum coachwork. Available from the late summer of 1936, the production 328s featured doors and a convertible top, along with a luxurious and comfortable interior.

The BMW 328 were very competitive, winning its class at the Mille Miglia, Le Mans, Spa 24 Hours and Britain's Tourist Trophy. In 1940, a specially designed example with aerodynamic bodywork won the Mille Miglia outright. Even after World War II, the BMW 328 was still competitive.

During the production lifespan of the 328, lasting from 1936 and 1939, just 426 examples were produced. It is believed that fewer than 200 examples remain in modern times.

This example, chassis number 85095, was completed on June 26th of 1937, and was delivered in chassis form via agent Automag, Buchner and Linse. It is believed that the car was sent to coachbuilders Ludwig Weinberger in Munich to receive the bodywork it wears to this day. Weinberger also bodied the Bugatti Royale that now resides in the Henry Ford Museum in Dearborn, Michigan. Weinberger clothed the 328 in steel and the bodies were slightly broader, allowing for more commodious driving compartment.

It is believed that after the War, the car spent some time in government storage until being sold in the 1960s. It came to the United States through dealer and historian Martin Schroeder and into the care of Dr. Frederick Simeone of Philadelphia, Pennsylvania. The 328 would then pass to another noted North American collector, before arriving in the present owner's care in 2010. The new owner treated the car to a ground-up, comprehensive restoration. In 2013, the work was completed and it was entered on the Mille Miglia. Unfortunately, it failed to complete the rally, as a minor technical glitch caused its retirement. After the Mille Miglia, it was shipped to the UK where its engine was professionally rebuilt.

The engine is a 1971cc overhead valve six-cylinder unit fitted with 3 Solex Downdraft carburetors. The 80 horsepower is sent to the rear wheels via a 4-speed manual transmission. At all four corners are hydraulic drum brakes.

by Dan Vaughan

Roadster
Chassis number: 85014

This car, #85014, was delivered on April 30, 1937 to dealer Schoth & Co. in Berlin where it was purchased by the famous German race driver Fritz Huschke von Hanstein. Von Hanstein raced this car during the war under the sponsorship of the SS with the license plate 'SS 333' as only military sponsored cars were allowed to race in Germany during the war. As was so often the case, the car was hidden or confiscated at some point during the war but later turned up and was sold for DM 3500 by Walter Riz, a German national, to William Waechter in the U.S. army in Frankfurt in 1953. Waechter owned the car for 37 years before selling it to Jack Frasher of Greenville, SC, in 1990. Frasher had the car for 14 years and was unsuccessful in restoring the vehicle after several attempts. The current owner purchased the vehicle in 2004 and trucked it and several boxes and loose pieces to his shop. He then decided to completely disassemble the vehicle and do a total restoration that was completed in 2009. Of the fewer than 500 328s originally manufactured perhaps 100 are still in existence.

Roadster by Touring

This was the fifth example of the model delivered by BMW in April 1937 and all body parts are stamped with the number 6. After World War II the car was owned (possibly claimed) by a U.S. Air Force officer based at Chaumont in France who returned to the United States in 1959 with the car. Between 1959 and 2006 the car only had two owners during which time the car was largely dismantled, ready for a restoration sometime in the 1970s in Los Angeles, but was never completed. In 2006, the current owner brought the car back to Europe. During the three year restoration, many interesting details were discovered leading to the conclusion that the car has a great deal of early competition history. Competitive details include unique oil ways on the block indicating a supercharger had been fitted previously and twin leading shoe drums brakes with magnesium backing plates which were only fitted on works cars.

Roadster
Chassis number: DPX 653

In the late 1940s, DPX 653 was owned by Alfred Moss whose son Stirling Moss started his illustrious career in this car. The current owners bought this Frazer Nash 328 and brought it back from Australia in 1987. The car remains in their UK collection. The BMW 328 is powered by a straight six, OHV, 1971cc engine producing 80 horsepower. The car has won numerous competitions and is still actively raced today by the current owners. Frazer-Nash acquired the British rights to the BMW 328 and marketed the car in right-hand-drive form. There are around 30 in existence, although others continue to be restored.

Roadster by Touring

In the 328 Roadster BMW produced a car which became a legend of sportscar and racing history. It dominated on the German and international racing circuits in the late 1930s. This 1937 BMW 328 is the second oldest 328 in existence. Being a very early production model this car lacks some of the features found on later models such as chip covers on the rear fenders, rear view mirrors, a rear window or even tail lights. It is equipped with the original ZF gearbox. This car found its way from Germany to Texas shortly after WWII. In 1955 it was found in a state of disrepair by Tom Goodyear who brought it back to life and enjoyed it until 2009. In 2012 the current owners commissioned Freudenberger in Bavaria to have the car restored to its original specifications under the watchful eye of BMW historian and author Rainer Simmons.

Roadster by Touring

The prototype BMW 328 roadster was first seen at the 1936 Eifelrennen at the Nurburgring when it was driven to 1st place by Ernst Henne. The 328 was powered by a 6-cylinder engine designed by Rudolf Schleicher with a revolutionary new cylinder head with triple Solex carburetors giving the car tremendous performance without the need for supercharging. The 100 horsepower BMW 328s went on to win their class at the Mille Miglia, the 24 Hours of LeMans, the 24 Hours of Spa, and Britain's Tourist Trophy. Only 464 BMW 328s were built before 1940, and although they came in a surprising array of colors, nearly half were white and only 18 were black.

This car is the 14th BMW 328 to be finished and one of just 6 black cars delivered in 1937. It was used by the German army during World War II, then disappeared until 1953, when it was sold to a U.S. army officer stationed in Europe who kept it for 37 years. Its current owner acquired it in 2004.

Roadster by Touring
Chassis number: 85021

Arguably one of the most successful sports cars of the 1930s racing scene, the BMW 328 represents the first BMW to exhibit the hallmarks that continue to inspire the brand. Style combined agile handling through lightweight and balanced design and construction, the 328 also became the postwar inspiration for many other manufacturers' sports cars.

The BMW 328 was unveiled in 1936 at the Nurburgring just before the international Eifel Race. The car then proceeded to win in record time. Powered by a 2-liter, straight six cylinder engine, the powerplant features a unique semi-hemispherical cylinder head that developed a wide power range.

NSKK Race Car
Chassis number: 85335

The BMW 328 was a dominant force in the two-liter sportscar class from June 1936 until 1939. It had a lightweight tube frame construction with welded floors and stressed aluminum coachwork. Its lightweight characteristics were complemented by its potent Hemi-headed, inline-six-cylinder engine. The most radical versions of the 328 were provided to the Nationalsozialistisches Kraftfahrkorps (NSKK) and its German national racing team, a motorsports conglomerate operated by Germany's government.

During 1938, the NSKK used an initial trio of 328 Roadsters to compete and win nearly every sportscar competition across continental Europe. The following year, three 328s were ordered from BMW on November 13, 1938, and delivered to NSKK headquarters in Munich on February 2, 1939. These uniquely configured 328s were chassis numbers 85335, 85336, and 85337. They received lightweight coachwork, an enlarged fuel tank, additional cabin instrumentation, plexiglass wind wings, racing windscreens, reinforced suspension components, metal covers for the passenger and rear spare area, and 17-inch light alloy wheels with hydraulically assisted drum brakes. The engine was given Solex 30 IF carburetors, and its 135 horsepower was sent to the rear wheels via a four-speed Hurth gearbox and a lightened competition axle.

This particular BMW 328 'Special Competition' Roadster was first registered as 'IIA-58110.' After racing the trio of 328 Roadsters for several weeks, the NSKK sent 85335 and its two siblings to their competitive debut at The Royal Automobile Club of Italy's Corsa Sulla Litoranea Libica. BMW hoped to repeat the two-liter class sweep of the event which they had accomplished in 1939. Spanning 1,550 kilometers, the race began on March 26, 1939, and this BMW wore race number 62 and was driven by HSH Prince Max Schaumburg-Lippe and Ralph Roese. By the conclusion of the race that evening, the 328s had emerged triumphant once again, with 85335 finishing 5th overall and 2nd in class.

This car's next outing was at the 24 Hours of Le Mans on June 17, 1939. Roese and Paul Heinemann had driven 85335 during practice sessions beginning on June 14. During the early hours of the race, Roese performed driving duties, and by 4 AM, Roese and Heinemann had worked their way up to 10th overall. After the race's 21st hour, they reached 7th overall, in which they would remain for the final three hours. At the conclusion of the race, the BMW finished 2nd in class and nine laps down from the race's overall winner. It helped secure BMW another full podium sweep of the 2.0-liter category.

The car's final competitive outing was at Belgrade's Kalemegdan Park road course on September 3, where Roese drove to a 2nd overall finish (the car wore race number 44).

Following the Belgrade Grand Prix, the BMW disappeared and was widely presumed to have been scrapped. Instead, it remained hidden in plain sight, and by May 1963, it was in the possession of Carl Reitzel in Newark, New Jersey. From there, it passed to James P. McAllister of Port Jefferson, New York in August 1966. By this point in history, it had been made to resemble a normal 328 road car and its distinctive body features had been obscured. During the 1980s it was passed by descent to Jeffrey McAllister, who had it restored for use as a competitive vintage racing entry.

Over the next two decades, McAllister exhibited the car sparingly in vintage races and regional concours events. During this time, ongoing research and information provided by marque enthusiasts and experts revealed the car's provenance.

In October 2017, the BMW was acquired from the McAllister family and was sent to D.L. George Historic Motorcars in Cochranville, Pennsylvania who had previously restored 85337. The special BMW was returned to its original 'as-raced in 1939' configuration. The worked began in 2018 and concluded in 2022, with costs that exceeded seven figures.

Upon completition, the BMW 328 scored 3rd place in the Early Le Mans class at the 2022 Pebble Beach Concours d'Elegance.

by Dan Vaughan

Roadster
Chassis number: 85138
Engine number: 85138

The original owner of this BMW 328 Roadster paid 7,443.50 reichsmarks and it was sold new via Dobernecker & Groh of Leipzig, Germany in October 1937. It was registered in the eastern German town of Eisleben with plate number 'IM-156037.' The car's original owner retained the car until May of 1944 when it was sold to Gerhard Künz of Leipzig, who re-registered it with plate number 'III-53763.' On April 18th of 1950, the car was purchased by Hans Mönke of Giessen, also of Germany.

Later in 1950, William C. Marquardt purchased this BMW while stationed in Germany and brought it back home to the United States when his tour was over. He used it throughout the 1950s and 1960s, and after his passing, ownership was transferred to his daughter Mercedes, who continued to preserve the car in static storage until its recent sale to its current caretaker.

Currently, this BMW 328 has 31,918 kilometers on its odometer. It remains in unrestored condition with some of its original light blue colors can be seen through cracked sections of the white paint. It has a folding two-piece Sekurit glass windscreen, decorative hubcaps, trafficators, ear-wheel fender skirts, and a prewar Fulda spare tire. The interior contains its original leather upholstery, square-weave carpets, and rubber mats. It has a cigarette lighter, clock, original cloth soft top, curtains, and leather hood straps.

The engine is a 1,971cc overhead valve six-cylinder unit with three Solex 30J downdraft carburetors and delivers 80 horsepower at 5,000 RPM. It has a four-speed ZF manual gearbox and four-wheel hydraulic drum brakes.

by Dan Vaughan

NSKK Race Car
Chassis number: 85335

This 1937 BMW 328 NSKK was a BMW works car that went missing for 80 years. It returned to public view in 2022 at the Pebble Beach Concours d'Elegance.

Due to the cancellation of the 1939 Mille Miglia in Italy, a Mille Miglia-type race was held in Libya, and the BMW NSKK (German governmental corps) entered three BMW 328s, finishing 1st, 2nd, and 3rd and went on to Le Mans where they achieved 1st, 2nd and 3rd in their class and 5th, 7th and 9th overall. War broke out in September 1939, and the three BMWs apparently disappeared. Eventually, cars numbered 26 and 28 were rediscovered after the war, but car number 27 remained lost until 2017, when an expert from BMW Classic examined a 'mystery car' sequestered in a garage and identified it as missing number 27. It was acquired by the current owner, who had the BMW forensically restored to its original race-correct configuration.

The BMW 328 Roadster was a compact two-seater with leather straps adorning the front hood and a very potent force in the racing scene. It was powered by a lightweight six-cylinder engine bred from the success of its siblings and fitted to a short-wheelbase chassis, the 328's was very sporty, culminating with a win at the 1940 Mille Miglia.

Racing has always been important; it perfects the breed and promotes the brand. BMW's six-cylinder engine from the 1934 315 became the basis for 328. The 1.5-liter version had modest success in its racing class, but more was required to keep it competitive in the under the 2-liter category. A new, larger version of the engine was developed, resulting in an increase in horsepower to 55 bhp. This was an increase of 15hp. The new engine was fitted to a chassis and dubbed the 319. Visually, few aesthetic differences existed between the 315 and the 319. They were nearly identical, except under-hood.

In 1936, the 326 was introduced. It was a larger vehicle to the 315 but had 55 horsepower. The increase in horsepower and size gave it only a slight increase in performance over its 315 siblings. The following year, a two-seater cabriolet version was introduced, called the 327. This, in a similar guise to the 319, was unable to match its performance resulting in slow sales.

BMW responded by improving its engine, creating a new cylinder head, and modifying the valve train. The valve train was very similar to other marque's of the day, such as Riley and Talbot, where a lateral camshaft actuated the inlet and outlet valves with push-rods and rocker arms. Installed opposite to one another, with each on either sides of the engine, resulting in a hemispherical combustion chamber. These modifications gave the engine a significant boost in power, up by 25bhp over its predecessor, to 80bhp.

In 1936, the engine made its debut in the 328 at the Eiffel Rennen race. It was piloted by Ernst Henne and easily won the 2-liter class. On its inaugural race, the engine had proven to be reliable and powerful. Privateers took notice, and help make the vehicle both a sales success and a dominant force on the racing circuit.

The 328 was given drum brakes in both front and rear, a rack-and-pinon steering setup, and a tubular steel chassis. The lightweight aluminum body concealed the 2-liter, six-cylinder engine and its available 80 horsepower. The engine had a cast-iron block and aluminum heads with two-valves per cylinder. The front suspension featured swing axles and transverse leaf springs while in the rear there was a live axle and semi-elliptic leaf springs. The engine was mated to a ZF four-speed manual gearbox and sent power to the rear wheels. The standard-wheelbase size for the roadsters was 94.5 inches and a length of 153.5 inches. With an overweight of around 1800 lbs, the pre-War BMW 328 was very lightweight, nimble, and fast.

The 328 came in various configurations, such as a roadster and cabriolets. Custom coachbuilders such as Wendler and Drauz, and Glaeser created many of the cabriolet versions, noted for their luxurious amenities and elegant style. The Roadster bodies were the standard configuration with most assembled by the factory. Touring was tasked with creating purpose-built versions for the 1939 24 Hours of LeMans. The 'Superlegerra' (Meaning lightweight) construction methods were used coupled with a design meant to minimize drag. The result was astonishing, with a fifth-place overall finish and an outright victory in the two-liter class.

For 1940, BMW turned their sights on the grueling Mille Miglia race. Five cars were entered and one emerged in first place. Baron Fritz Huschke von Kanstein drove a special-bodied BMW 328 Coupe to victory. It featured a streamlined body with aluminum and magnesium alloy construction. Overall, the 328's finished in first, third, fifth, and sixth at the 1940 Mille Miglia. The 3rd, 5th, and 6th positions were captured by roadster-bodied 328s. The final 328 version entered in the race was a limousine-bodied car that was tailored for racing and given aerodynamic features courtesy of Professor Wunibald Kamm. It was driven by Count Lurani but failed to finish the race.

During the production lifespan of the 328, BMW and Frazer Nash both produced 328s. BMW supplied the British-based Frazer Nash Company with rolling chassis. Total production for all 328 models was around 426 with around half still in existence.

The 328 engine would be used in the post-war Era, by BMW, Bristol, and AC in various forms. It would be used to power such cars as Cooper Bristols Formula 2 racers.

by Dan Vaughan

In 1936, BMW (Bavarian Motor Works) introduced the stylish and aerodynamic Type 328. The design of the vehicle, courtesy of Fritz Fiedler, provided excellent handling and the inline-six-cylinder engine produced excellent performance. The engine featured a cast-iron block and dual overhead valves per cylinder bank. The total output was around 80 horsepower. The engine was placed in the front and provided power to the rear wheels. The body panels were constructed of a lightweight alloy. The chassis was comprised of a tubular space frame construction.

As was sometimes the custom with many early European vehicles, the coachwork was handled by a custom coachbuilder. Examples exist where the famous Figoni et Falaschi Carrosserie of Paris, France outfitted the vehicle with exquisite designs.

The vehicle was very successful on the racing circuit winning such races as a class win at the Mille Miglia in 1938. In 1940 it was first in class and first overall. At the 1939 Le Mans 24 Hour race it place fifth overall and first in class. A 328 won the RAC Rally in 1939.

During the close of the 1940's, Jaguar introduced the XK-120, a vehicle that was similar in design to the BMW Type 328.

by Dan Vaughan