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The new big BMW 2500/2800 - a real sportsman in tails

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Created on October 16, 1968

Reading time 9min

Written by:

Günther Gebhardt

Photos:

BMW AG

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Archiv

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BMW AG

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Archiv

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BMW 2500 (1968) - auf Testfahrt

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BMW 2500 (1968) - auf dem Titelblatt von 'hobby'

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BMW 2500 (1968) - sportlicher Einstieg in die Oberklasse

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BMW 2500 (1968) - auf Testfahrt

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BMW 2800 (1968) - drei Generationen BMW-Limousinen, oben BMW 328 von 1938, Mitte BMW 501 von 1951, unten BMW 2800 von 1968

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BMW 2500 (1968) - Konzeptzeichnung, abgelehnt

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BMW 2500 (1968) - Konzeptzeichnung abgelehnt

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BMW 2500 (1968) - Erlkönig bei Testfahrten, noch nicht mit dem endgültigen Gesicht

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BMW 2500 (1968) - Vorserie, Frontansicht mit deutlich mehr Chrom

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BMW 2500 (1968) - Vorserie, die Chromverzierungen verschwanden noch

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BMW 2500 (1968) - auf dem Präsentierteller

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BMW 2500 (1968) - gefällige Limousine

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BMW 2500 (1968) - Serienmodell, Frontansicht

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BMW 2500 (1968) - Heckansicht

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BMW 2500 (1968) - der neue grosse BMW mit Reihensechszylinder unt 150 PS

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BMW 2500 (1969) - 150 PS stark, mit Sechszylindermotor

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BMW 2500 (1969) - der grosse BMW, mit gleicher Karosserie als 2,5- und 2,8-Liter-Fahrzeug gebaut

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BMW 2500 (1968) - in dynamischer Pose

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BMW 2500 (1968) - zusammen mit 1600, 2000 und 1800 CS Coupé

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BMW 2500 (1971) - mit dem vitalen Sechszylinder

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BMW 2500 (1968) - Versuchswagen mit Zusatzinstrumenten

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BMW 2500 (1969) - Armaturenbrett, baugleich mit 2800

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BMW 2800 (1970) - aufgeräumtes und fahrerorientiertes Interieur

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BMW 2500 (1968) - V. Falkenhausen mit "seinem" Motor

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BMW 2500 (1969) - Zeichnung Motor

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BMW 2500 (1968) - der Motor mit sechs Zylindern in Reihe

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BMW 2500 (1969) - Blick in den Motorraum

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BMW 2500 (1968) - funktionelle Armaturen, kaum Chrom zu sehen

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BMW 2800 (1970) - das Werkzeug in einem eigenen Fach sauber versorgt

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BMW 2500 (1969) - am Pariser Autosalon

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BMW 2500 (1969) - Durchsichtszeichnung, gilt auch für 2800

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BMW 2500 (1969) - viel Innenbreite

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BMW 2800 (1970) - unverkennbar ein BMW

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BMW 2800 (1970) - formschöne Heckpartie

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BMW 2500 (1970) - praktisch nur am Typenschild vom 2800 zu unterscheiden

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BMW 2800 (1970) - 170 PS für aussergewöhnliche Fahrleistungen

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BMW 2500 (1970) - optisch kaum vom grösseren Bruder 2800 zu unterscheiden

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BMW 2800 CS (1968) - kraftvoller Anblick mit vier Halogenscheinwerfern

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BMW 2800 CS (1968) - Silhouette eines dunkel lackierten Coupés

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Summary

With the BMW 2500/2800, the Bavarian car manufacturer ventured back into the luxury car class. The series, known internally as the E3, was introduced in 1968 and remained in production until 1977. The car met with great interest, with a total of around 190,000 units being built. The magazine 'hobby' also took a look at the new Bavarian shortly after its presentation. This article reproduces the original wording of the vehicle presentation in 'hobby' and supplements it with rare historical illustrations, which also show drafts and pre-production vehicles.

This article contains the following chapters

Megalomania not in demand
A state car - not a state coach
Triumph of reason
Function as a design requirement
Driving pleasure instead of pompous representation
Comfort concessions?
Perfection with minor flaws
The eight-cylinder is coming for sure ...
Running culture in a class of its own
Really fast
Perfect brakes
Listen and be amazed: everything is included!
"We are closing our own gap in the market"
The BMW 2500 compared with the competition
Technical data

Estimated reading time: 9min

Preview (beginning of the article)

Rarely has a new car been surrounded by so many rumors even before its birth as the big BMW. The speculation and expectations of car prophets were just as extreme as the forecasts of market analysts and economic experts. The big BMW had been in the air, so to speak, for a long time. For years, nobody doubted that it would one day come - in whatever form. In a rare coincidence, the curves of the general trend on the car market moved in parallel with the success of the Munich car plant under the traditional blue and white brand name. So it was not so much a question of when the big BMW would come, but how it would come! And it was precisely this 'how' that sparked the rumors of all those who hear the grass grow in the car industry. For example, the slogan of the 'anti-Mercedes' was heard as a sort of battle program, there was speculation, somewhat disrespectfully, that the successful Munich company wanted to wipe out the unfortunate Isetta and pseudo-Isetta era forever with a swanky economic miracle boom car, and 'well-meaning warners' raised their index fingers, by pointing out that the Bavarians should not become megalomaniacs and create a Bavarian state car purely for reasons of prestige, so to speak, so that the nationally conscious celebrities would not have to hide from the fat 600s of their colleagues from the rest of Germany in a BMW.

Welcome to Zwischengas!

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