Its shape was accurately enough described as being both 'conservative' and 'elegant'. Too much exaggerated modernity wasn't necessarily called for at that time anyhow, particularly not when aiming at the more solvent client. With this car, new marketing conceptions were introduced by BMW. It was the era of the so-called 'Nischen'-Paul (Hahnemann), who was taken over from Auto Union (Mercedes), and sent his staff, e.g., to the end of the production-line to check the quality of the result.
This was also a bitter necessity, because the car still had defects. Among the more harmless, were the hardly noticeable horn and the slow windscreen-wipers. Much worse were the initial weakness in the steering suspension, the connecting rods and the rear suspension. Furthermore, in his BMW-book, Horst Mönnich spoke of 120 other defects, which however, were 'simple to correct'.
By and large, at that time, the natural enemy of cars, was of course, rust. BMW, despite introducing a highly modern painting facility, could not manage to control this yet. The 1500 is only rarely seen at old-timer meetings. The specialist magazines on the other hand, judged the car quite positively and to be worth the price. They praised the amount of space, also in the rear and particularly in the boot, all they criticized was the hard springing.
Ok, the RPM had to be kept high, if one wanted to get the above average 59 kW (80 HP) from the engine. At that time of course, one never had a five-speed gearbox at one's disposal. Thus, up to a speed of 110 km/h, one only had the choice of two gear-speeds. The third gear was simply subject to heavy wear. Indeed, after having solved the problems with the con-rods, the engine was described as being a 'bit of a growler' but durable and stable. At the same time of course, the call was for more capacity ... 03/15
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