• Subjected to an exacting two-year restoration by renowned engine authority Raphaël Rondoni (Ventoux Moteurs)
• Benefitting from performance enhancements including an engine rebuild to fast road specification and the fitment of electric power steering.
• Finished in the distinguished colour scheme of Anthracite grey with red leather interior.
• Fitted with the desirable factory option front disc brakes, Rudge centre-lock wheels and accompanied by a scarce original factory hardtop.
• Previously owned by French collector and sometime Ferrari 250 GTO owner Henri Chambon.
• Accompanied by a French Carte Grise FFVE, and a comprehensive report compiled by marque expert Stéphane Bonoron.
• One of just 218 Series II cars constructed, and one of only 252 507s built in total.

Originally the brainchild of Vienna-born, New York-based automotive impresario Max Hoffman, the BMW 507 represented a concerted attempt by Milbertshofen to re-establish themselves as a major player in the burgeoning luxury and sports car market of the mid-1950s. BMW’s pre-war commercial and sporting success had been predominantly European in focus, and largely underpinned by models such as the 315/1, 319/1 and 328. However, it was evident that the automotive landscape had changed significantly since 1939, and that the United States would be critical to the company’s future expansion plans.

Significantly, Hoffman was credited as being the single most influential component in the US-European automobile import/ export equation of the 1950s, having operated as exclusive Jaguar importer for the US from 1948 until 1952 and thereafter in a similar role for Porsche and Mercedes-Benz. His success in driving US-bound exports for all three manufacturers was central to BMW’s decision to proceed with the 507, although the need to avoid a potential pricing conflict with the former’s 356 Speedster and the latter’s 300 SL would prove critical. However, if this could be achieved, Hofmann was confident that demand for the 507 would stretch to thousands of units a year; the majority being destined for the US market.

In employing an all-aluminium Type-507/1 3.2-litre V8 engine derived from the incumbent 501 and 502 Saloon range–and a shortened and strengthened version of the 2+2 503’s chassis frame–BMW were able to make use of existing tooling and components, although such relatively mundane underpinnings contrasted starkly with the extravagantly rakish aluminium bodywork styled by Albrecht von Goertz. Invaluable input from BMW mainstays Fritz Fiedler and Alex von Falkenhausen ensured that the car was exquisitely engineered, but from the outset it became apparent that BMW’s estimated production costs were wildly optimistic–thereby leading to an unexpectedly inflated selling price.

Popular reaction to car at the 1955 Frankfurt Auto Show proved overwhelmingly positive, but the eventual US sales price of over $9,000 approached double the figure of $5,000 initially suggested by Hoffman. Remarkably, this also equated to more than double the price of a comparable Jaguar XK, and exceeded even the cost of a 300 SL; a car by now well-established stateside, and against which the 507 was now competing directly. Significantly, with a 0-60 time of over 11 seconds and a top speed of a mere 122 mph, the 507 proved markedly slower than the 300 SL; the latter recording corresponding figures of 138 mph and 7.7 seconds respectively.

Remarkably–and in stark contrast to combined 300 SL Gullwing and Roadster production of some 3,258 cars–just 252 507s would be constructed between 1956 and 1959. Of these, the first 34 were retrospectively designated Series I cars, with the subsequent 218 chassis termed Series II. Although the model’s relatively modest power output of 150 horsepower remained substantially unchanged between series, later cars benefitted from a reduction in fuel tank size from 110 to 66 litres–affording a commensurate increase in trunk capacity–while also benefitting from an improved dashboard layout, greater seat adjustment and the introduction of a cabin rear parcel shelf.

As an early Series II car, this striking example benefits from the enhanced ergonomics introduced from mid-1957 onwards, not to mention the desirable optional front disc brakes and Rudge centre-lock wheels. Regrettably, little is presently known as to chassis 70080’s early history but it would appear that the car was originally exported to the United States, where it was first registered on 1 August 1957. By the mid-1980s, it had reverted to European ownership; the car being acquired around this time by Albert Keller, appropriately domiciled in BMW’s home city of Munich, Germany.

Herr Keller evidently owned the car for several years, with his custody being noted in both the BMW 507 Register of 1985–compiled by the BMW Vintage Club of America–and the corresponding publication of 1987/88. However, by the late 1990s it had returned to the United States; the car being offered for sale at auction in Las Vegas, Nevada in 1999, at which point it displayed an odometer reading of just 54,183 miles.

In the early 2010s, 70080 was acquired by the noted French collector Henri Chambon, whose collection at one time or another included a Bugatti Type 57C Atalante, Ferrari 250 GT SWB and the 1964 Tour de France Automobile-winning Ferrari 250 GTO. In his ownership, the car was entrusted to respected engine authority Raphaël Rondoni, who promptly embarked upon an exhaustive two-year restoration. This included a comprehensive engine rebuild in 2012-2013 by Bugatti master craftsmen Ventoux Moteurs Ingénierie of Carpentras, France, at a cost in excess of €50,000.

Once disassembled, the engine work performed included machining of the cylinder block and cylinder head faces and the fitment of a new steel crankshaft, cylinder liners, Arrow “H-section” connecting rods, high compression Wossner forged pistons, an uprated camshaft and new high-tensile cylinder head studs. Additionally, the cylinder heads benefitted from new Xceldine titanium valves, valve springs, beryllium bronze valve seats and guides and further machining to the combustion chambers, while the lubrication system and oil pump were appropriately uprated.

All ancillary components–such as the water pump, starter motor and carburettors–were completely overhauled, while the distributor was converted from conventional “points” to electronic ignition, to enhance practicality and reliability. Finally, a custom-made tubular exhaust system was fitted with the dual purpose of both improving performance and saving weight. Upon completion of the work, the engine was bench tested by Ventoux Moteurs and was found to produce 225 horsepower–a significant increase of some 75 horsepower over the original figure quoted by BMW.

Concurrent with the engine rebuild, the car was entrusted to accomplished upholsterer and trimmer Raymond Ratto of Cannes, France, who was tasked with re-trimming it with red leather seats and red carpets to original 507 specification. A new black Alpaca hood was also fitted, together with a black hood bag and red tonneau cover, while the rear luggage area was re-trimmed with grey carpet. To further improve practicality and driver enjoyment, electronically-assisted rack and pinion power steering was fitted, although the original factory fitment items accompany the car as a condition of sale. Finally, an alternator was fitted in place of the original dynamo to ensure that more consistent and reliable electrical charging could be achieved.

Following the conclusion of the restoration, the car provided M. Chambon with several years of exhilarating, trouble-free motoring, during which time some 25,000 kilometres were covered. However, the decision was taken in 2021 to remove the engine for subsequent disassembly and routine inspection by Ventoux Moteurs. At this point, the engine was once again fitted with new cylinder liners, with all shell bearings also being replaced, the tappets modified with new anti-friction material, the camshaft bearing lubrication system optimised and spark plug inserts fitted. Furthermore, the car was also subjected to a complete gearbox rebuild–including the fitment of all new bearings and syncromeshes, and a new clutch–and a complete overhaul of the back axle.

In March 2022, 70080 was acquired from M. Chambon by the consigning owner; 3,000 kilometers had been covered since the previous year’s engine refresh. In the present ownership, usage of the car has been modest, but its maintenance no less fastidious than that performed previously; a fact confirmed by the carrying out of a comprehensive service–including the fitment of a new fuel gauge and cooling fan sensor–by Heritage Motor Cars of Paris as recently as July 2022, at a cost of some €2,257.

In successfully fusing the aesthetic appeal of von Goertz’s original design with contemporary–and, crucially, sympathetically executed–performance and ergonomic improvements, 70080 remains uniquely well-placed amongst its peers to cope with the rigours of 21st century motoring. Accompanied as it is by a highly desirable body-colour factory hard top, engine bay-mounted tool kit and original Owners’ manuals, it remains a superbly appointed and exquisitely maintained example of this most capable of 1950s Grand Tourers, and one fit to grace the roads of the Côte d'Azur, Italian Riviera or even the Pacific Coast Highway–exactly as originally intended.
To view this car and others currently available, please visit the RM website at rmsothebys.com/ps00/.