![](https://images.hive.blog/DQmX1CVdJdWGyeUST7ic4WPENyHjvgENgkAjkFXSRcVAjgv/d379b9560acd5623.jpg) ![](https://images.hive.blog/DQmeh92a9sPbXrYX1McH26DfnpNftPYcSg49bgvuuHo2JJL/3b178a366740f3c7.jpg) --- ### 1959 BMW 700 Coupé — The Little BMW That Saved the Company Most people associate BMW with luxury saloons and sports coupes, but the car that truly saved the company was a tiny rear-engine runabout: the **BMW 700**. Before the 700, BMW was on the brink of bankruptcy. The company’s luxury saloons weren’t selling, and the quirky Isetta bubble car couldn’t sustain the company alone. The 700 changed everything. Designed by **Giovanni Michelotti**, the BMW 700 was a stylish, affordable coupe that captured the spirit of the late 1950s. It rode on a shortened chassis, featured a rear-mounted flat-twin engine, and was available as both a coupe and a saloon. The 1959 model shown here is from the first series, with the distinctive rounded rear window and clean, uncluttered lines. ![](https://images.hive.blog/DQmRcwK4VJoiuw1ePGeu8uryAkutJ9MxmWjYCCxreBHHLpp/414957a8231c573f.webp) ![](https://images.hive.blog/DQmXcuqNzgj2shkGs5CuCgPRuyLMagFbCarWCQZ1nMWA8uC/86d34d4909bc61c0.jpg) ### Specifications | Spec | Detail | |------|--------| | Engine | 697 cc air-cooled flat-twin | | Power | **30 hp** at 5,000 rpm | | Torque | **37 lb-ft** at 3,500 rpm | | Top Speed | ~125 km/h (78 mph) | | Transmission | 4-speed manual | | Weight | ~690 kg (1,520 lbs) | | Production | ~188,000 units (all variants) | | Designer | Giovanni Michelotti | The engine was essentially a larger version of the BMW 600’s flat-twin, mounted at the rear with a four-speed gearbox. It was simple, robust, and economical. The 700 was never intended to be fast — it was meant to be affordable, reliable, and fun. And it was all three. ![](https://images.hive.blog/DQmX5MszC7NvTD3JjZbCo6uwQbwus5B2JaGmCAu7xbZAN6u/e99e5aa6940f7c64.jpg) ![](https://images.hive.blog/DQmVKteJzDqUHjpmyWMHsdyhufR4snL4MdVgzJt7sntwx5N/2a56b40ca388b375.jpg) ### Rear-Engine Handling The 700’s rear-engine layout gave it predictable handling with a touch of oversteer when pushed. The suspension used torsion bars at the front and a swing axle at the rear, similar in concept to the contemporary Volkswagen Beetle but with more sophisticated damping. The coupe version was the enthusiast’s choice. It weighed just 690 kg, had a low centre of gravity, and the engine sat behind the rear axle, giving the rear wheels excellent traction. Contemporary road tests praised its nimble handling and surprisingly spacious interior for such a compact car. ![](https://images.hive.blog/DQmVziEnS9FmjU7TEy1FZ9qe4Nycg2S7u7WrASZ6Q2T7FWM/6f43592709e3973b.png) ![](https://images.hive.blog/DQmYSjWoTUsZcjWknDPhhYPq9sJAjXdeCCgAePpEetwJL8D/ff61b2029a9761a6.jpg) ### Save the Company The 700 was a commercial success from launch. It filled the gap between the microcar Isetta and BMW’s luxury saloons, attracting buyers who wanted a “real” car at an affordable price. The 700’s success generated the revenue that allowed BMW to develop the 1500 — the “Neue Klasse” saloon that would define BMW’s identity for decades to come. Without the 700, there would have been no 1500, no 2002, and no 3 Series. It is, without exaggeration, the car that saved BMW. ### BMW in South Africa BMW’s connection with South Africa began early. The first BMW motorcycle arrived in the country as early as **1929**, and the first BMW car, a **BMW 501**, was imported in **1952**. By the time the 700 was launched in 1959, BMW had already established a presence in the South African market through private imports and a growing network of enthusiasts. In **1968**, Praetor Monteerders began assembling BMWs under license in **Rosslyn, Pretoria**. In **1973**, BMW AG acquired full ownership, making Rosslyn the **first BMW plant outside of Germany**. The plant went on to produce the 3 Series and later the X3 for the global market, including over 400,000 X3s exported to 40+ countries. Today, BMW is one of South Africa’s most popular luxury brands, with the Rosslyn plant remaining a cornerstone of the country’s automotive industry. ![](https://images.hive.blog/DQmdZp3QpT1e1HL2EXu5gWRTE1W7wgoskaWMwyr1YzMpH4S/d761684e211ffd9b.jpg) ### Legacy The 700 remained in production until 1965, with around 188,000 units built. It was replaced by the 1600/2002 range — the cars that made BMW a global sports saloon powerhouse. Today, the 700 is a rare sight. Most were driven into the ground, and survivors are cherished by classic BMW enthusiasts. Values have risen steadily, with good coupe examples fetching **$15,000–$30,000**. It’s not the most famous BMW, nor the fastest. But the 700 is arguably the most important. Without it, the Munich headquarters might have gone the way of Borgward, Glas, and so many other German marques that didn’t survive the 1960s. The BMW 700: small car, huge legacy. --- *Sources:* - [Wikipedia — BMW 700](https://en.wikipedia.org/wiki/BMW_700) - [Wikipedia — BMW South Africa](https://en.wikipedia.org/wiki/BMW_South_Africa) - [BMW Group Plant Rosslyn](https://www.bmwgroup-werke.com/rosslyn/en.html) - [AutoTrader SA — BMW History](https://www.autotrader.co.za/cars-for-sale/bmw) --- *Did you know BMW was saved by a tiny rear-engine coupe? Have you ever seen a BMW 700 in person, or do you have a favourite “saviour” car story? Share your thoughts below.*

BMW unscripted. Sabine Schmitz.