The BMW 507 is probably one of the brand’s most famous and influential models. Its lightweight V8 engine was a major technical advance at the time. Even more telling, its handsome proportions continued to serve as a canvas half a century later, acting as the guiding design that highlighted the now equally legendary BMW Z8. Unfortunately, the car failed to live up to its expectations commercially and BMW only produced 251 examples before production ceased. But alongside the 507 there was an even more expensive and luxurious version: the BMW 503.
The BMW 503 at a glance
In some areas the BMW 503 had a lot in common with the BMW 507. Both cars debuted at the Frankfurt Motor Show in September 1955 and both cars were expensive for the time. Like the 507, the 503 cost much more than expected. The former started at around 26,500 DM (German marks), the latter started at just under 30,000 DM. Adjusted for today, that’s almost a six-figure amount. Both designs come from Albrecht von Goertz, the man who also worked on legends like the Toyota 2000GT and the Nissan Silvia. The cars also shared some hardware; specifically the 3.2 liter V8 engine. While the 507 produced 150 hp, the 503 – which focused more on luxury and refinement than outright performance – stayed at 140 hp. Of course, both cars were spectacular commercial failures. BMW only managed to sell 273 coupes and 139 convertibles, meaning the 503 was only slightly easier to sell than the 507.
Of course, the two cars served different purposes, aesthetically and practically. While the 507 only offers two seats, the 503 offers a 2+2 configuration. The rear seats are probably the most useful in the convertible design, highlighting another difference. The 503 was available as a coupe, which was never the case with the 507. The 503 was based on a slightly modified 502 sedan chassis. While the 507 was based on the 503 chassis at the time, there were major differences. A significantly shorter wheelbase (2,480 mm versus 2,835 mm, about 13 inches) was constructed from thicker steel, ostensibly to keep chassis flexure to a minimum.
The 503 and 507: Joint success in later life
It’s interesting to note that the more expensive 503 actually sold more than the 507. However, not enough to make the car profitable. The problems with the 507 on the market are obvious: while the car was beautiful, it simply didn’t deliver the performance that its price and looks suggested. Remember, this car was launched with the aim of targeting the US market, a part of the world already used to V8 engines. On the other hand, the 503’s even higher price and luxury focus meant it was intentionally out of reach for the mainstream buyer. This is even more true when you consider that BMW had almost no representation in the United States. The car’s high price had deterred one of its biggest supporters, Max Hoffman. Unfortunately, he was also the main dealer for BMW Stateside. Even if the 503 had been perfect, it would be difficult to convince buyers to forego the security of established dealers and service centers that U.S. luxury brands offer.
Although the car sells better than the 507, the BMW 503 is largely overshadowed by that car. It is still one of the rarest BMWs ever today. But the auction prices reflect the size of the car compared to the 507. While the best and rarest examples in the series may fetch half a million US dollars, almost all 507s sell for well over a million US dollars. In both cases, both cars went from commercial flops to auction superstars – a development that is by no means unusual or unique for the BMW brand. One wonders where prices for some of today’s cars will be in a few decades.
