A superb and rare photo, made from what we believe is the original negative, of the BMW Isetta.

The Isetta was one of the most successful microcars produced in the post-WWII years—a time when cheap, short-distance transportation was most needed. Although the design originated in Italy, it was built in a number of different countries, including Spain, Belgium, France, Brazil, Germany and Britain. Because of its egg shape and bubble car like windows, it became known as a bubblecar — a name later given to other similar vehicles. Other countries had other nicknames: In Germany ( BMW Isetta ) it was das rollende Ei (the rolling egg) or the Sargwagen (meaning something like "coffin car"; the name apparently came from the small (or rather nonexistent) distance between the passengers and oncoming traffic). In France it was the yogurt pot. In Brazil it was the bola de futebol de fenemê (soccer ball of FNM [a truck]), and in Chile it is still called the "huevito" (little egg).

The car’s origins were with the Italian firm of Iso SpA. In the early 1950s, the company was building refrigerators, motor scooters and small three-wheeled trucks. Iso's owner, Renzo Rivolta, decided he would like to build a small car for mass consumption. By 1952 the engineers Ermenegildo Preti and Pierluigi Raggi had designed a small car that used the scooter engine and named it Isetta—an Italian diminutive meaning little ISO. It is said that the stylists had arrived at the design of the Isetta by taking two scooters, placing them close together, adding a refrigerator and shaping the result like a teardrop in the wind. The Isetta caused a sensation when it was introduced to the motoring press in Turin in November 1953, it was unlike anything seen before. Small (only 7.5 feet (2.3 m) long by 4.5 feet (1.4 m) wide) and egg-shaped, with bubble type windows, the entire front end of the car hinged outwards to allow entry and in the event of a crash, the driver and passenger were to exit through the canvas sunroof. The steering wheel and instrument panel swung out with the single door, as this made access to the single bench seat simpler. The seat provided reasonable comfort for two occupants, and perhaps a small child. Behind the seat was a large parcel shelf with a spare wheel located below. A heater was optional, and ventilation was provided by opening the fabric sunroof. Two models were offered - the little egg-shaped Turismo with narrow 50 cm rear track, and the Autocarro, a commercial version with full-width rear axle. The Autocarro was offered in several body styles, a flatbed pickup, enclosed truck, a tilt-bed, or even a fire engine. The Autocarro was an extremely popular type of vehicle in Italy, and numerous manufacturers produced some variant of the type. Iso had previously produced a motorcycle-type Isocarro. The Iso Autocarro was larger than most, with its four-wheel layout, conventional rear axle with differential and leaf springs, and a large tubular frame. It was good for a 500 kg (1102 lb) to 600 kg (1323 lb) load. The name Isetta Autocarro was also used. Renzo Rivolta wanted to concentrate on his new Iso Rivolta sports car, and was extremely interested in doing licensing deals. Plants in Spain and Belgium were already assembling Isettas and Autocarros using Italian made Iso components. BMW began talking with Rivolta in mid-1954 and bought not just a license but the complete Isetta body tooling as well. Rivolta didn't stop with licensing the Isetta to BMW. He negotiated similar deals with companies in France and Brazil.

BMW made the Isetta its own and named it the BMW Isetta, or, depending on the market, BMW 250 , BMW Standard , BMW Standard 57 , BMW Export 57 , BMW Isetta Moto Coupe or BMW Isetta Motocoupe. They redesigned the powerplant around a BMW one-cylinder, four-stroke, 247 cc motorcycle engine making 13 hp (10 kW). Although the major elements of the Italian design remained intact, BMW re-engineered much of the car, so much so that none of the parts between a BMW Isetta Moto Coupe and an Iso Isetta are interchangeable. The first BMW Isetta appeared in April, 1955. In May 1962, two years after launching the conventionally modern looking BMW 700, BMW ceased production of Isettas. A total of 161,728 units had been built. While it retained the "Bubble Window" styling, the BMW Isetta differed from the Italian model in that its headlamps were fixed separately to the sides of the bodywork and it carried the BMW badge below the windscreen. The car was also redesigned to take a modified version of the 250 cc 4-stroke engine from the BMW R25/3 motorcycle and the front suspension was changed. The single-cylinder generated 12 hp (9 kW) at 5800 rpm. The crankcase and cylinder were made of cast iron, the cylinder head of aluminium. However, the head was rotated by 180 degrees compared with the motorcycle engine. The twin-bearing crankshaft was also different in the Isetta power unit, being larger and featuring reinforced bearings. One of the reasons for this was the heavy Dynastart unit which combined the dynamo and self-starter. The fuel mixture was provided by a Bing sliding throttle side draft motorcycle carburettor. In addition to further changes of detail, the BMW engineers enlarged the sump for installation in the car and cooled the engine by means of a radial fan and shrouded ducting.

The power train from the four-speed gearbox to the two rear wheels was also unusual: fixed to the gearbox output drive was something called a Hardy disc, which was a cardan joint made of rubber. On the other side of it was a cardan shaft, and finally a second Hardy disc, which in turn was located at the entrance to a chain case. A duplex chain running in an oil bath led finally to a rigid shaft, at each end of which were the two rear wheels. Thanks to this elaborate power transfer, the engine-gearbox unit was both free of tension and well soundproofed in its linkage to the rear axle. In Germany the Isetta could even be driven with a motorcycle licence. The top speed of the Isetta 250 was rated as 85 km/h (53 mph). 

The BMW 300 was a modified version of the BMW 250 (Isetta). In October 1956, the Isetta Moto Coupe DeLuxe (sliding-window Isetta) was introduced as the export version of both the 250 and the 300. With the export version, the bubble windows were replaced by longer, sliding side windows. The engineers had enlarged the single cylinder to a 72 mm (2.8 in) bore and 73 mm (2.9 in) stroke, which gave a displacement of exactly 298 cc; at the same time, they raised the compression ratio from 6.8 to 7.0:1. In this way, the engine now generated 10 kW (13 hp) at 5200 rpm, and the torque rose to 18.4 N·m (13.6 ft·lbf) at 4600 rpm. The maximum speed remained at 85 km/h (53 mph), yet there was a marked increase in flexibility, chiefly noticeable on gradients. In addition to the quest for better performance, there was another reason for the change: it was then still possible to drive the 250 cc Isetta with the old Class IV driving licence. Quite a number of Isettas were lovingly maintained by their owners for years and even decades, precisely because they possessed no other licence. On the other hand, from 1956 onwards, first-time drivers had to pass the test for Class III if they wanted to drive a car. True, the Class IV licence continued to be issued, but it was only valid for small motorcycles. A second, similar reason for fitting the larger engine was the prevailing tax regime. The 250 cc engine did not take full advantage of the tax class, which then went up to 300 cc.

The BMW 600 was intended as an enlarged Isetta with more power and a more conventional four-wheel configuration. The front end of the 600 was virtually unchanged from the Isetta, but the 600's wheelbase was stretched to accommodate four seats. A conventional rear axle was added. BMW introduced the semi-trailing arm independent suspension on the 600. This suspension would be used on almost every new model for the next four decades. Because of the increased size and weight, the 600 had a more powerful engine than the Isetta. The 600 had the 582 cc twin engine from the R67 motorcycle. Top speed was 103 km/h (64 mph).

In two years, only 34,000 600s were produced, partly due to price competition with the entry-level VW Beetle. In the late 1950s, consumers wanted cars that looked like cars, and they had lost interest in economy models. Sales of the 600 were, however, aided by the energy crisis of 1956–1957.

In England the BMW Isetta was made under license by Isetta of Great Britain. With space for two and their luggage, the Isetta was perfect for the UK's urban and rural roads. The first motorway, the M1, did not open until 1959, and more conventional cars such as early models of the Morris Minor could barely top 97 km/h (60 mph). At one point, the British national health service started providing these vehicles for wheelchair users so they could drive while in their wheelchairs. Although noble in intent and many of these cars were made available free, the project was not deemed successful and was terminated. In 1957, Isetta of Great Britain began producing Isetta 300 models at their factory in the former Brighton railway works under licence from BMW. The factory had no access by road, with components being delivered by rail, and finished cars being shipped out the same way. The British cars had right-hand drive with the door hinged from the right hand side of the car and the steering column moved across to the right as well. Right-hand drive meant that the driver AND the engine were on the same side, so a 27 kg (60 lb) counterweight was added to the left side to compensate. Dunlop tyres were used, and Lucas electrics replaced the German Hella and Bosch components, with a different headlamp housing being used. Girling brake components replaced the ATE brake parts. The Isetta was not popular in the UK until a three-wheeled version was introduced, and although three-wheelers were more prone to rolling-over, there was a financial advantage: if the reverse gear was not installed, they could evade automobile legislation and taxation by being classed as three-wheeled motorcycles, and could be driven with a motorcycle licence. Isetta of Great Britain continued to produce four-wheeled Isettas, but only for export to Canada, New Zealand, and Australia. In 1962, Isetta of Great Britain also stopped production of the little cars but continued to produce Isetta engines until 1964.

This is a very nice and very rare photo that reflects a wonderful era of BMW and the Isetta ‘s automotive history in a wonderful way.  This is your rare chance to own this photo, therefore it is printed in a nice large format of ca. 8" x 10.5" (ca. 20 x 27 cm).  It makes it perfectly suitable for framing.

Shipping costs will only be $ 7.00 regardless of how many photos you buy.   For 5 or more photos, shipping is free!

 (Note: A. Herl, Inc. does not appear on photo, for ebay purposes only)

No copyright expressed or implied. Sold as collectable item only. We are clearing out our archives that we have gathered from various sources.

All items always sent well protected in PVC clear files and board backed envelopes.

We have photographs that came from professional collections and/or were bought from the original photographer or press studio! They are all of professional and excellent quality.

After many decades of professionally collecting photographs and posters we are clearing out our archives. They make the perfect gift and are perfectly suited for framing. They will look gorgeous unframed and will be a true asset nicely framed with a border. They are a gorgeous and great asset in every home, workshop, workplace, restaurant, bar or club!

First come - first served. And you can always contact us for your requests. Please ask any questions before the auction ends.