BMW New Class

BMW New Class: which version to buy and why

If the choice is a BMW New Class, the data splits the decision into four numbered generations and fourteen named versions, all Gasoline, all Inline 4 with 2 valves per cylinder, all Front, longitudinal, all RWD, all with Independent, spring front suspension and Disc front brakes, none with boost (nadduv: No).

If the choice is a BMW New Class, the data splits the decision into four numbered generations and fourteen named versions, all Gasoline, all Inline 4 with 2 valves per cylinder, all Front, longitudinal, all RWD, all with Independent, spring front suspension and Disc front brakes, none with boost (nadduv: No). Body is the first fork: Sedan in 1 generation (1962–1964), 2 generation (1963–1971) and 4 generation (1966–1972); Coupe only in 3 generation (1965–1969). Displacement is the second fork: 1499 cm³ on 1.5 MT, 1773 cm³ on every 1.8 MT / 1.8 AT, 1990 cm³ on every 2.0 MT / 2.0 AT. Power is the third: 75 hp on the opener, then 90 / 110 / 130 hp in 2 generation, 100 / 120 hp in 3 generation, 101 / 121 / 130 hp in 4 generation. Gearbox is the fourth: Manual 4 on most cars, Manual 5 only on 2 generation 1.8 MT 130 hp, Automatic 3 wherever an AT exists. The only version with measured 0–100, mpg, CO2, eco class, wheels, rear suspension and rear brakes is none of them: those figures are not measured on every row. The only version with measured top speed, kerb weight, gross weight, ground clearance and tank is 1 generation 1.5 MT. Buy on those splits, not on a story the catalogue does not have.

Generations compared: what actually changed

1 generation is one car: 1.5 MT, Sedan, 1962–1964, 75 hp (55 kW) at 5500 rpm, 1499 cm³, Carburetor, compression 8.2, Manual 4, RWD. It is the only New Class with a published top speed (150 km/h), kerb mass (950 kg), gross mass (1320 kg), ground clearance (175 mm) and tank (53 l). Payload from those two masses is 370 kg. Specific output is 75 / 1.499 ≈ 50.0 hp per litre. Power-to-weight, using the only kerb figure in the set, is 950 / 75 ≈ 12.7 kg per hp.

2 generation (Sedan, 1963–1971) keeps Carburetor, RWD and the same chassis labels, but steps displacement to 1773 cm³ (bore × stroke 84 × 80) and offers three power levels on 1.8 MT plus one 1.8 AT. Versus 1 generation 1.5 MT, the 90 hp 1.8 MT adds 15 hp (+20%) and 274 cm³. The 110 hp 1.8 MT adds 35 hp (+47%). The 130 hp 1.8 MT adds 55 hp (+73%) and is the only New Class with Manual 5 and the only one with compression 10.5 (2.3 points above the 8.2 of 1.5 MT). Torque, measured only here among the 1.8s, is 130 Nm at 3000 rpm (90 hp), 136 Nm at 4000 rpm (110 hp) and 144 Nm at 5250 rpm (130 hp): +6 Nm from 90 to 110 hp, +14 Nm from 90 to 130 hp. Specific output: 90 / 1.773 ≈ 50.8 hp/l (almost the same as the 1.5), 110 / 1.773 ≈ 62.0 hp/l, 130 / 1.773 ≈ 73.3 hp/l — the densest engine in the whole model.

3 generation is the Coupe fork (1965–1969). Three versions, all 1990 cm³, all Carburetor, bore × stroke 80 × 89 (longer stroke than the 1.8’s 84 × 80). 2.0 MT 100 hp (75 kW) at 5500 rpm and 2.0 AT 100 hp share the low tune; 2.0 MT 120 hp (89 kW) at 5500 rpm is the high tune. There is no Automatic pair for 120 hp. Versus 2 generation 1.8 MT 90 hp, the 100 hp Coupe adds 10 hp and 217 cm³; versus 1.8 MT 110 hp, the 120 hp Coupe is +10 hp on +217 cm³. Specific output: 100 / 1.990 ≈ 50.3 hp/l (back to the ~50 hp/l band of the 75 hp 1.5 and 90 hp 1.8); 120 / 1.990 ≈ 60.3 hp/l (near the 62.0 of the 110 hp 1.8). Torque, 0–100, top speed, masses, tank and clearance: not measured.

4 generation is the later Sedan (1966–1972) with six versions, all 1990 cm³, all named 2.0 MT or 2.0 AT, distinguished only by power and feed. Three pairs: 101 hp (75 kW) Carburetor Manual 4 / Automatic 3; 121 hp (90 kW) Carburetor Manual 4 / Automatic 3; 130 hp (97 kW) at 5800 rpm with 178 Nm at 4500 rpm, Distributed injection (multi-point), Manual 4 / Automatic 3. Bore × stroke, compression, torque on the carburetor rows, 0–100, top speed, masses, tank, wheels, clearance: not measured. Versus 3 generation’s 100 hp Coupe, the 101 hp Sedan is +1 hp on the same 1990 cm³. Versus the 120 hp Coupe, the 121 hp Sedan is +1 hp. The 130 hp injected pair is the only New Class not on Carburetor. Specific output: 101 / 1.990 ≈ 50.8 hp/l; 121 / 1.990 ≈ 60.8 hp/l; 130 / 1.990 ≈ 65.3 hp/l — below the 73.3 hp/l of 2 generation 1.8 MT 130 hp, because the same 130 hp sits on 217 cm³ more.

Calendar overlap: 2 generation (to 1971) and 4 generation (from 1966) share years; 3 generation (to 1969) overlaps both. A buyer in those years is choosing body and displacement, not a single “current” car.

Engines and specs (every named version)

Use the names exactly. Same name, different hp: say the horsepower.

Compression: 8.2 on 1.5 MT; 10.5 on 1.8 MT 130 hp; not measured on the other twelve. Bore × stroke: not measured on 1.5 MT and all 4 generation rows; 84 × 80 on every 1.8; 80 × 89 on every 3 generation 2.0.

Performance, mpg, dimensions: what is measured

0–100 km/h: not measured on all fourteen versions. Top speed: 150 km/h on 1 generation 1.5 MT; not measured on the rest. City / highway / combined consumption: not measured on all. CO2 and eco class: not measured on all.

Kerb weight: 950 kg on 1.5 MT; not measured elsewhere, so kg/hp cannot be compared across generations. Gross weight: 1320 kg on 1.5 MT; not measured elsewhere. Ground clearance: 175 mm on 1.5 MT; not measured elsewhere. Tank: 53 l on 1.5 MT; not measured elsewhere. Wheels: not measured on all. Rear suspension and rear brakes: not measured on all. Front brakes Disc and front Independent, spring: on all fourteen.

Without kerb mass on the 90–130 hp cars, a claim that the 130 hp versions are “lighter per horsepower” is not in the data. The only power-to-weight number that exists is 12.7 kg/hp on 1.5 MT.

Which version to choose (arithmetic on the given numbers)

If the body must be a Coupe, the set is 3 generation only: 2.0 MT 100 hp, 2.0 AT 100 hp, or 2.0 MT 120 hp. The 120 hp 2.0 MT is +20 hp (+20%) over the 100 hp pair at the same 1990 cm³, same Carburetor, same 5500 rpm peak, same Manual 4. There is no 120 hp Automatic: choosing Automatic forces the 100 hp tune and a drop from 4 gears to 3. Torque, 0–100 and top speed that would show what that 20 hp buys on the road: not measured.

If the body must be a Sedan and the smallest engine is the point, 1 generation 1.5 MT is the only 1499 cm³ car, the only 75 hp car, and the only one with measured 150 km/h, 950 kg, 1320 kg, 175 mm and 53 l. It is also the lowest specific output in the model at ~50.0 hp/l, matched in band by the 90 hp 1.8 (~50.8), the 100 hp Coupe (~50.3) and the 101 hp 4 generation (~50.8). Those four are the “about 50 hp per litre” group.

If the body is a Sedan and the goal is maximum specific output, 2 generation 1.8 MT 130 hp is the answer: 73.3 hp/l, 130 hp at 6100 rpm, 144 Nm at 5250 rpm, compression 10.5, Manual 5, 1773 cm³, Carburetor. It matches 4 generation’s 130 hp in peak horsepower (130 vs 130) and kilowatts (97 vs 97) but does it on 217 cm³ less. Peak rpm is higher (6100 vs 5800). Torque is lower: 144 Nm vs 178 Nm on 4 generation 2.0 MT / 2.0 AT 130 hp — 34 Nm less (−19%), and the 1.8 peaks 750 rpm later (5250 vs 4500). Gear count favours the 1.8: 5 vs 4 (Manual) or vs 3 (if the 4 generation buyer takes 2.0 AT 130 hp). Feed favours the 4 generation 130 hp pair: Distributed injection (multi-point) vs Carburetor. Masses that would decide which 130 hp is lighter: not measured.

If the Sedan should stay on 1773 cm³ but not the 130 hp tune, the step from 1.8 MT 90 hp to 1.8 MT 110 hp is +20 hp (+22%), +6 Nm, peak power 5250 → 5800 rpm, peak torque 3000 → 4000 rpm, still Manual 4 and Carburetor. The 1.8 AT exists only at 90 hp: Automatic buyers of 2 generation cannot have 110 or 130 hp.

If the Sedan should be the later 1990 cm³ 4 generation, pick the power band first, then Manual vs Automatic. The 101 hp 2.0 MT / 2.0 AT sit ~1 hp above 3 generation’s 100 hp Coupe and ~11 hp above 2 generation’s 90 hp 1.8, at 50.8 hp/l. The 121 hp pair sits ~1 hp above the 120 hp Coupe and ~11 hp above the 110 hp 1.8, at 60.8 hp/l. The jump 101 → 121 hp is +20 hp (+20%) at the same 1990 cm³ and still Carburetor. The jump 121 → 130 hp is +9 hp (+7%) and is also the jump from Carburetor to Distributed injection (multi-point), plus the only 4 generation torque figure (178 Nm). Automatic on every 4 generation pair is 3 speeds versus Manual 4; power does not change with the gearbox in this table (101, 121 and 130 hp each exist as both 2.0 MT and 2.0 AT).

Manual versus Automatic, same power. Where both exist, hp, kW, displacement, feed, cylinders, layout, boost and drive are identical; the Automatic always has 3 speeds, the Manual 4 (except 2 generation 1.8 MT 130 hp, which has 5 and has no AT twin). Versions with no Automatic twin: 1.5 MT, 1.8 MT 110 hp, 1.8 MT 130 hp, 3 generation 2.0 MT 120 hp. Versions with no Manual twin at that power: none — every Automatic has a Manual counterpart.

What “more” does not buy in this catalogue. There is no AWD, no boost, no extra cylinder count, no other fuel than Gasoline. Rear suspension, rear brakes, wheels, 0–100, mpg and (except 1.5 MT) mass and tank are not measured, so they cannot break a tie. Reliability and known problems are not in the data.

Short decision list. Coupe: 3 generation 2.0 MT 120 hp if power is the criterion; 2.0 AT 100 hp if Automatic is the criterion. Lightest published Sedan with the only measured top speed and tank: 1.5 MT. Highest hp per litre and the only 5-speed: 2 generation 1.8 MT 130 hp. Same 130 hp, more displacement, more torque (178 vs 144 Nm), injection, 4-speed Manual or 3-speed Automatic: 4 generation 2.0 MT 130 hp or 2.0 AT 130 hp. Mid Sedan without injection: 2 generation 1.8 MT 110 hp or 4 generation 2.0 MT 121 hp / 2.0 AT 121 hp. Entry 2.0 Sedan: 2.0 MT 101 hp or 2.0 AT 101 hp. Entry 1.8: 1.8 MT 90 hp or 1.8 AT 90 hp. Prices are not in the data; the extra you “pay” in this table is extra hp, extra cm³, an extra gear, or injection — not a currency figure.