We had to double-check to make sure this 1957 BMW Isetta for sale on Hemmings.com, finished in German police trim, wasn't the same one that recently appeared at the Hemmings Motor News Concours d'Elegance. Indeed, they're not the same, but they're equally as cheeky, and after viewing the reception the one at our concours got, we concur with the seller's assertion that these cars work well as smile generators - whoever buys this Isetta should clear a shelf for all the people's choice awards they'll get. From the seller's description:
finished in requisite and hard-to-find Police Green (Polizeigruen BMW Color Code 758) over a tan interior. ''Landespolizei'' translates loosely to State Police and as hard as it may be to imagine many German local and federal agencies (including the State Police) utilized the small albeit cost effective and dependable Isetta for any number of tasks. Featuring all of the correct Landespolizei insignias and fonts an original and fully functional Esiemann RKLE 90 flashing blue light and twin modulating Bosch Super tonesirens this example is certainly an attention grabber although for legality's sake we'd recommend not engaging the light or siren when on public roads. Of all the classic collector and unique cars that we've owned no one model garners more attention from other drivers and pedestrians than the BMW Isetta. And of all the Isettas that we've owned over the years none have come close to drawing the attention that this Landespolizei 300 does. Thumbs ups waves and requests for photographs run rampant. And perhaps the nicest aspect of that attention is that it's always accompanied by smiles – you just can't help but feel good in this car's presence.Restored a few years ago the car presents beautifully its deep green finish consistent deep and lustrous free of any significant imperfections. The car's body is completely straight and its undercarriage is solid and clean the car exhibiting absolutely no evidence of rust. The interior is also in great shape the tan seat and interior panels showing only minimal wear the correct rubber floor lining flawless and the canvas sunroof clean and fully functional. All the finished interior surfaces (steering wheel instrument hub e-brake etc.) are also in very good condition as is all of the chrome including flawless new hubcaps on color-matched wheels that are wrapped in tires with plenty of remaining tread.
Mechanically the car is in excellent shape its original one cylinder four stroke 298cc engine starting easily and idling consistently. The car shifts well pulling through each of its gears strongly and it's also quite sure footed on the road handling tightly on its incredibly short wheelbase and driving and braking straight. Surprisingly peppy the car is as much fun to drive as it is to look at although despite its livery we're skeptical that you'll be pulling over any speeders on the Autobahn as BMW rated the car as being able to reach a maximum of 53 MPH. The car has recently received a considerable amount of service the brakes clutch flywheel and carburetor have all been gone through using only correct BMW parts. Everything works as it should and the car needs nothing to be enjoyed save for a proud new owner.
1957 BMW Isetta
See more BMW Isettas for sale on Hemmings.com.
Recent
Due to changing tastes, cost of production, safety standards, and some mechanical issues, automakers ceased to produce cars with pop-up headlights by the 2000s. It’s likely that we may never see new cars with pop-up headlights rolling off of factory lines again, but that gives us an opportunity to appreciate the ones we still have. Check out 11 popular pop-up headlight cars that are currently for sale on Hemmings Marketplace.
2004 Chevrolet Corvette
The C5 Corvette, a symbol of American automotive prowess, was the last true post-2000s car to feature pop-up headlights. This 2004 Chevrolet Corvette is equipped with a six-speed manual transmission for the driving enthusiast who craves precise control and exhilarating gear changes. According to the classified ad on Hemmings Marketplace, the odometer shows 72,969 miles on the original engine. Finished in a timeless black hue, this iconic sports car commands attention with its muscular stance and aerodynamic contours, hinting at the thrilling experience awaiting behind the wheel.
1978 Porsche 924
This 1978 Porsche 924 is offered for sale by the California Automobile Museum and is described as “very clean and sharp looking.” Power is supplied by a 2.0-liter inline-four cylinder engine backed by a four-speed manual transmission. A factory sunroof adds to the style and driving enjoyment while an aftermarket audio system provides entertainment for those longer road trips. Here’s your chance to get behind the wheel of an affordable Porsche sports car.
1990 Mazda MX5 Miata
For an affordable sports car with pop-up headlights, a Mazda Miata is the answer, more specifically a first-generation Mazda MX-5, also known as the Mazda MX-5 NA. Introduced in 1989 and produced until 1997, the pop-up light equipped first-generation Mazda Miata quickly became a best-selling roadster, gaining popularity with its timeless aerodynamic design and agile handling. This example, a 1990 Mazda Miata MX-5, is described as a beautiful unmodified, original sports car with a clean history. Power comes from its stock 1.6L DOHC engine paired to a five-speed manual transmission. The sale includes two keys and manufacturer’s literature.
1993 Toyota MR2
The 1993 Toyota MR2 is a rare gem that embodies the perfect balance between style, performance, and low-mileage preservation. According to the listing, this particular MR2 has a unique history, having spent its life in the sun-soaked state of California, which has contributed to its exceptional condition. Under the hood, you'll find a spirited 2.2-liter four-cylinder engine, renowned for its reliability and efficiency, mated to a five-speed manual transmission. The exterior of this MR2 is a head-turner, boasting a distinctive Turquoise finish that not only captures the spirit of the 1990s but also stands out in any crowd.
1980 BMW M1
One of BMW’s most iconic sprts cars of all time, the BMW M1, was born from competition, wearing Italian-designed bodywork by Giorgetto Giugiaro and built by German specialty coachbuilder Baur. This rare example is described as being “maintained and preserved to the highest standards.” Over $125,000 was spent to bring this car up to a concours ''preservation-quality'' level. Get the details on Hemmings Marketplace.
1987 Pontiac Fiero
The Pontiac Fiero started life not as a sporty car, but as an urban runabout. Where it lacked horsepower, it was still dressed in a sporty guise with a wedge-shaped front end and pop-up headlights that completed its sleek looks when down and not in use. This example from 1987 is equipped with a factory sunroof and its original 2.8-Liter V6 with 41,000 original miles. It exhales through a performance dual exhaust. According to the classified ad on Hemmings Marketplace, the Fiero has a clean CarFax history, great service records, and comes will all book and manuals and a custom car cover. The seller states that it “runs and looks great.”
1992 Acura NSX
Short for “New” “Sportscar” “eXperimental”, the Acura NSX was an instant sports car marvel upon its release. It was created by Honda to rival the performance of V8-equipped Ferraris and was the first ever mass-produced car to sport an all-aluminum body.
The first generation NSX was produced from 1990 to 2005. This particular example, Chassis # JH4NA1159NT000781, is an early pop-up headlights model equipped with a five-speed manual transmission and the 270 horsepower 3.0-Liter V6. It’s hard to resist the aerodynamics and styling, which was inspired by an F-16 fighter jet cockpit.
1973 Opel GT
The Opel GT, often referred to as a scaled down Corvette or "European Corvette," is a charming and nimble classic sports car that combined the look and feel of a sports car with more economical pricing. Today, the timeless design has earned the Opel GT a cult following. This example, a 1973 Opel GT, was reportedly stripped to a bare shell and repainted in Oxide Gray Metallic. The seller states that the “engine was professionally rebuilt to a 2.0 at a speed shop” and the car is “ready to be driven and has drawn a lot of attention at car shows.” It took six years to complete the project. Check it out here.
1976 Ferrari 308GTB Vetroresina
Introduced in 1975, the glamorous 308 GTB, designed by Pininfarina and built by Scaglietti, was the first Ferrari road car with a fiberglass—or “Vetroresina”—body. Only 712 such models were built before production was switched to steel panels, adding over 300 pounds to the car’s curb weight. Tipping the scales at a relatively light 2,315 pounds, the aerodynamic and well-balanced Vetroresina 308s have become an increasingly attractive choice for Ferrari enthusiasts looking for responsive performance and agile road-handling capabilities.
This car is accompanied by a tool roll, an owner’s manual, a service booklet, and a protective leather wallet. This rare, lightweight 308 GTB presents an excellent opportunity to add a spirited prancing horse to your stable.
1998 Lamborghini Diablo Coupe SV
A predecessor to the Lamborghini Countach and successor of the Lamborghini Murcielago, just 346 Diablo SV models were produced between 1995 and 1999. This example, offered by August Motorcars, is finished in stunning Giallo Evros over Nero SV Leather interior and features the incredible dual roof scoop that gives this Diablo SV a road presence unlike anything else. A must-see for enthusiasts and collectors alike, the seller writes, “this Diablo SV comes to us in beautiful condition with no accidents, has been fully detailed, and passes our stringent 100 point inspection making it August Certified.”
1993 Mazda RX7
The first generation RX-7 was introduced with retractable headlights, but it was the third generation RX7 model’s pop-up headlights that cemented themselves in pop culture. This 1993 Mazda RX7’s sleek styling is the cherry on top of its sequential twin-turbocharged rotary engine and agile handling. According to the seller, this three-owner RX-7 has been cherished from new and it has covered only 40,259 miles. It is described as “brilliantly original” and an “investment-grade example that you can drive or show with pride.”
Photo: Lingenfelter Performance Engineering/Rand Phillips
Building a 427ci engine within the LT2 architecture is all about packaging. It used to be that all an engine builder had to contend with to assemble a traditional small-block Chevy was to stuff a 4.00-inch crank inside the small-block casting, clearance the pan rails, and miss a couple of cam lobes.
The stock LT2 offers some packaging improvements to fit the engine behind the driver in the C8 Corvette. Among these changes is the integrated dry sump tank that in this image is the black tank attached to the front accessory drive. This replaces the separate tank used in previous dry sump iterations and reduces total capacity to 7.2 quarts.Photo: GM Media
Today, it’s a more complex story of accommodating the flat dry sump oil pan, piston oil squirters, variable cam timing, and perhaps a half-dozen other variables that would still result in a reliable powerplant. It’s a little like trying to hit three, 70-mph curve balls with one swing of the bat. But LPE has accomplished just that with an engine they call the Eliminator Spec S 427.
Veteran hot rodders and engine enthusiasts will recognize the name John Lingenfelter. John was a legendary engine builder and racer who sadly passed away in 2003 following a tragic drag racing accident in Pomona, California. But his name continues to live on championed now by owner Ken Lingenfelter. Following John’s technological lead, LPE is once again at the forefront of engine and performance development with this new engine for the C8 Corvette.
Mark Rapson is chief operating officer and head of development at LPE and the man behind this big push to upgrade the C8’s normally aspirated 490 hp well beyond the respectable factory effort.
This bump in displacement had to be accomplished while still being able to be patiently compatible with the factory dual clutch transmission (DCT). With software controlling clutch engagement from a dead stop and in each gear change, the 427’s large displacement increase meant that the time-honored approach of adding a lumpy camshaft to radically bump the power was not realistic. The 427’s designers would need to use finesse instead of a medieval broadax to achieve their goals. Welcome to the age of sophistication.
The stock LT2 6.2L engine is a study in complexity compared to its older LS cousins. In addition to the variable valve timing and AFM, there is an additional chain drive for the dry sump pump located in the lifter valley. All of this was retained for the LPE 427.Photo: Lingenfelter Performance Engineering/Rand Phillips
To begin, the best way to achieve the 427 displacement would be with a combination of a much larger bore, pushed out to 4.125-inches, matched with a stroke stretched from the LT2’s 3.62 to an even-handed 4.00 inches.
The first part followed traditional lines and LPE’s own machine shop literally stepped up by machining the LT2 block to accept nodular iron sleeves. This is no easy task since block integrity and cylinder wall conformity under stress are paramount goals that the LPE crew achieved. Sleeve length was also increased because the longer stroke means the pistons will travel farther down the cylinder.
This required major CAD work by LPE engineers to create oil pan clearance since the factory LT2 dry sump oil pan had to be retained as it is an integrated part of the overall dry sump lubrication system. LPE worked with Callies to build a center counterweighted crankshaft to reduce the size of the outboard counterweights. LPE then had Mahle design a set of custom 2618 forged pistons to work with the Callies 4340 forged crank and 6.125-inch H-beam connecting rods. Compression was set at 12.5:1
Once the rotating system was properly fitted and Mahle-Clevite main and bearing clearances were set, this was just the start of a complete redesign of the engine. Engine building is really the art form of combining multiple systems into an functioning whole that performs flawlessly. One issue that older engine builders have not had to face is the task of making sure this new creation will play nice with the new 8-speed dual clutch transmission.
To squeeze a 4.00-inch stroke crank into the tight confines of the LT2 crankcase, the crank needed to clear this flat, dry sump cast aluminum oil pan. The black portion on the upper edge in this photo is the pickup area with the two oval points where it enters the suction side of the pump. Photo: Lingenfelter Performance Engineering/Rand Phillips
Because the clutch engagement is controlled not by your left foot but instead by a computer, the LPE 427 engine could not employ rowdy cam specs. Instead, LPE engineers had to develop a way to balance a smooth idle at a docile 650 to 750 rpm with a strong torque curve while still hitting their 700 hp goal. Even neophyte cam spec fans will understand that a smooth idle and big top-end power numbers tend to be mutually exclusive bed fellows.
Right off, the factory AFM (Active Fuel Management) system was eliminated mainly to reduce complexity and to enhance power but the variable valve timing (VVT) was retained. Understandably, LPE is reluctant to disclose all the details but they will admit to a hydraulic roller cam with a rather wide 118-degree lobe separation angle. This reduces overlap which is what helps to produce the smooth idle. This sacrifices some mid-range torque but also positions intake valve closing at a later point which helps top-end power.
LPE combined this with an intake centerline of 113 degrees after top dead center (ATDC). This also tells us that LPE advanced the cam by five degrees again to help low-speed torque. Another step was to install bronze lifter bushings both to reduce excessive oil leakage around the lifters while also optimizing lifter positioning. All of this is part of the blueprint process.
After the larger cylinder sleeves were pressed into place, the bottom of the sleeves had to be machined to clear the connecting rods. Note how the sleeves were cut around the area where the piston squirters are positioned. Photo: Lingenfelter Performance Engineering/Rand Phillips
On top of pushing the envelope for power, the proprietary LPE cam also had to compromise lift and duration specs in order to include the factory variable valve timing. The span of adjustment was reigned in slightly to make all this work.
Of course, this cam wasn’t created in a vacuum. It was part of the continuing camshaft program that came out of work on production direct injection engines that LPE has been developing for years in conjunction with its cylinder head program. The heads for the LPE Eliminator Spec S engine are production LT2 castings that have been enhanced with top-to-bottom CNC porting.
LPE’s CNC machine quickly enhanced the flow characteristics of the stock LT2 heads that are already blessed with a 59cc combustion chamber and 2.13 / 1.59-inch valves with some additional intake and exhaust flow performance. The LT engines also offer a 12-degree valve angle that is splayed slightly (2.6 degrees for the intake an 2.4 degrees for the exhaust) which automatically improves flow by angling the valves away from the cylinder wall.
After the five-axis CNC machining, the cylinder heads were then assembled in-house with LPE valve guides, springs, and titanium retainers to complete them for assembly on the short block. The valvetrain is topped off with a set of production 1.8:1 rocker arms hat have been treated to CHE rocker bushings. The combination of the tight chambers and the Mahle pistons create a superlative 12.5:1 static compression ratio that is very much pump gas compatible because of the excellent vaporization of fuel from the direct injection.
Lingenfelter Performance Engineering Spec S 427-cu.in. Engine - Details
One way to reduce the diameter of the counterweights is to add another pair around the center main bearing. These counterweights have the least effect on balancing forces within the engine, but there is evidence to support that these center-mounted weights serve to improve crank forces at higher engine speeds.
This photo of the engine on the dyno reveals the pTR carbon fiber intake, 103mm throttle body, and headers used for the development testing. The odd looking assembly on the front of the engine is the factory LT2 dry sump tank assembly without its trick factory cover.
Photo: Lingenfelter Performance Engineering/Rand Phillips
Following the air and fuel flow path leads us to the fuel delivery system. LPE started by adding its 11.5mm bore size Nostrum upscale LT4 pump that offers both additional pump capacity to feed the increased cubic inches but also increased line pressure that also improves output. While the original approach was to develop the engine to function on 91 octane pump gas, this additional capacity also makes it easier to add an\E85 fuel option to this combination so LPE LT4 injectors were also included.
That’s especially intriguing because direct injection engines have been shown to really respond to the use of ethanol-blended fuels because of the alcohol’s dramatic improvement in latent heat of vaporization. This fuel cooling effect when injected into the cylinders offers additional power over just the octane benefits of E85. The larger LPE pump makes using ethanol-based fuels extremely favorable with minimal side effects. To complete the induction systems, LPE retained the stock LT2 intake manifold and 87mm throttle body for initial testing.
Everybody always looks first at the peak horsepower number. And why not when the number encompasses 700? But the more erudite engine masters will study the torque curve. This LPE 7.0L uses factory VVT to help create strong low-end torque where street engines operate. That’s nearly 500 lb-ft at 3,000 rpm, which is more than the peak torque number for the stock LT2.
Courtesy of Lingenfelter Performance Engineering
With the 7.0L engine fully assembled, the guys quickly pulled it into Lingenfelter’s state of the art dyno room, hooked up fuel and all the sensors and not long after recorded a solid 700 hp dyno pull. Note that the chart starts at a streetable 3,000 rpm and yet produces a strong, flat torque curve starting at nearly 500 lb-ft of torque at that low rpm that quickly builds to a torque peak of 599.9 lb-ft at 4,750 rpm - we’d call that 600 lb-ft in anybody’s book.
Horsepower of course continues to climb and the combination peaks at a conservative 6,500 rpm with 703.9 horsepower. Later testing added a BTR carbon fiber intake and a 103mm throttle body and the power improved to 614 lb-ft of torque and 715 horsepower. Like any good development program, you can bet your last carbon fiber nickel that there’s more power left to be uncovered in this 7.0L effort especially when LPE starts with the E85. We’ll let you know how that works out!
Source
Lingenfelter Performance Engineering (LPE)
260-724-2552
lingenfelter.com
╳