A decade on from the takeover of Hans Glas GmbH, BMW put the Dingolfing production line and engineers to work on their new big coupe. This allowed them to build the design in-house, instead of subcontracting construction of the 2-door as they had with the E9 to Karmann. The E24 was released in 1976, and compared to the Glas V8 they had borrowed for their premium product in the late 1960s it was thoroughly modern. Paul Bracq penned the lines as he did for all BMWs of the period, and but while there was a strong family resemblance between the 3- ,5- ,6- and 7-series cars, the E24 was where the long, low lines and sweeping greenhouse worked the best.
While initially the car was introduced to the world with many of the items from the E9 carried over, the U.S. got a special one-off for its introduction year. The 630CSi was brought in 1977 with a D-Jetronic fuel injected version of the M30B30 which itself had also seen duty in the E9. With slightly lower compression and emissions equipment fitted, it produced 176 horsepower and was shared with the contemporary 530i until 1978. But in late 1977, BMW yanked the 630 from the U.S., replacing it with the more powerful 633CSi.
While BMW’s sales between 1970 and 1977 had doubled (14,574 total vehicles to 28,766), the number of early 6s that made the journey was still relatively small. Couple that with thermal reactor failure that was a demise of many of the early U.S.-bound 3.0s, and of course the big nemesis of the 70s BMW – rust – and finding a lovely example of the early E24 here in the U.S. is quite difficult:
Two names appear in this post that aren’t nearly as widely recognized as they should be. The first is Andreas Glas, the proprietor of Hans Glas GmbH. In the 1960s, this company briefly moved away from its bonds as constructor of sewing machines and licensed Goggomobils to produce some seriously pretty coupes; the 1300GT and 1700GT were the first and better known, but the 2600 and 3000V8 were no less striking. That’s because of the second name involved in this post; Pietro Frua.
Frua isn’t nearly as well known as the other great Italian designers of the 1960s, but he had a unique style all his own. Well before Gandini and Giugiaro capitalized on the angular wedge era of automotive design, Frua’s low, long and flat lines stood sharply apart from the rounded arches that dominated Pininfarina, Ghia and Vignale. Glas used the designs, along with the pioneering use of timing belts, to offer a slightly different vision of German transportation. It was more emotive, more flowing and, frankly, more pretty than just about anything else in period from the major manufacturers. Indeed, many compared Frua’s work on the 2600 to the Maserati Sebring – exotic company, indeed, and fitting given that the designer went on to work on several of the Trident’s designs.
But Hans Glas GmbH was bought out outright by BMW, mostly for the procurement of the Dingolfing plant and engineering crew. Before BMW closed the chapter, though, they updated a few of the Glas designs with new Munich power, stuck some BMW badges on them and Viola! A new catalog of cars! This 1967 BMW Glas 3000 V8 is an example of the seldom seen period of BMW history:
Last November, I took a look at what was to me a very eye-catching and interesting M Roadster. The E36/7 is still a fairly polarizing design, but as with many models there are signature colors which help to make it both stand out from the rest of the crowd and, in some ways, make it more desirable. For the M Roadster and Coupe, color-matched interior was available on Imola Red, Estoril Blue, and perhaps the most outlandish color – Evergreen Metallic. Finding one of the twin Evergreens can be difficult; only a claimed 176 of color 358 Evergreen Metallic with the Q6EV Evergreen/Black Nappa interior were produced for the U.S. market. I looked at one in November of last year:
Evergreen Forest: 1998 BMW M Roadster
While that example was quite clean and, as what was probably a former press vehicle, it had an interesting history, the asking price was close to top-dollar for a S52 equipped car. But today I have a comparative point; another ’98 Evergreen/Evergreen M Roadster. But under the hood lies something a bit more potent….
EDIT 8/10/2017 – IT’S BACK! Now with a $58,900 asking price, according to Hunting Ridge Motor’s site. With prices on the rise when the right combinations appear on these E46s, it will be interesting to see when and what amount it finally sells for.
EDIT 7/25/2014: with a few well placed seeds and some research, it appears that this car is the same one as the 10,000 mile M3 I wrote up in May here. That makes the asking price and modifications all the more puzzling. Thanks for the interest and sorry that I didn’t catch it the first time around!
What is the price for perfection? What would you be willing to pay for a brand new example of the car you love? There are certainly a lot of people who love the E46 M3 including me. I really think it was a high point of design for BMW; those sweeping arches, the delicate lines in the hood, the hunched, angry stance – it’s perfect, and best of all, it’s relatively affordable still. But many have already begun to fall into disrepair, and of course when you’re buying an older car you’re subject to what comes to market and managing repairs, restoration and asking price. But what if the car was effectively brand new? Chances are everyone would say “Sign me up!”, especially if that car was in one of the most sought after color combinations. They would, that is, until they saw the price tag:
From the “Cars that need no introduction” file, witness the M5. So ingrained into the halls of automotive Valhalla is the M5 that it seems as though there was never a time without one. Yet while there were fast sedans that predated the Motorsport 5-series, the reality is that this was the blueprint which all subsequent fast sedans (tried to) emulate.
If you look up “benchmark” in the dictionary, the M5 should appear as an alternate definition.
But enough of the hyperbole, hoopla and heady praise. You know the details of what makes this car great. So what makes this particular one special?
While you’re no doubt familiar with the great lament of the de-tuned E36 M3 and the inflated price of the very limited Lightweight model, Europe enjoyed a full spectrum of Motorsport performance. One of the potent additions to the lineup was that of the M3 GT. Intended to homologate racing bits and aerodynamic tweaks for the E36, 350 limited BF99 examples were produced in early 1995. The motor was turned up to 295 horsepower with hotter cams, special oil pumps and Motorsport oil pan and revised computer controls. They also had stiffened and lowered suspension, a strut brace and a 3.23 final drive. Outside new spoilers front and rear increased downforce, and like the Lightweight the GT wore the M forged double spoke staggered wheels. Harder to spot were the aluminum doors the car wore to help keep weight down. All were painted 312 British Racing Green and featured Mexico Green Nappa leather interior with Alcantara bolsters, special Motorsports badging and carbon fiber trim.
They’re a very special and rarely seen variant of the E36 M3, and increasingly in this collector market that means a higher asking price:
After yesterday’s mega M6, I’d like to take a look at another favorite BMW coupe of mine. In many ways, it is the antithesis of the M6; simple, under-powered, rear-engine and decidedly ’60s while the M6 was oh-so-’80s. The 700 Coupe developed through an interesting route, as I described in an article for The Truth About Cars. While air-cooled power was associated with VW and Porsche, NSU and BMW also flirted with rear-engine designs of their own, and in their own right they were fairly successful.
From the diminutive Isetta grew the oddly-shaped 600, which then bore the 700 run. Available in 2-door sedan, Coupe or rare convertible, the 700 developed some 30 horsepower from its .7 liter twin in the rear. The handsome Michelotti design signaled the direction for the new BMW designs, with (for the time) modern lines penned to the standard 3-box formula. A total of nearly 200,000 700s were produced, but the Coupe version sold in much smaller numbers – only about 30,000 total Coupes produced. The departed from the more traditional 2-door sedan’s look with a sharply cut greenhouse and pronounced tail fins. While the combination of all these things seems like an odd recipe, it somehow worked very well and looked beautiful:
We would be remiss if, during Shark Week, we failed to present an E24.
Well, here it is. And, frankly outside of the museum, I’m not sure that it gets better than this one.
First, it’s a late M6. They’re automatically better looking than the early M6s to me because of the color-matched bumper covers if nothing else. Second, this one is the perfect color combination of Royalblau Metallic (198) with Silver leather (201). Truth told, I’d prefer Lotus White Nappa (199), but I’m being quite picky. That’s because of the third item; with only 12,100 miles since new, this M6 is as close to showroom fresh as one can get it would seem. GREAT! I’ve found perfection! But, what price does that translate into.
Well, we have some comparable models to look at, amazingly. I featured a 36,000 mile 1987 reached $54,700 in bids this past April. The equally impressive 1988 Schwarz model with 32,000 miles asked $80,000. But this one? This one bats the asking price right out of the park at $135,000.
The first BMW to arrive in our family was an Arctic Silver E36. My dad bought the 318iS coupe from the British telecom giant he worked for, some time toward the end of the 90s. It was a manager’s company car and after three years serving on the fleet it was to be sold off. Ever since then, I’ve always enjoyed seeing arctic silver paint on this generation 3-series. Despite articles proclaiming that silver is the new beige, I think the color really suits the clean, crisp lines of the “dolphin” body shape. But the paintwork isn’t the only thing to admire about this particular car – an M3/4/5 (a four door, five speed M3). The sedan version of the E36 M3 is as fast and finely balanced as the coupe, but adds the practicality of two rear doors. A pocket rocket for those with a family to cart around, these cars are fun and practical, even if they are notably down on power in comparison with their Euro-spec counterparts.
While I love my W126, I miss the E34 that I sold back in May. Mine was only a lowly 525i, but with its tight suspension and fun-to-use 5-speed manual gearbox, it drove more like a go-kart than I was expecting, when I picked it up on a whim. I hope to own another E34 someday, perhaps one with a bit more grunt than my old car had. So I’ve been keeping a watchful eye on the M5 market for a while now. Values on these cars have risen steadily over the last few years, as buyers looking for a bit of old-school, hand-built M GmbH magic have woken up to the charms of this generation 5-series, with its 3.6 liter inline six powerplant. Of course, this means that an E34 M5 will most likely be out of reach before I can afford one. But for those with cash on hand right now, the last year or so has seen a steady supply of neat examples coming to market. Right now, buyers looking for a tidy, daily-driver quality example can expect to pay between $15,000 and $20,000. Grab one while you can.