The E28 M5 that Carter wrote up the other day was a nice piece of kit. But the E34 remains my favorite version of the M-powered 5-series. Sure, it was heavier than it’s predecessor. But even with the additional heft, the dynamic chassis and dialled-in suspension setup meant it was still a spritely, potent car. It was also subtle, distinguished from lower models only by a few, discreet M-badges, restyled lower valances and unique alloys. That’s no bad thing. Super sedans should be understated, in my view, and the conservatively styled E34 was handsome then and remains so now. That understated exterior conceals a glorious, screaming 3.6 liter inline six, replete with six individual throttle bodies, a motor that was good for just over 300 hp when new.
Let’s get the elephant in the room out in the open: this 1988 BMW M5 has 225,000 miles, and the asking price is $42,000. It’s also pretty far from original.
That’s good, because there’s really a lot to like in this particular example of the legendary chassis. First off, it’s one of the very, very few of the already scarce U.S. spec E28s that were imported with option 0232 – full black leather. That makes it one of 101 imported to North America as such, and of those only 30 were sold in the U.S.. That alone makes it quite desirable. But then this M5 goes a step farther, and by a step I mean several flights of stairs. Outside we have a European bumper and headlight swap; I know, some people prefer the U.S. setup in the same way that some people consider Marilyn Manson a musical artist. It’s also ditched the original M5 rolling stock for wider, modular and forged BBS RS wheels. And that high mileage? No worry, the S38 has been rebuilt and turned up a few notches, while the upgraded suspension has dropped down and stiffened the ride.
The result? Boy, does this look like one mean super sedan.
At first glance, I was sure we’d covered this car before. After all, it’s not often that European specification 3.8 liter M5s come to market in Daytona Violet.
Or, is it?
Believe it or else, this is actually no less than the third Purple Porsche Eater that we’ve covered for sale in the U.S.. Back in September, Craig spotted chassis GD63734for sale. If that wasn’t surprising enough, I was pretty sure when Craig wrote that car up that it was the identical twin of chassis GD63657 – a car I thrice covered with three different sellers. But, no – today’s car is a chassis GD63375, produced before those other two 1993 examples, yet in the same outrageous shade of Daytona Violet Metallic:
Last week’s What We’re Watching post seemed to be a hit, so I’ve lined up another group of auctions. This time, they’re all affordable no reserve classics (or soon to be?). Care to wager on what each will sell at? Let’s start with a 5-speed Euro Porsche 928.
Click for Details: 1981 Porsche 928
It’s far from perfect, but here’s a 1981 Porsche 928 5-speed in Euro trim. The BBS wheels might look more at home on an early E39 540i, the paint is tired and the engine hasn’t run in some time (and what the heck is up with that shifter surround???) but hey, at time of writing the whole package can you yours for $3,000. Certainly it’s worth at least that in parts?
Click for Details: 1960 Volkswagen Bus
I said “affordable”, right? Well, with VIN tags of 23 Window Sambas selling for upwards of $11,000, this no reserve auction on a lovely restored ’60 seems like a deal. The color combination and condition are spot on, and it will be interesting to see where it ends.
Click for Details: 1993 BMW 740iL
Back to great values, and this 1993 BMW 740iL seems ready to please. It’s got lower mileage, the great E32 shape, a nice color combination and very good overall condition. Usually the big money has been reserved for the follow-up E38, so I think someone will get a great deal on this very nice ’93.
Click for Details: 1988 BMW M5
There’s been a lot of speculation on the 80s BMW M market, so seeing a no reserve auction on an M5 is both rare and offers us the chance to litmus test the market. Usually the cars that come up in no reserve format aren’t the nicest ones out there, but this one generally looks great.…
It really does feel as though the market is finally waking up to the E34 M5, as values on nicer examples continue to climb. Bring a Trailer recently sold a U.S. spec ’93 with only 14,000 miles for what seems like a staggering $68,000! As they should have, considering the package. The E34 is a surprisingly great driver’s car, even in non-M guise. But in full blown M5 spec, it’s sublime, a throwback to an era of hand-built sport sedans that offer a satisfying analog driving experience. To make it, BMW sent the regular E34 chassis from the production line at Dingolfing over the geniuses at M GmbH in Garching, who dropped in the screaming, six cylinder S38 motor with six individual throttle bodies. In US-spec form, the 3.6 liter motor put out just over 300 hp, although a larger, 3.8 liter unit became available in Europe from 1991 onwards, which increased power output to 335 hp. The 3.8 never reached US shores by official channels, though these cars are now old enough to be imported without the need for expensive modification
“Dinan’s latest work of art, he has not only fixed a car that wasn’t broken but also sought to perfect a car that everyone considers to be as close to perfection as is humanly possible: the BMW M5”, Car and Driver wrote in 2002. Dinan had, at that point, already made a reputation for themselves as the premier BMW tuner in the United States to the point where they became offered straight from the dealer. Considering that’s just occurred for Alpina here, the endorsement of the level of engineering from the California firm was resounding. Yet that is in part because Dinan’s modifications are far from just slapping a badge and some wheels on a car and calling it done. Take, for example the M5 S2.
Dinan took what many considered to be a very highly developed 4.9 liter V8 in the S62 and went old-school to up the power; and up it a lot, he did. There was no supercharger or turbocharging here; revised intake and enlarged velocity stacks were met on the other end with tubular headers and a bespoke exhaust. Each throttle body’s bore was increased, too. These changes required a reflash of the computer, but were both lighter and more powerful. As in 76 horsepower more. That’s the best part of a 20% gain on a motor that many considered to be close to peak performance! Dinan further upgraded the suspension, brakes, wheels, and final drive, along with adding a lighter flywheel. As a result, the new S2 was, well, about 20% better than the already awesome M5. But that perfection cost, and it was more than a 20% increase. A lot more.
On top of the M5’s $73,400, if you wanted a fully spec’d out S2 you’d tack on $36,000 to the price. For that amount, you could have grabbed a nice 330Ci in addition to your standard M5!…
On Saturday I wrote up a gorgeous example of a 500E, the 90s-era super sedan from Mercedes commonly referred to as a “wolf in sheep’s clothing.” As cool as the Benz may be, the first car that comes to mind when you utter the phrase is probably the competitor from BMW, the E34 M5. Produced between 1988 and 1995, these were hand built at the M GmbH facility in Garching. To the pliable, balanced but twitchy-at-the-limits chassis they added a glorious 3.6 liter inline six with six individual throttle bodies. The S38 motor, whose ancestry can be traced to the unit found in the famed M1 supercar, puts out about 310 hp in US-market guise and swiftly propels the car to 60 MPH in under 6 seconds. Like the 500E, the M5 differed little from its regular stablemates in outward appearance. In fact, it’s probably even stealthier than the W124. There are no flared wheel arches here and only the subtle M5 badges fore and aft give the game away. That’s no bad thing in my book. The E34 5-series, even in base specification, is a classically styled car whose unfussy design still looks good on the road today.
Market speculation about M values is nothing new. Indeed, head back to the launch of the U.S. M5 and you’ll find evidence immediately. In Europe, the M5 launched for the 1985 market year and was so successful, BMW announced in 1986 they’d bring 500 of the M5s over. They immediately were all spoken for, and consequently when the production actually started in 1987, BMW made more – not a lot more, mind you, but the 1,340 produced for North America was nearly triple what was originally forecast.
Consequently, owners who felt the collector value of their M5 had been dashed by this glut of examples sued the company in 1991. Further, the model was relatively abandoned by all but the most devoted enthusiasts in the 1990s for bigger, badder and faster modern sedans. But today it’s back with a vengeance, with clean examples fetching more than what they were priced at new. It therefore makes a little bit of sense that someone would have gone through all of the trouble to mimeograph the transformative super-sedan’s blueprint onto a lesser example:
The E39 M5 continues to be a firm fan favorite, and it’s not hard to see why. These cars offer a compelling combination of brilliant performance and everyday practicality, all served up in a beautifully balanced chassis with a slick 6-speed gearbox and screamer of a naturally-aspirated V8 engine. I have no doubt that they will one day be regarded as classics: perhaps the last of BMW’s M-cars from the analog era, before the advent of dual clutch auto-manuals, turbos and piped-in sound effects. Even nice examples aren’t that expensive today, when you consider how much car you’re getting. It’s probably a good time to buy one, since they continue to climb in value with each passing year.
The E39 M5 is an everyday supercar whose restrained exterior belies the power that comes from the monster lurking underneath its skin, a 4.9 liter V8 that makes 394 hp and will scream its way up to a 7,000 RPM redline. There’s something very pure and unadulterated about this car, and this gives it a special place in the heart of most M-enthusiasts. That purity comes from the application of a very simple (and by now seemingly old-fashioned) formula: take a big, naturally aspirated motor and add 3 pedals, 6 gears and only subtle exterior modifications to the already quite conservatively styled 5-series body shape. The product is a practical, four door sedan that you can use to pick up your groceries and drive your family to the mall. Or, blitz around the track.