I don’t think BMW has produced an attractive 7-series since the E38, offered between 1994 and 2001. Sure, later versions of BMW’s flagship sedan are more impressive in other ways: larger, more powerful and more technologically advanced. But they aren’t what I would call classically beautiful. The E38 on the other hand, with its conservative, angular styling, graceful proportions and purposeful stance, is an extraordinarily handsome car. Because of depreciation, you can pick one up for relative pennies these days. For example, I wrote up an early model 740iL a few months ago advertised for just $3,800. But a car that cheap is bound to have expensive repair needs lurking beneath the surface. In truth, if you want a nice E38 that is mechanically sound, you have to spend a bit of money up front to save on potentially exorbitant costs further down the road.
Category: BMW
While I’ve recently covered quite a string of impressive Alpina models, the reality is that all of them leave me a bit wanting. It’s not that they aren’t lovely, or full of incredible and beautiful detail. It’s not that they’re in bad condition, misused or abused. It’s not salvage titles, accident history or even poorly presented advertisement. No, for me, it’s what you get for your money. I understand the nature of exclusivity and certainly the Alpinas offer that. They, for the most part, also back up that exclusivity with well-engineered increased performance, so while the appearance package helps to set them apart, few Alpinas are posers. But when the asking prices for aftermarket E30s are $50,000, $60,000 – even $90,000 dollars, for you not to question the sanity of the market would be seriously worrysome. That’s especially true since you can get Alpina’s arguably most impressive product from the same period for less:
CLICK FOR DETAILS: 1990 Alpina B10 BiTurbo on eBay
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For my first BMW post, I wanted to go with something a little more unique than a run-of-the-mill M3 or M5. I can’t imagine that many people are aware that BMW offers their M6 Gran Coupe with an option for a manual transmission. This makes it one of very few high-end, performance oriented luxury sedans still available with a third pedal. There is no such option available on the Porsche Panamera or the Audi RS7, and certainly not on the Mercedes CLS63 AMG. So I decided to go with a very striking Sakhir Orange Metallic M6 Gran Coupe with a 6-speed manual transmission.
Searching through various BMW forums, I couldn’t find anything on a manual M6 Gran Coupe. However, I did come across a thread on m5post where a consumer was recently contemplating whether to order their new M5 with a DCT or a manual (6MT), and asking for guidance on what to order. Surprisingly for a car enthusiast forum, the vast majority of votes went for DCT. Commenters said that the F10 M5 was not designed for a manual, and that the DCT was much better suited to the car. In the end, the original poster decided to go with the DCT. Bummer, but I guess that makes the manual that much rarer. Anyhow, given the unpopularity of the 6MT on the current M5, I can only imagine that it’s even less common on the M6 Gran Coupe.
CLICK FOR DETAILS: 2014 BMW M6 Gran Coupe on Car Gurus
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As popularity of the BMW 3-series doesn’t seem to be waning much even with the death renaming of the 2-door variant, finding a slick coupe to set up apart from the BMW crowd can be difficult. Outside of the obvious M3 choice, the ZHP models like the one Craig wrote up on Friday are certainly highly prized and priced. When it came to the E46’s replacement, there was no ZHP package offered – bummer. But, late in the run BMW did roll out a very special package with an even more storied connection to the 3er. In 2011, BMW reintroduced the “is” moniker to the top-notch 335 2-door. The new 335is differed from the regular production run in many ways. Replacing the N55 motor was the trusty N54, just like in the 1M. BMW remapped the engine to deliver 320 horsepower and 332 lb.ft of torque channeled through a short-shift 6-speed gearbox or you could opt for the dual-clutch DCT 7-speed from the M3 for repeatable 5.0 second runs to 60. Because it was turbocharged, you also have a 7-second overboost function that gives you another 40 lb.ft in passing situations (or, to show off). The 335is helped to mitigate this additional power with a revised cooling system and heavier-duty motor mounts. The additional cooling meant no fog lights for the coupe, though oddly they could be had on the convertible 335is. Typical M adornments outside meant revised front and rear bumper covers, and the 335is wore unique Style 313 forged wheels measuring a substantial 19×8 in front and 19×9 out back. There were also discrete 335is badges under the side indicators to let drivers beside you know you were in some obscure BMW model besides a M3:
CLICK FOR DETAILS: 2012 BMW 335is on eBay
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In the UK, where I grew up, the E46 3-series was available with a Sport package from 2001 onwards. This added M-Tech suspension, an M-Tech II bodykit, sport seats, steering wheel and “M V-Spoke” Style 72 alloys (later replaced by style 135s). The revised bumpers and spoilers definitely lent the car a more aggressive, sporting edge and considerably enhanced the overall look of the car. The package, officially renamed from “Sport” to “M Sport” in 2005, proved immensely popular throughout the E46 production run. As a result, the UK used market is filled with relatively cheap examples. Not so in the US. When I moved here, I soon discovered that the American E46 did not receive the same package until 2003, and only then on the 330i/330ci models. Known here as the ZHP or “Performance Package,” this added all of the aforementioned upgrades plus redesigned camshafts and a remapped engine computer, supposedly bringing power to 235 hp (10 hp more than standard models). Ticking this option box added nearly $4,000 to the cost of the car, making ZHP-equipped models relatively uncommon. As a result, when used examples do crop up they seem to command a considerable price premium.