The E31 was BMW’s first real attempt at integrating lots of computer designs and controls into one of their road cars. The clean-sheet design resulted in a 2-door grand tourer that shared some visual similarities with the great M1, but stood apart as a more practical cruiser. Unlike the E24, the windows could fully drop, revealing a graceful pillarless design to match the sweeping greenhouse. The sharp nose amazingly hid an even larger motor than its predecessor; in fact, it was basically two conjoined M20s. That configuration certainly has some drawbacks, but there was no denying that the 850i had serious presence and credentials with the M70 V12 kicking out 300 horsepower.
However, BMW softened the character of what potentially could have been a screamer. Many were outfit with 16″ wheels for a better ride and tied to an automatic transmission. This was truly a GT car, and not the supercar slayer that BMW teased with its M8 Concept. That vision ultimately became the manual-only 850CSi, but upgrades later in the run saw the introduction of the V8 840Ci and the revised M73 5.4 liter V12 in the 850Ci. This one is a bit special, having run through the hands of BMW’s Individual department before being sent to Mexico:
Just like SUVs have proliferated the production runs everywhere, a new trend has also recently popped up in the German dealerships; multiple configurations of the same car. Go to BMW’s website, and you can configure 8 different SUVs of course, but then you also have the option for the sedan, coupe, and ‘Gran Coupe’ forms of several series. They range from the Mini-based 2-Series in front-drive (who’d have thunk it?) through the range-topping M8 Gran Coupe. And this particular M8 is the range-toppiest of the range toppers. The First Edition launched in 2020 to shout out the model’s premier, and if that weren’t enough, BMW Individual developed a special shade – Aurora Diamant Green Metallic – for the car. They didn’t stop there, as the trim was a special tone called Goldbronze, they had special yellow adaptive LED headlights, and inside you got special two-tone leather and enough M badges to make you feel extra….specialerer. These hit market just about a year ago quietly as the world came to a grinding halt, and finding pricing information on them is pretty tough – but the 400 that came to market certainly cost more than the ‘normal’ M8’s $143,000 sticker price. How about today?
While there’s no doubt that the E9x M3 was instantly recognizable as the replacement for the outgoing E46 model, there was an inconvenient truth that had snuck into the lineup: weight. Part of what had made the E30 such a curb-hopping maniac was that lack of heft even with all the accoutrements. By the time the E92 launched, the M3 had put on nearly 800 lbs of weight.
To motivate it the extra mass, BMW did effectively what it had done to create the S14 from the M88; it took its top-tier motor in the S85 V10 and removed two cylinders. The result was the S65 V8 and 414 horsepower was on tap for your right foot’s pleasure. That was a monumental leap from the E46; when the E46 launched with 93 horsepower more than the prior generation, I thought there was no way BMW could do it again. But they did, tacking on 81 horsepower to the prior generation’s total without forced induction. BMW topped the E46’s specific output per liter, too, besting 103 in the E9x – in a package which was 40 lbs lighter despite two more cylinders. Impressive, indeed.
Granted, if you were plunking down $60,000-odd worth of your hard earned credit, you’d want amenities like power seats, a nice radio, air conditioning – the normals that made it a better road car to live with day-to-day. The original purchaser went fairly light on options; it’s got cloth seats, no sunroof, no navigation…in fact, really pretty few options were ticked. But one significant one was; of the 15,799 came to the U.S.. 8,299 of those were post LCI cars like today’s example. 6,235 came as manuals (both pre- and post-LCI). 865 were sent through BMW’s Individual program and painted a variety of colors, and this is one of 43 that were finished in Dakar Yellow.
I can walk down to any dealership just like anyone else, and provided I have a pulse, probably walk out with financing for most mid-range cars regardless of whether or not I could actually afford them. Indeed, easy credit has led to the proliferation of many of our favorite brands and cars to the point where most don’t feel all that special anymore. A $2,500 1990 Jetta, for example, is much more rare to see today in that condition – or, at all, truthfully – compared to a new M car.
So all modern cars aren’t really all that exciting? That’s far from the truth, too, as there are many special examples that float by our feed. So while the F10 M5 isn’t a model often featured, it’s probably our loss for not doing so. It’s also easy to forget that even though it feels pretty new, the F10 has been out of production for almost 4 years and the earliest examples are now nearly 12 years old. Plus, as most M5s do, the entry price point on the antiquated models has dropped considerably compared to their original MSRP, while their performance is still contemporaneous to today’s cars.
The S63B44T0 found under the hood of this particular example was good for 550 plus horsepower; not much more than the model it replaced with that wicked V10. But torque? That’s another matter. While the S85 cranked out an impressive 380 lb.ft at 6,100 rpms, the two turbos tacked onto the S63 V8 produced 500 lb.ft of torque with a curve as flat as the Salt Lake from 1,500 rpms through over 5,000. That massive power could be channeled through a manual gearbox, to boot!
But it’s really the color combination of Amazonitsilber Metallic (X07) from BMW Individual that has us looking at today’s example:
The success of the Motorsport derived versions of each generation of the venerable 3-series mean that it’s both easy and a natural choice to concentrate on them in the used market. But BMW has also offered some pretty special non-M models in the 3-series lineup, and that’s especially true of the 2003-2006 330i. Much like the M3, the 330i was available in 2-door coupe and convertible; no surprise there – but the 330i was also quite popular as a sedan and the E46 M3 never came in that configuration. If you ticked the ZHP Performance Package box, you paid an additional $3,900 on top of the premium for your top-of-the-line 330i. While that was no small amount of change, what that amount resulted in was actually quite a bargain.
Developed by BMW Individual, you got a plethora of performance details throughout the package. Outside, M-Tech body pieces adorned the car front, sides and rear and blacked out trim replaced the chrome. So too were M-branded special Style 135 18″ wheels, with tires to match the width of bigger brother M3. Lower and stiffer suspension was met with more negative camber, special reinforcement, and revised control arms. The engine was upgraded too, with unique cams and a revised engine map resulting in 10 more horsepower, but the ZHP was more than 10 hp quicker off the line thanks to a shorter final drive and a 6-speed manual borrowed from M. Performance wise, the ZHP split the difference between the 330i and M3 in acceleration and cornering, so it really was a performance package to live up to its name. Inside, too, many special details adorned the ZHP – from small items like lightly revised gauges with special needles to unique shifter, steering wheel, seat fabric and eggcrate dash trim. Just like the S-Line Titanium Package Audis, these more potent 330is have a cultish following who proudly claim they;re not only special, but one of the most special BMWs made:
Every once in a while, a car pops up that I’d just love to know more of the history of. Case in point; today’s 2000 BMW 323i. This was the second year for E46 in the US, and frankly the very early E46 323i models were pretty plain. But that’s not the case today, and this one was special ordered from BMW Individual in Dakar Yellow. From there, it gets a bit stranger, because the ticking of special options didn’t seem to continue….
You can say that all examples of a model are the same regardless of color, and I will respect that as you opinion. But let’s be honest, they’re not. Pull up to a stop light in a black M3 and sure, some will take notice. Pull up to a light in a Phoenix Yellow Metallic example, and – love it or hate it – you’ll get attention. Which brings us to today’s car…one of the ultra-rare 850CSis originally imported to the United States.
Though they’re all the same specification, of the 225 imported here, one is a bit special. That’s because it was ordered through BMW’s Individual program in Daytona Violet over Lotus White and Daytona Violet leather. I think I’m in love!
No, you’re not reading the headline wrong. But if you’re clever, you know this is special right away. Because the title specifically says ‘Sedan’, and because the M3 Sedan didn’t arrive on these shores until 1997, that must mean one of three things.
- I didn’t have enough coffee when I wrote this
- I got the year wrong
- It’s a European-market example
(please be 3 please be 3 please be 3)
Yep. While it’s true that I most likely have not yet had enough coffee at time of writing, I assure you – this is not a typo. This 1995 M3 Sedan is sitting up in the Great White North, ready for your consumption. But the story on this one doesn’t end with the special motor under the hood. No, this one’s also a very special color combination, too – Daytona Violet over a BMW Individual interior called Saffron with wood trim. Yeah, it’s worth a look!
Just prior to the launch of the E36 M3 for North America, Canada got a special run of European-specification M3s. However, they weren’t alone in terms of custom E36s available. 1994 also saw the United States get a pretty unique, and quite limited, E36 model.
It was the 1994 325is M-Design. Fans call it the M-Tech, and it was very similar to the Clubsport Coupe that was available in Europe.
While underneath this was basically a stock 325, it was still pretty special. It included nearly all the items that the M3 would have outside of the motor and brakes. You got the M-Tech body kit, mirrors, steering wheel and shift knob, along with the Anthracite M cloth (0506). Many (if not all) were painted Germany’s racing color – Alpine White. Additionally, the M-Design included a cool set of 17″ BBS 2-piece wheels. They were referred to as Style 29s, but were actually a multi-piece version of the forged BBS RG wheel. A limited run of only 150 (according to fans, BMW isn’t sure) were produced by BMW Individual with a $4,700 premium on the base price of the 325iS. What does that translate to today?
You and a million plus of your internet friends love the E46 M3. With a high-revving naturally-aspirated inline-6, near perfect weight distribution and timeless looks, how could you not? So how to stand apart from the crowd? Well, this ’05 might be just the right ticket. First, you’d want to source one of the elusive BMW Individual examples. Like Porsche’s Paint to Sample, these were custom-ordered Ms with near limitless options, and the E46 was the first to really exploit this before it was the popular trend. 58 Coupes were optioned in E36-spec Estoril Blue Metallic for the U.S. market, and admittedly it looks great on the newer generation too. This one goes one step farther with M Texture Anthracite Alcantara that is very infrequently seen in the modern Ms. Not done yet, it was opted with a 6-speed manual to sooth the Internet’s fears. For good measure the ZCP Competition Package was ticked on the order sheet. And to scare everything else on the road, it was then sent to Dinan where just about every conceivable option was fit. The resultant supercharged S3-R package was good for 462 horsepower. The seller describes this combination as a unicorn, and it’s pretty hard to argue with that assessment.