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Tag: e24

1980 BMW 635CSi

Following up on the E31, it seems smart to look at its predecessor. As iconic designs go, the E24 has to rank pretty high on most German car enthusiasts’ lists. The lines are pure and classic – a long hood line with a chiseled front end, delicate and subtle wheel arches, a sweeping greenhouse and a flowing trunk line. It just looks right – the front of the E9 that it succeeded was equally as classic, but I have always felt that the back of the 6-Series was prettier than the car it replaced. It took elements of some classic BMW designs that preceded it and incorporated them flawlessly with updates for a new time. By 1970s standards, it was a very clean design – consider what was coming out of Detroit during this time period, and you’ll understand why the 6 still looked reasonably fresh a decade on in the 1980s. But for my money, the prettiest of the 6s are the early Euro cars, unencumbered by the DOT bumpers. Early on, though, the 6s suffered from not much performance – the engine lineup was effectively carried over from the previous E9 platform. That was solved in 1978 with the launch of the 218 horsepower 635CSi; a 5-speed transmission, deeper airdam, and black rubber rear spoiler with model designation indicated the higher performance of this model. The 635 officially wouldn’t come to U.S. shores until much later in 1984 with the E28 updates in place, but for a time this was the highest-performance BMW coupe you could get. Finding early examples that are still in prime shape is quite tough these days, but there’s a lovely example on eBay today in Pennsylvania:

CLICK FOR DETAILS: 1980 BMW 635CSi on eBay

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1985 BMW M635CSi

The M635CSi somehow gets lost among the other greats of the period from BMW. Perhaps, for U.S. fans, it’s the nomenclature that’s confusing. After all, there was a M1, an M3, and a M5, but when it came to the M version of the E24, BMW stuck with the moniker M635CSi in all markets but the United States and Japan. Confounding that decision was the launch of the E28 M535i. Like the M635CSi, it had additional body pieces, special interior trim and wheels from M-Technic. But while the M535i had a fairly normal M30 under the hood, the E24 received the full-fat M88/3 that was shared with the M5. Like the European M5 production started in 1984, well before they were available to U.S. customers. But while the M5 only sold in very sparse numbers over its short production cycle (about 775 sold in Europe between 1984 and 1987), the M635i was a relative hit, with just over 3,900 selling overall – far more than made it the U.S. market. Additionally, the European models were a slightly more pure form of the design; smaller bumpers, less weight, and about 30 more horsepower on tap without catalyst.

These European spec models were offered with some color combinations and interiors that never came to the U.S. market. This one is quite rare to find in Bahama Beige Metallic with Buffalo leather:

CLICK FOR DETAILS: 1985 BMW M635CSi on eBay

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1989 BMW 635CSi

The E24 was an amazing survivor; consider, for a second, that like the R107 this was a child of the 70s that was still sitting in showrooms at the dawn of the grunge era. The E24 was initially based upon E12 bits and produced by Karmann, but in 1982 updated components from the E28 series were introduced. Finally, a second round of updates were introduced in 1988 as the E28 was phased out, and the E24 received components shared with the E32 and 34 models. New were body-color corner trim caps on the bumpers, ellipsoid headlights, and an airbag steering wheel. The rear air conditioning console, which had been a neat feature on the L6, was now standard. But the big news was under the hood, where the newest version of the venerable M30 – the B35 variant – was now found. The E24 now had over 200 horsepower on tap and freshened looks to see out production:

CLICK FOR DETAILS: 1989 BMW 635CSi on eBay

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1986 BMW 635CSi Koenig Widebody

If you wanted a crazy modified European car in the 80s, you had a lot of choices to make. Built to resemble wildly flared racers, cars from manufacturers like DP Motorsports, Gemballa and Strosek are at best polarizing cars. At worst, they’re like the plot line to Sophocles’ Oedipus Rex; kill your father, marry your mother and have your sister-daughters, then stab your eyes out and live in a cave. But the Rex himself must certainly be defined as Willy König, with his widebody, Testarossa-straked creations. While usually we see Mercedes-Benz and Porsche versions of Koenig modified cars, today we get a rare glimpse of what he’d do to a E24.

CLICK FOR DETAILS: 1986 BMW 635CSi Koenig Widebody at Bonhams MPH Auction

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1988 BMW M6

Though theyre the juggernaut of BMW performance today, the reality is that there were quite a few stumbling blocks and it took many years for BMW Motorsport GmbH to establish themselves as the benchmark for German performance. Though many consider the M1 the genesis of BMW M, in fact the brand was born nearly a decade earlier with the introduction of the 3.0 CSL. The high performance E9 was built together with BMWs competition department, a relationship which ultimately resulted in the birth of BMWs Motorsport division. A few years later, the new entity would give birth to an equally legendary creation, the 2002 Turbo. But when it came to the first car to carry the M badge, it was of course the legendary M1 with its motorsport derived M88/1 double overhead cam inline six screaming in the middle of the car. Youd think this recipe carried over to the sedan range, but that was not immediately the case. First, BMW produced the M535i in the E12 chassis. Though the E28 model of the same designation was mostly an appearance package, the E12 model was turned up over the rest of the range but not with the M88; BMW instead relied on the M30 to power the M535i. Then, there was a year where nothing happened; the M1 was out of production, the E12 was replaced by the E28, and ostensibly BMW had no real performance models.

That was remedied at the 1983 Frankfurt Motor Show, where a juiced up version of the 635CSi was offered. It was labeled the M635CSi; but unlike the M535i, under the hood wasnt the venerable M30 that powered the normal 635CSi. In its place, the Motorsport division decided to slot the M88, now with /3 designation; the result was 286 horsepower a staggering figure at the time, considering that the contemporary Porsche 930 was considered fairly bonkers with a little over 300 horsepower and though it looked much larger, the early E24s only weighed about 200 lbs. more than the Porsche. Coupled with some aerodynamic tweaks, heavier duty suspension, brakes and larger wheels and tires, the result was the menacing presence worthy of the nickname Shark. For all intents and purposes, this was really the first M car for the masses. BMW brought its M lineup to the United States for 1987 with the renamed M6, and that model was lightly revised for ’88. Power was down to 256 with the catalyst-equipped S38, but ’88s picked up some visual appeal with revised headlights and slimmed corners, as well as body-color painted bumpers that make the ’88s and ’89s look a lot more polished than the ’87s.

CLICK FOR DETAILS: 1988 BMW M6 on eBay

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