I recently looked at a Laguna Green Metallic 850i 6-speed and talked a bit about just why they’re so special. It’s definitely a car you don’t see every day:
1991 BMW 850i
Out of the 4,194 5.0 V12 M70-equipped, only 847 came to the United States between 1990 and 1994 (as the re-badged 850Ci) with a 6-speed manual transmission. While that’s not quite as rare and desirable as the 850CSi, nevertheless the manual E31s are pretty special bits of kit and very hard to come across. But today we get to look at another, and it’s again a cool 90s color:
CLICK FOR DETAILS: on eBay
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 M30s. 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. Still, there are a few which were hooked to 6-speed manual transmissions prior to the launch of the manual-only 850CSi, and they’re a whole lot cheaper than the M-modded model is trading for today:
I wish that I had better news for you. I’d love to say that I’d found some hidden gem no one else had discovered, and that it could be yours for a song. Today is not that day. Instead, what we unfortunately have is another case of mistaken identity. To add a bit of insult to injury, it would seem that it’s quite intentional.
Back in May of 2017, I looked at two E32 BMWs. Both were modified, non-original examples. One was a 5-speed 735i sporting some Racing Dynamics bits, and the other was a clean and low-mileage 750iL that had undergone a full cosmetic Alpina B12 5.0 makeover.
Outstanding E32 Face Off: 1988 BMW 735i and 750iL
Kudos to the then seller, it was accurately represented. It looked great but needed to be cleaned up a bit, but despite low mileage and all the original Alpina goodies, it sold for pretty budget price – just a bit over $5,000.
Well, it’s back. It’s cleaner, better photographed and there are also some clever changes and omissions in the current advertisement that have apparently sold bidders on a bill of goods that I’m pretty confident the car can’t write:
There’s something completely captivating about a time capsule car. It makes you wonder: why didn’t anyone drive it? Where has it been sitting all these years? And it’s especially compelling toÂ find a time capsule example of a model that you don’t see on the roads anymore. The E32 generation 7-series is such a car: very few of these are left, with most having been retired to the junk yard. Unlike Mercedes-Benz cars from the same era, they just weren’t really built to last. Which is a shame: the E32 is a big old bruiser, with classic boxy styling based upon traditionalÂ BMW design language, with angular kidneys and four round headlights. The 750iL was the plutocratic range topper, powered by a 5.0 liter, V12 motor.
Yesterday, Craig took a look at a very nice and quite affordable E32 750iL. These cars have traditionally been one of the most affordable ways to get into a V12 sedan, and consequently coming across a generally well sorted one that doesn’t require an extensive amount of service is difficult.
But the M70B50 also found its way into the replacement for aging E24. The revolutionary E31 signaled a leap forward in sophistication, refinement and styling from other period BMWs. Minus small details, it still looks reasonably fresh today; something that can’t be said of many 1980s-era designs. The three-quarter view above, for example, is mimicked closely by BMW’s own current 4-series today and the Audi A5. Yet as with the E32, the E31 has been the gateway into V12 Grand Tourers for many with aspirations loftier than their bank accounts. Finding a pristine, early 850i isn’t an everyday occurrence, so this one was certainly worth a look. It didn’t hurt that it’s been breathed on by Dinan, either.
I was quite lucky as a teenager to have some pretty serious metal from Bavaria to cut my teeth on. My father had gotten quite into 1980s BMWs, so we had a few 6-series and even a M5 in the house. But it was the “family” car that I liked the most, believe it or not. That family car was a pretty special one as it was an E32 735i 5-speed. The manual in the large body car might be a bit of an aberration, but as a whole package the E32 was a great car. It was fantastic to drive and felt much lighter on its feet than the size would indicate. It was comfortable, too, in either front or back posts, with rich smelling leather, a modern climate control system and a great sounding stereo. It was a car which ate up highway miles with ease, and outside it was quite a looker, too. It managed to look both more substantial and much better proportioned than the E23, finally integrating the mandated bumpers well into a design that was market leading. In fact, the only area I ever really felt our E32 could have used some help in was to have a bit more motor.
Of course, BMW offered a revolutionary motor in the 750i. It was the first of the big three luxury brands to make the leap to a modern V12, and the M70B50 was a pretty impressive motor on paper. With 300 horsepower from 5.0 liters, it was nearly 100 horsepower north of the M30 mill in our 735i and smooth as silk. As the years progressed though, the M70’s power was nearly matched by the lighter M60 and there was somehow a loss of exuberance about the V12 as a new run of V8 motors proved the impressive mainstays. I have always had a soft spot for the twelve though, and to me none are more special than the very limited production Alpina B12 models:
Euro cars always hold a special appreciation for me, especially from the 1970s and 1980s. First off, they were much better looking, generally with slimmer bumpers and larger, more clear class lights. There were colors and interiors that we didn’t get in the U.S. as well, helping to set yourself apart. Sometimes there were low-spec engines not imported, but usually the output of the motors that were similar to U.S. cars was higher, giving more performance to enthusiasts. Sometimes that gulf was huge; while usually around 10% higher, a great example is the Quattro which was a full 25% more powerful in Europe than the U.S. restricted version. But as we got towards the late ’80s, the gap inbetween both the looks and performance of the Euro models versus the U.S. models closed steadily. True, in some cases we still didn’t get the full-fat versions of cars like the M3 until the E46 chassis. But for most models, there was a negligible difference. When it came to the BMW E31, in fact, there were almost no differences between the U.S. models and European models; styling was exactly the same, as were the wheels, most of the colors and interiors, and the basic suspension and engine. So, it’s just not nearly as exciting to see a European-spec newer model like this ’91 850i pop up for sale, though it is a bit odd:
The question of badges, badge engineering and car’s values are always interesting to me. Obvious car values vary considerably, but some times enthusiasts really gravitate towards one particular year or sub-model within a lineup and choose that model for value. Yesterday’s 1995 M3 raised that point; while it was a neat color and lower mileage with good overall condition, it was the OBD1 status that had some claiming that it should be worth more than later models. In the case of the E31, it’s obviously the big-dog 850CSi that stands out with its BMW Motorsport heritage and build. But let’s say, for argument’s sake, that there was arguably a nicer example of the lesser 850i 6-speed with some light modifications available at the same time – is the M badge that important?
Yesterday, Paul wrote up a very clean, low mile and celebrity-owned 850Ci. There were some serious positives to that example: the condition of that car is pretty spectacular, it has the later M73 5.4 V12 pumping out an extra 40 horspower, it has the better wheels and a great color combination. However, even though this morning’s example has ten times the miles and the condition admittedly is not as good, it also has some things going for it. First off, it’s a 6-speed manual – the package most enthusiasts who want this car would like. Second, unlike the 97’s CSi-high pricetag, this model can be bought on a serious budget if you’re willing to accept some flaws:
I’ve talked about what you could get if you were willing to miss out on the E30 bandwagon, and here’s another example of just how much car you could get. The E31 BMW 8-series is still relatively undervalued; part of that is not yet being recognized as a classic, and the other part is the fear of repairs on this fairly complicated big coupe. That means that if you’re willing to maintain that double-inline-6 motor that those crazy engineers from Munich developed, you can nab yourself a top-rate luxury grand tourer for a song. This example is one of the early M70 motored cars, with 300 horsepower on tap and what I’d consider still a great and underrated design: