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1988 BMW M6

1988 BMW M6

Published July 30, 2015 by Carter

You know what the problem with modifying a car from stock is? More than anything, it’s that you’re modifying the car to your taste, and tastes vary just like ice cream flavors. If you’re intending on keeping said car forever, perhaps that’s not a problem – turning a road car into a track car, for example. It’s also not a problem if you’re ridiculously rich and just don’t care who’s downstream of your tastes; the Koenig 560SEC comes to mind. But if your hope is long term collectability, altering the car can have disastrous effects and and seriously change both the desirability of the car and the value in the market. Yesterday’s E28 M5 is a great example; a seller posturing the car as a collector status car when it had many unoriginal details that turned it really from a collector into a good driver candidate. But, at least many of those details were easily reversible – how about today’s similar E24 M6?

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Double Take: 1991 and 1992 BMW M5s

Double Take: 1991 and 1992 BMW M5s

Published July 9, 2015 by Carter

There’s been an avid ongoing discussion of E28 values in the 1988 535i Dinan 3.9 post from Tuesday; partially, it centered around the comparison of that car to M5 values. And, like all other M products, values – or at least, perceived values – of M5s are all over the map. We’ve seen asking prices from $10,000 right through $100,000 on E28s, and much of the same carries over to the E28’s replacement, the E34. For most fans, the second generation M5 wasn’t quite the definitive super sedan that the original was, nor is it as desirable as the 400 horsepower V8 model that followed. But that doesn’t stop some from asking high prices for the their examples, and today we’ve got two to that are very similar with different asking prices to consider; which is on target?

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1991 BMW M5 with 15,000 Miles

1991 BMW M5 with 15,000 Miles

Published June 8, 2015 by Carter

I still remember the magic of my first ride in a M5. Although my father would end up owning one and still does, it was not the E28 like his that started my love affair with the inline-6 equipped super-sedans. Rather, it was a then-new 1991 E34 model that provided me a ride I was not quite fully prepared for. Coming from a background of family Toyotas, you can imagine the difference when full-throttle was applied to the legendary S38B36 motor on an onramp. It felt, quite literally, like we were taking off. The E34 never seemed to gain the traction of the E28’s appeal for many enthusiasts, but for me, it’s the model I love more. That ride remains the only time I’ve been in an E34 M5, but having spent many years getting to drive the family’s subsequent ’95 525i, every time I got behind the wheel I dreamed that awesome twin-cam M50 was its bigger brother. The market still hasn’t awoken to these last-of-the-handbuilt, last of the original M88 derived cars – a shame, considering how superlative they are in many senses. But when one pops up with only 15,500 miles on the clock, you better believe I took notice:

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1988 BMW M5

1988 BMW M5

Published May 14, 2015 by Nate

$_57

Most E28 M5s have experienced some level of modification, whether it’s removing the self-leveling rear suspension, adding a chip and exhaust, or getting a little crazy with more displacement out of the S38. There are plenty of tuner options out there, but Dinan is one of the most respected names out there and this owner went to town with their catalogue. The usual suspects are all there from chip to short shift kit to intake, but one of the more interesting mods is the SLS upgrade by Dinan as opposed to the more common complete removal. It also has some amazing, blocky Dinan 5-spokes, which remind me a lot of Ruf’s classic rims. It all adds up to a modified M5 that appears loved rather than abused and looks every bit the late-80s hot rod it was meant to be.

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1991 BMW M5

1991 BMW M5

Published May 2, 2015 by Carter

I still remember trips with my father to the track in the early 1990s. We were on a mission; he wanted to look at every single E28 M5 and was dead-set on getting one. 1993 would be the year he finally would; to me, the amount of money he forked over seemed to be pretty astonishing for a used car, but at that time it was the newest car the family owned. Still, it seemed dated already; hard to consider seemed that at that time it was only 5 years old! But this was the time when ever successive generation of car made huge leaps in terms of innovation; frankly, exterior design and interior design haven’t become nearly as revolutionary as they once were. If you step out of a E28 into an E34, certainly you can recognize the DNA; but one feels very surely designed in the late 1970s, and the other is much more modern. The same can be said outside; clearly the E28 is a great looking design, but by 1988 it was quite dated and the last of the German holdouts for non-integrated bumpers to my knowledge. Even Volkswagen did a better job of hiding and integrated the 5 m.p.h. bumpers! The E34 was really a modern revolution to the 5 series; aerodynamic, refined, luxurious and handsome, it once again reset the bar for the mid-sized luxury sedan. And as it had before, the M5 also set the bar for performance sedans, with the same S38 inline-6 under the hood. It was magical still, even if it felt a little less raw compared to the earlier editions. While the E28 long languished as the unappreciated M product from the 1980s, slowly but surely it has gained more appreciation. Today, it seems the of the original pre-E36 cars, the one remaining value is the E34 – ironically, the upscale replacement for the aging dinosaur E28:

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