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BMW 850i.

Yes, is he so old? One may wonder, given the almost 20 years, which has the 8 of BMW already on the beautiful back. And indeed, the then revolutionary design is still fresh as a daisy and passersby can twist his head.BMW 850i. That the dream car of yesteryear still have a hand for money, is the only makes it more interesting.BMW 850i. To prevent that is the dream a nightmare, we have taken the series coupe from London under the microscope.

BMW 850i

The elongated silhouette of the 7 Series over the settled sports coupe, internal designation E31, puts an end to the classic BMW line. The stench of the Baroque-style 6ers was blown by a hurricane from the model program. Only the Hofmeister kink of the C-pillar was retained. Otherwise, presented the 4.7-meter 2 +2 coupe in the style of the big wide world car. The two fold-out headlamps housed under a common lens headlights, fog lights (both in Elopsidtechnik) and high beam, were there only one of many visual styles.

BMW 850i

For special appearance also contributed to the extremely flat, sloping aluminum hood, the integration of double kidney in the front bumper and the flared wheel arches.BMW 850i. But in detail the design was 8 never an end in itself, but offered solid technical advantages, as can be clearly seen in weight-optimized hinges of the hood.

BMW 850i

Motorized made the first only available as a 850i Beau with the 7-series derived from the 5.0-liter V12 engine (internally called M70) is a good figure. The subsequent increase in displacement to 5.4 liters (M73 engine from 1994) brought a performance increase of 26 hp. Coupled with the first 4-stage automatic ZF 6-speed manual gearbox in the BMW 850i as an option were to adequate performance in 6.3 seconds to 100 km / h and a then impressive speed of 250 km / h. Despite these values was more of the 8 large yacht, for small pleasure craft.BMW 850i.

BMW 850i

The sheer size, the weight of 1.8 tonnes and not least the chassis design were also there because, who cared for quick disillusionment of the sports car fans. The eighth was more for Sugar Daddies from overseas, as for the spoiled of Porsche sports cars and Co clientele from Europe.BMW 850i. Consequently, unit sales, not least because of the abundant basic price of DM 140 000 initially, after the initial euphoria dramatically in the knee.

BMW 850i

A change in the situation hoped for BMW, the introduction of the sporty top model with 380 hp and the 850CSi launched as a base model 840i with a V8 engine. While by the end of 1996, CSi only 1510 pieces for the M-GmbH baptized special unit was built in the eighth entry bravely until the end. Using a modified V8 (4.4 liters in 1995) he came up with the approximate same performance as the 850Ci still available, without reaching the level of costs.BMW 850i.

BMW 850i

Both eight-cylinder versions are now one of the sought species while the CSi is only something for the serious collector. With 20 072 units is the 12-cylinder, the most widespread model. In this context, it pointed out the special feature that the production of the 850i and the 850Ci successor at times took place in parallel, so that even 850Ci models were the old M70 engine (300 hp) from the tape

BMW 850i

BMW E30 M3

The BMW M3 enthusiastic professionals and car enthusiasts already to a point at which it it did not exist officially. BMW E30 M3.In the summer of 1985 automotive magazine in Germany reported the first time by an “over-3″ based on the E30 series, the predicted performance of the ordinary: 200 hp, top speed over 230 mph and 6.7 seconds for the sprint from a standstill to 100 km Experts was clear that this is the fastest so far BMW 3 Series was just before his first ride. In fact, it should still take a good year to take the first testers and customers in a BMW M3 could place.

BMW E30 M3 Drifting

The beginning of the project had taken a few months earlier, BMW M3 at the BMW Motorsport GmbH. BMW E30 M3.Legend has it that the then CEO Eberhard von Kuenheim in an interview with the technical manager of that company, Paul Rosche, gave himself the task to develop a particularly sporty engine for the BMW 3 Series.

BMW E30 M3 on the race track

Rosche and his team, however, were unprepared when they received the contract to build this engine. Rosche, so to speak, the father of the turbo engine, with Nelson Piquet Brabham BMW 1983 Formula 1 World Championship, had already been looking at the “parts”. As a basis for the new engine was the crankcase of the four-cylinder engine, as was successfully accomplished two liters in volume production for use, and its block in the motor world champion performed his service. BMW E30 M3.The choice of a four-cylinder and against the BMW 3 Series six-cylinder was introduced in addition to weight reduction, especially technically-related causes. BMW E30 M3.The longer the major engine crankshaft fell with increasing speed to vibrate much earlier than the four-wave. BMW E30 M3.Therefore, the designers put the crank drive of the BMW M3 from so stiff that even 10,000 revolutions per minute and more were possible. Compared to the built-in serial four-cylinder, this was an increase of about 60 percent. The rated speed for the road version of the BMW M3 stood at 6750 rpm. still well below the critical range and offered plenty of scope for further developments.

BMW E30 M3

The cylinder head was a sense from the series. The motor engineers selected the four-valve cylinder head of the six-cylinder and cut off two combustion chambers. BMW E30 M3.Thanks to the same size between the two cylinder versions, the reduction was possible without major problems.

As a final measure of the capacity was increased to 2.3 liters. This was after an incredible 14 days of development, the first prototype of the engine ready to ensure that S14 in a slightly modified version under the symbol nor the headlines in sports and the series should be.BMW E30 M3. There was a tinge of disappointment, however, for Paul Rosche yet in this development: he could not integrate a turbocharger from homologation in the aggregate. For from the outset, the fathers of the BMW M3 had the vehicle for use as a Group A race car provided. BMW E30 M3.This had, within twelve consecutive months, at least 5,000 units to be built. It was clear that the BMW M3 and an everyday street car had to be. The use of a technically more sophisticated turbocharged engine was eliminated therefore.

BMW E30 M3. All BMW 3-Series

The engineers turned their attention on the performance of the new engine, but not exclusively. The four-cylinder BMW M3 was also in the field of emissions may be forward-looking and get along with a catalytic converter. Mid-1980s, this was anything but natural. Catalysts were then still the property of the fuel consumption up to drive and to reduce the efficiency. BMW E30 M3.Making matters worse was that lead-free gasoline, a must when using a catalyst, not the call had to be particularly well suited for high performance engines. BMW E30 M3.Also varied the quality of the fuel in Europe significantly – not so good prerequisite for the reliable operation of such a motor.

BMW E30 M3

But for this problem, the team was led by Paul Rosche a solution: It fit in the engine and took the compression of 10.5: Back 1: 1 to 9.6. The result: the BMW M3 aggregate also reacted to fluctuating fuel with octane number not destructive knock. BMW E30 M3.Sensational for its time in this context was the fact that with the lowering of the compression and the installation of the catalyst in the exhaust system only five of the standard 200 hp have been lost.

BMW E30 M3

Where there is light, there’s shadow – this experience had to make the developers of the BMW M3, in their first test drives. Although the engine ran without incident, but the exhaust system apparently not digested what blew the high-performance engine in his elbow. The tubes down, and this led to involuntary overtime in the development department.

Finally, it was identified as the cause of this problem is the enormous temperature of the exhaust at full load trip. BMW E30 M3.Test runs on the incriminating material Nurburgring Nordschleife high-performance exhaust system was so hot that they are up to 25 mm stretched and tense in the suspension. BMW E30 M3.Absolutely spectacular, this problem could be solved a little later: The suspension received other gums, which gave her more playing. So that the vehicle was ready for use – such as the testers of BMW Motorsport GmbH impressively featured on the high speed test track in Nardo, Italy to the test. Over a distance of 150,000 kilometers they drove a BMW M3 with full throttle on the route. The exhaust system was, like all other components of the vehicle also.

BMW E30 M3 Cabrio

Just months after launching the project BMW M3, the car was at the Frankfurt Motor Show in autumn 1985 for the first time the general public. Even without the usual vehicles for Premiere Special paint had none of the visitors is a problem, the BMW M3 BMW 3 Series models at the other to be identified. A large front spoiler and a daring broad wings on the rear spoke for themselves. BMW E30 M3.Aprons around the car testified to aerodynamic fine tuning of the whole body. So also at the C-pillar, which expired in comparison to the standard model in the BMW M3 a bit wider and flatter to tear off the flow from the roof edge and at the same time not be better to direct it to the rear wing. Powerful fender flares on all the wheel arches, which ended in a distinctive edge given, the vehicle already in the state of the aura of speed and dynamics.

BMW E30 M3

Only 1200 kg brought the BMW M3 with no ballast on the scale and was thus a sporty lightweight. Its power to weight ratio reached only 6.15 kg per horsepower for today’s standards a very good value, which was mainly due to the use of plastic parts.BMW E30 M3. Although the body including the wide wheel arches traditionally been shaped from sheet metal, front and rear bumpers and side skirts, trunk lid and spoiler, by contrast, made of plastic. However, testers and customers had to wait until the spring of 1986 for the opportunity to experience these fantastic values to live again.

BMW E30 M3

The vehicle concept according to the press was driving the BMW M3 concept rather than on the race track in the Italian Mugello. Although it is presented to the vehicles was still no more pre-series, featured in the traveling impressed testers found that the more a pure technical data items, as were an exaggeration. BMW E30 M3.This was not surprising, put under the eye-catching and beefy body but racing technology at its finest. Sun axle kinematics, springs and dampers were changed. The brake system with standard ABS had vented discs front and an engine-driven high pressure pump. BMW E30 M3.This power steering pump also supplies the power steering and made the two systems independently of the pressure of the engine.

BMW E30 M3

Bmw 2002 tii

Accordingly, some experts were skeptical and not a few dealers.Bmw 2002 tii. Order levels for the powerful sports sedan, however, quickly surpassed the wildest expectations in 1967 reached 38 572 units of 1600-2 with the production levels of the four-door New Class. BMW had brought a boom in sales growth, defying the world at the time of the Munich-based economic recession and consummate the acquisition of archrival Dingolfinger glass easier. Bmw 2002 tii.Its sporty compact station wagon in 1304 from 1971 in the CL was fast hatchbacks 1600-2000 Bmw 2002 tii. touring a worthy successor, but found in only three years 52 000 buyers. Bmw 2002 tii.

Bmw 2002 tii tunned model

Very different was the volume of the 1968 best-selling BMW unveiled 2002nd 330 212 units of this type were in seven years from the tape, which was one in five sold in the United States – an unprecedented success so far. The impressive 100 horsepower developed in 2002 immediately became the most popular type among the sporting BMW Zweit?rern. Bmw 2002 tii.Already legendary for production times, the performance-enhanced 2002 versions ti tii turbo and, because otherwise there was hardly anywhere family-friendly four-seater with large luggage space and the performance and handling characteristics of real sports cars.Bmw 2002 tii.

Bmw 2002 tii drifting

Amazingly, the subtle-flyers were ti (from 1968) with double carburetors and tii with “injection” fuel injection (1971).Bmw 2002 tii. But the model name at the tail pointed to the superior performance figures of 120 hp and 130 hp, which met in an easy 940-990 pounds and thus allow clear acceleration tests in contemporary times of under nine seconds for the sprint from zero to one hundredth More power offered in the early 1970s, not even the Porsche 911 T.

Bmw 2002 tii

Not surprisingly, therefore, that the 2002 BMW successfully from the start in circuit racing set in and already the second round of the European Touring Car competition from Porsche and Alfa Romeo was at a distance. Even the first season was crowned with the BMW Championship title, so that more and more private racing teams relied on the superior two-liter. Bmw 2002 tii.Now it was the lead over the competition to keep reloading.

Bmw 2002 tii inside view

BMW says the legendary racing manager Alex von Falkenhausen decided in December 1968: “Now we do a turbo on it” – the prelude to the later development of BMW‘s Formula 1 World Champion Motors. Even Formula 1 engineer Paul Rosche was involved in the turbo project, which was charging the 2002 naturally aspirated engine to 280 hp. Bmw 2002 tii.To get so much power to the road, the 2002 ti now waiting with huge tires and Formula 2 according widened wheel arches on – a hallmark of Munich on strong. Reward the effort was successful title defense in the season 1969th

Bmw 2002 tii on the race track

Visually similar to an impressive was the first mass European car with exhaust turbocharger, which in 1973 presented at the IAA 2002 turbo with 170 hp. Unique, but highly controversial feature of the exclusively in white and silver, 210 km / h highway wipe was on the front spoiler mounted in mirror writing “turbo 2002“.

Bmw 2002 tii in black color

BMW 635 CSi luxury model

Allowed the great economic achievements of the 02, 3 Series and 5 Series and the BMW CS Coupe BMW is to build a new luxury coupe. The tradition of BMW Coupes following was looking for a successor to the BMW E 9 series (3.0 CSi / CSL), which was between 1968-1975, both on the road and on the racetrack have been successful.BMW 635 CSi one of the best classic models.

BMW 635 CSi

The BMW board decided to bring out a six-cylinder, but should emphasize elegance, luxury, and electronics more than the predecessor, especially since 1973 in various touring car races had breakthroughs.BMW 635 CSi vintage model. The six-series should exceed the E 9 in space and comfort from the ground up significantly.BMW 635 CSi classic car. One of the basic requirements for the development of the new coupe was beginning to construct the body as far tougher and more resilient that they could meet the increasingly stringent international safety standards.BMW 635 CSi.

BMW 635 CSi Interior view

For a weakness was the 3.0 CSi / CSL – models in any case: the slightly too soft guessed body. BMW 635 CSi interior look so luxury. Especially for a successful export to the United States was safety in crash tests an opportune time to establish themselves on a market where they had the spectacular performances of the CSL racing version just made the first steps.

BMW 635 CSi in the forest

Just think of the writing “Bavarian Motor Works”, which had been added later on the tour trolleys, to avoid confusion with the abbreviation for “British Motor Works” – to avoid – which is not of course exist

BMW 635 CSi sports car

BMW 635 CSi

BMW Z1 Roadster sports car

Foundation of BMW Technik GmbH, responsible for the Z1-project, led by Ulrich Bez 1987: Presentation of the BMW Z1 at the IAA. 1989: Start of production as a limited edition, only one model without Ausstattungsvarainten. Design of Harm Lagaay later Porsche’s chief designer. 1991: end of production after 8000 copies, 6443 of which for the German market. Main export markets: Italy (445) and France (347). 1995: Presentation of the BMW Z3 based on the 3 Series Compact.BMW Z1 Roadster black sports car is the best choise

BMW Z1 Roadster side view

A Z1 delivers exactly what it says on the box: real roadster experience. BMW Z1 Roadster.What sports car you may otherwise have run with the doors open? But this is not the only appeal of the BMW-Youngtimers. The Z1 is as agile and winding-off, that he even the sports rider today abtrotzt respect. Added his civilized manners: The comfort is ok, even large Grown find enough space, and the six-cylinder engine for cultured background music. Good to know: The Z1 has the makings of long-term car. BMW Z1 Roadster.Plastic body plus galvanized steel chassis – as rotten as soon nothing. Disadvantages? PS A few more could not hurt.

BMW Z1 Roadster

The good news: The danger of sitting with a broken Z1 on dry land is very low. BMW ensures a substantially complete spare parts supply, which of course is also an urgent necessity, since the 80′s cars in the usual sources fail here: no organ of the recycling it. BMW Z1 Roadster.Exceptions to the rule engine and transmission are identical to the 3 Series (E30). BMW Z1 Roadster.Not so good: Please expect to pharmacists prices.

BMW Z1 Roadster in blue color

More than a small series was never intended for the Z1. BMW Z1 Roadster.Therefore, he inherited the amateur status was already.BMW Z1 Roadster. With the result that a high percentage of production survived to this day. The offer is so stable, same may be said of the demand, those effects on price: under 20,000 euros is a good Z1 not to have spilled a little tip pieces are at 30,000 ?. BMW Z1 Roadster.The most common way, the color “Toprot” followed by “Dream Black” and “primary green” is

BMW Z1 Roadster Interior view

BMW 3.0 CSL Sports model

The elegant CS coupes are among the milestones from BMW - not least because of the great six-cylinder engine. BMW 3.0 CSL vintage model.The stock of this series (E 9) presents the meantime, however, greatly reduced.

BMW 3.0 CSL Rear view

Rust has carried off most of the total of 44 254-E9 coupe. BMW 3.0 CSL.Poor preservation and a complex body structure in the front (welded fenders and overlapping plates) have facilitated the brown plague, to complete their work. Spring Dome, standing panels and the A-pillars are also among the most vulnerable points. BMW 3.0 CSL.Unrestored cars in original condition are rare. BMW 3.0 CSL retro car.Caution should be exercised in any modifications or tuning measures. And: Not everything that BMW 3.0 CSL on the cover is also one’s inside. Real BMW 3.0 CSL (inventory 2008: approximately XY copies) are already almost never offered on the market.

BMW 3.0 CSL in green color

From a technical perspective, the E9 coupes are considered suitable for everyday use and durable. BMW 3.0 CSL vintage model car.The smooth six-cylinder engine with appropriate treatment for enormous mileage of 300 000 kilometers and more good. BMW 3.0 CSL retro model.Driving faster in sustained manner, but crack the cylinder head. Caution: For the test drive in the mirror on strong Auspuffbl?uen the throttle – a sign of faulty valve stem seals. BMW 3.0 CSL.Often, the ball joints, rubber bushings and tie rod ends are worn. BMW 3.0 CSL oldtimer.After longer periods, the brakes are prone to seizing or unilateral block. The switch shall be automatic and unproblematic.

BMW 3.0 CSL

The spare parts supply for the E9 Series is constantly being improved by BMW Classic and some specialists. In terms of technique, which was partly used by the 7-series (E 32), the bottom line should be to get almost everything. BMW 3.0 CSL however, it looks worse in body parts and the equipment

BMW 3.0 CSL Sports car

BMW 3.0 CSL Retro car

BMW 3.0 CSL M-power design

1975 BMW 700

With the economic miracle in bloom, the demands of car buyers continue to the end of the 50s. 1975 BMW 700.The Spartan small cars have passed its zenith, the customers demand real cars. 1975 BMW 700.BMW responds to 1957 first with the 600, an extended Isetta with a two-cylinder boxer engine in the rear. 1975 BMW 700.In 1959 four-seater round but is replaced by a much more modern construction, the pontoon body in creating the first self-supporting: The 700th BMW

1975 BMW 700

In particular, a robust bumper for motor sport is width of the 700 quickly became famous.1975 BMW 700. “The BMW Coupe reaches 700 with his 30 hp two-cylinder with the same interior space and better road holding the same top speed, the same acceleration and secure higher road averages than his legendary predecessor, ” it is officially called. 1975 BMW 700.In fact, the 640 pound flyweight outclassed the competition in its racing class from the start.1975 BMW 700.

1975 BMW 700

BMW E26 M1 Sports car

In the fall of 1978, the road version debuted at the Paris Motor Show. BMW M1.The first model of Motorsport GmbH, the only 114 inch flat BMW M1 on the name had been baptized. BMW M1.The audience was enthusiastic, despite the steep price of 100,000 marks received numerous orders. Behind the scenes, but operating under high pressure to get the M1 on the race track.BMW M1. Because time was running away and the new BMW with about 1300 kg in any case little chance in Group 4 were certified, devised Jochen Neerpasch a brilliant move: together with Bernie Ecclestone and Max Mosley, he invented the BMW Procar Series, the private drivers in the formula 1 Grand Prix was an opportunity to take up the five fastest F1 drivers from the GP qualifying.

BMW E26 M1

BMW E26 M1 in the air

BMW E26 M1 M-power design

BMW E26 M1 on the track

1940 BMW Mille Miglia classic car

This vehicle won the Won 1940 Mille Miglia Race. It features lightweight construction consisting of aluminum and magnesium alloy along with a streamlined body making it very aerodynamic. Mounted under the hood is the legendary BMW 328 six-cylinder engine that offered an impressive hp/lb ratio and earned the marque a first, third, fifth, and sixth at the 1940 Mille Miglia.

1940 BMW Mille Miglia retro car

In 1936, BMW (Bavarian Motor Works) introduced the Type 328. The vehicle was stylish and aerodynamic. The design of the vehicle, courtesy of Fritz Fiedler, provided excellent handling and the inline-six cylinder engine produced excellent performance. The engine featured a cast iron block and dual overhead valves per cylinder bank. The total output was around 80 horsepower. The engine was placed in the front and provided power to the rear wheels. The body panels were constructed of a light-weight alloy. The chassis was comprised of a tubular space frame construction.

As was sometimes the custom with many early European vehicles, the coachwork was handled by a custom coachbuilder. Examples exist where the famous Figoni et Falaschi Carrosserie of Paris, France outfitted the vehicle with exquisit designs.

The vehicle was very successful on the racing circuit winning such races as a class win at the Mille Miglia in 1938. In 1940 it was first in class and first overall. At the 1939 Le Mans 24 Hour race it place fifth overall and first in class. A 328 won the RAC Rally in 1939.

During the close of the 1940′s, Jaguar introduced the XK-120, a vehicle that was similar in design to the BMW Type 328.

1940 BMW Mille Miglia – silver sports car

The BMW 328 Roadster was a compact two-seater with leather straps adorning the front hood and a very potent force in the racing scene. It was powered by a lightweight six-cylinder engine bred from the success of its siblings, and fitted to a short-wheelbase chassis, the 328′s were very sporty, culminating with a win at the 1940 Mille Miglia.

Racing has always been important; it perfects the breed and promotes the brand. BMW‘s six-cylinder engine from the 1934 315 became the basis for 328. The 1.5-liter version had modest success in its racing class, but more was required to keep it competitive in the under 2-liter category. A new, larger version of the engine was developed, resulting in an increase in horsepower to 55 bhp. This was an increase by 15hp. The new engine was fitted to a chassis and dubbed the 319. Visually, few aesthetic differences existed between the 315 and the 319. They were nearly identical, except under-hood.

In 1936, the 326 was introduced. It was a larger vehicle to the 315 but had 55 horsepower. The increase in horsepower and size gave it only a slight increase in performance over its 315 sibling. The following year, a two-seater cabriolet version was introduced, called the 327. This, in similar guise to the 319, was unable to match its performance resulting in slow sales.

1940 BMW Mille Miglia – Luxury car

BMW responded by improving their engine, creating a new cylinder head, and modifying the valve train. The valve train was very similar to other marque’s of the day, such as Riley and Talbot, where a lateral camshaft actuated the inlet and outlet valves with push-rods and rocker arms. Installed opposite to one another, with each on either sides of the engine, resulting in a hemispherical combustion chamber. These modifications gave the engine a significant boost in power, up by 25bhp over its predecessor, to 80bhp.

In 1936, the engine made its debut in the 328 at the Eiffel Rennen race. It was piloted by Ernst Henne and easily won the 2-liter class. On its inaugural race, the engine had proven to be reliable and powerful. Privateers took notice, and help make the vehicle both a sales success and a dominate force on the racing circuit.

The 328 was given drum brakes in both front and rear, a rack-and-pinon steering setup, and a tubular steel chassis. The lightweight aluminum body concealed the 2-liter, six-cylinder engine and its available 80 horsepower. The engine had a cast-iron block and aluminum heads with two-valves per cylinder. The front suspension featured swing axles and transverse leaf springs while in the rear there was a live axle and semi-elliptic leaf springs. The engine was mated to a ZF four-speed manual gearbox and sent power to the rear wheels. The standard wheelbase size for the roadsters was 94.5 inches and a length of 153.5 inches. With an overweight of around 1800 lbs, the pre-War BMW 328 was very lightweight, nimble, and fast.

The 328 came in various configurations, such as roadster and cabriolets. Custom coachbuilders such as Wendler and Drauz, and Glaeser created many of the cabriolet versions, noted for their luxurious amenities and elegant style. The Roadster bodies were the standard configuration with most assembled by the factory. Touring was tasked with creating purpose-built versions for the 1939 24 Hours of LeMans. The ‘Superlegerra’ (Meaning lightweight) construction methods were used coupled with a design meant to minimize drag. The result was astonishing, with a fifth place overall finish and an outright victory in the two-liter class.

For 1940, BMW turned their sights on the grueling Mille Miglia race. Five cars were entered and one emerged in first place. Baron Fritz Huschke von Kanstein drove a special-bodied BMW 328 Coupe to victory. It featured a streamlined body with aluminum and magnesium alloy construction. Overall, the 328′s finished in first, third, fifth and sixth at the 1940 Mille Miglia. The 3rd, 5th, and 6th positions were captured by roadster bodied 328s. The final 328 version entered in the race was a limousine-bodied car that was tailored for racing and given aerodynamic features courtesy of Professor Wunibald Kamm. It was driven by Count Lurani but failed to finish the race.

During the production lifespan of the 328, BMW and Frazer Nash both produced 328s. BMW supplied the British-based Frazer Nash Company with rolling chassis. Total production for all 328 models was around 426 with around half still in existence.

The 328 engine would be used in the post-war Era, by BMW, Bristol, and AC in various forms. It would be used to power such cars as Cooper Bristols Formula 2 racers.