(first posted 9/10/2015) Many descriptions come to mind when one thinks of typical cars of the 1970s – ponderous, poorly built, slow, uncomfortable… the list goes on. But as always, there are exceptions. And the BMW 3.0 CS certainly qualifies as an exception; it was everything that most 1970s cars were not. Even four decades later, this car still looks great and has modern performance capabilities – quite a feat for a car built at the dawn of the Malaise Era.
This particular car appears to be a daily driver – or, at the very least, a frequent driver, which is remarkable, given the car’s age and its desirability as a collector’s item. But the patina of real-world use only adds to the allure of this car, which was one of the most admired grand touring cars of its day, and is now regarded as representing the pinnacle of what was possible during the 1970s.
The history of the 3.0 CS attests to BMW’s corporate focus and perseverance during this tumultuous decade. BMW clawed its way back from a near-bankruptcy in the 1960s, and spent the 1970s (a tough time from both economic and engineering perspectives) developing and improving its higher-end product lines. It was a risky strategy in an era when most manufacturers instead prioritized smaller and cheaper cars. BMW’s upscale push, though, was largely successful, and the 3.0 CS was a critical component that success.
While well-known in enthusiasts’ circles nowadays, the 3.0 CS and its smaller-engine sibling, the 2800 CS (collectively known as the E9 coupes) had two direct ancestors that go less noticed, but are important parts of the E9’s history.
In the early 1960s, BMW contracted with the Italian firm Bertone to design a four-passenger coupe, and that car ultimately became the 3200 CS (“CS” standing for Coupe Sport). Bertone’s lead designer on the project was none other than the illustrious Giorgetto Giugiaro, then just 23 years old, and the CS was one of his first designs. This original CS’s Italian influence can be clearly seen, but the design worked well for German BMW. About 600 of the very high-end coupes were produced between 1962 and 1965. The Bertone design set the stage for two decades of BMW coupes – particularly in the greenhouse design, one can see continuity right through the 1980s.
Starting in 1965, BMW offered another coupe, the 2000 C/CS, based on the “Neue Klasse” sedans. Though not nearly as upscale as the 3200, the influence of Bertone’s design can clearly be seen in this car, particularly beyond the A-pillar. The front end of the car, though, was completely new (although clearly inspired by the 1960 Corvair)… and not graceful like the rear. Featuring a short hood and a rather tall, painted frontal area, the 2000 Coupe had an awkward, slightly incongruous appearance. Performance for the 2000 was only adequate, with either 100 hp (C) or 120 hp (CS) coming from the 2-liter 4-cylinder engine. Given its unusual appearance and unremarkable performance, the 2000 Coupe was not a particularly high-profile car for BMW; even so, about 13,000 of the coupes were produced between 1965 and 1969.
For 1969 BMW introduced a new coupe, the 2800 CS, which eventually transformed into larger-engine 3.0 CS, our featured car. This new “E9” model was light-years ahead of the 2000 CS it replaced. Most noticeably, BMW kept the 2000’s design from the windshield back, but replaced the ungainly front end. The new front mated to the existing rear perfectly – amazing, considering that the design basis for the rear was already a decade old by that point.
The new front end was longer (necessary to accommodate a 6-cylinder engine), with a mildly sloping hood leading to a backward-raked grille and slightly protruding round headlights.
The grille itself accentuates the horizontal – rather than the vertical, as on the 2000 Coupe – which blends seamlessly to the rest of the body. This very effective reworking of the front clip transformed a somewhat odd looking car into a beauty; it’s undoubtedly the most successful nose job in automotive history. As with the earlier 2000 Coupes, the E9 coupes were built at Karmann’s Osnabrück factory.
Upon introduction, the 2800 CS debuted to rave reviews in the automotive press. The CS shared its drivetrain and front suspension with the larger 2800 sedans, and the overall effect was a harmonious one.
BMW intended for its new coupe to make a statement. In the early 1970s, BMW had no problem selling its small 4-cylinder 2002 coupe; however the company wasn’t having quite the same success with its larger 6-cylinder models. As such, BMW placed a priority in the early 1970s on making its larger cars more appealing. During this period, in 1971, BMW upgraded the engines in both its sedan and the CS coupe from 2.8 to 3.0 liters, at which point the 2800 CS became the 3.0 CS.
This engine developed a healthy 170-hp in U.S. trim, enough to power the 3,000-lb. coupe to 60 mph in a respectable 9.5 seconds. But power wasn’t the only positive attribute of this engine; its smoothness was legendary. Combined with an equally smooth 4-speed transmission (an automatic was optional), this powertrain was virtually idyllic by 1970s standards. Add a sophisticated suspension into the mix, and the result was one of the best all-around performers of its decade.
That well-roundedness is what made the 3.0 CS exceptional. The CS excelled not due to any one specific quality, but because the sum of its parts. The above excerpt, from when Road & Track listed the 3.0 CS as one of its Ten Best Cars of 1971, eloquently summarizes that sentiment, lauding the car’s “all-around balance.”
On the inside, the 3.0 CS displayed a characteristically high-quality but no-nonsense design that German manufacturers favored in the 1970s. Instrumentation is straightforward and legible, and the controls are large and well-made, and placed so that they can be operated without the driver taking his eyes off of the road. This featured car has an original and well-used interior. The large-diameter wooden steering wheel is likely original as well.
This particular car is a 1974 model, identified by the large federally-mandated 5 mph bumpers and extra front side marker lights (which appeared at some point in the ’73 model run). Both of these features are typically considered unattractive, and it is not unusual for today’s owners to retrofit older bumpers and to eliminate the extra lights. This car, though, retains the original characteristics. Not all the changes for 1974 were bad, however: tire size was increased and the alloy wheels were redesigned, changes that resulted in better handling and aesthetics.
The CS may seem diminutive here next to a modern full-size pickup, so a present-day size comparison is helpful. In length, the CS measures between BMW’s current 428i and 640i coupes. However, in height and (especially) width, the 3.0 is smaller. Even BMW’s small 228i is 5 inches wider than the 3.0 CS.
These cars were not cheap. The 1974 model featured here carried a base price of about $11,000 – however almost all U.S.-bound BMWs came equipped with “optional” equipment such as leather upholstery, air conditioning, power windows, etc., shifting the actual price for most cars to around $14,000 – or about $68,000 in 2015 dollars.
These cars were not cheap to operate, either. Build quality was good, but not quite bulletproof like a contemporary Mercedes-Benz. The CS required frequent maintenance (such as tune-ups every 8,000 miles), but if maintained properly the cars were generally reliable. However, one notorious problem area was rust. Even cars in dry climates rusted badly, often in unseen areas such as around the windshield frames, so that when finally discovered, the rust was at an advanced stage.
In total, BMW produced about 30,000 E9 coupes between 1969 and 1975, including 11,063 examples of the 3.0 CS. About one-quarter of those cars were exported to the United States. U.S. exports stopped after the 1974 model year, due to difficulty (or possibly BMW’s unwillingness) with meeting new U.S. safety standards, though European sales continued through 1975.
The 3.0 CS was never intended to be a sales success. Its reason for being was to bring prestige and respect to a BMW brand that had high aspirations. An example of this strategy is shown in the above ad, where the text references that 3.0 CS owners “include quite a number of the rich and famous… film stars and even a dash of royalty.” The strategy to move upmarket worked, and BMW surged to success with the models that followed the E9’s era, particularly in North America. When this car was sold in 1974, BMW sold 15,000 total cars in the U.S. Five years later, that figure more than doubled; five years after that it doubled again. While not all of that success can be attributed to the CS, this car certainly did more than its fair share to build a foundation for BMW to proclaim itself The Ultimate Driving Machine.
BMW replaced the E9 coupes in 1976 with the E24 (6-series) coupes, which continued many of the traditions dating back to the 1960s CS models. The E24 was a full four-passenger coupe with an airy greenhouse, slim pillars, and the same distinctive elbow in the rear window as found on its predecessors. In fact, the E9-to-E24 transition was a rare example of a beautiful car being replaced by an equally beautiful car. And with the 6-series remaining in production until 1987, it built a legacy for itself that matched or even eclipsed that of the 3.0 CS.
Despite the arguably downtrodden era in which it was built, the BMW 3.0 CS outshone nearly every other production car of its day in terms of overall performance, dynamics, and even appearance. This car proves that even in the worst of times, good ideas are possible… and when they’re put into practice, those ideas remain memorable even decades later.
More on the E9’s successor: CC 1985 BMW 635CSi – Love or Lust?
Most successful nose job in history? Faring in the headlights on the Citroen DS in the late ’60’s maybe?
DS was already handsome, 2000 CS not so much.
My understanding was always that they grafted the entire front end from the 2800 sedan with minimal rework onto the CS.
The interior looks like a clone of the 2800 too, but given timelines, that lift and shift may have gone the other way.
I learned to drive in my father’s Bavaria and my mother’s 2002ti. They were great cars.
One of the few non British, non American cars for my lottery winning garage. The best looking BMW ever.
Nice car except for the US spec bumpers, these and the CSI were the ultimate driving machines the later efforts not so much.
Compared to the competition they still were, why original 6 Series was sold for over a decade before being replaced with V12 8 Series.
Amazing how douche the American ads were. Your fellow owners include celebrities and royalty, and lets be real pimps and drug pushers and embezzlers. Automatic status! All done in cheapskate black and white. This car deserved better.
Quite right John.
In actress Maureen McCormick’s 2008 autobiography, “Here’s the Story: Surviving Marcia Brady,” there is a chapter in which she describes her lost, drug-addled years following the cancellation of The Brady Bunch in 1974. She discusses a drug dealer and pimp she refers to as “Bill,” and that he drove a BMW E9 3.0CS. Maureen bought the same car, and when she wore that one out, she bought another. So she basically blew her entire Brady Bunch earnings on these Bimmers.
Gosh, this website is nothing but, Marcia! Marcia! Marcia!
I wonder how Jan spent her “Diary of a teenage runaway” dough. I bet she was a Toronado girl. And she only needed one, they never wear out.
Cindy was apparently into growing pot later in life, so maybe she got with Max Hoffman for a Binz Benz (buzz) wagon.
John –
I think you mean “Gauche” not “Douche”; at least I hope so.
As for pimps, et al owning these cars, that’s always a problem with nice things that are expensive. Some people will buy them simply because they ARE expensive, rather than for what they do.
There’s even a word for that: ostentatious. You can remember it by thinking “Austin Powers is ostentatious”
However, a beautiful well-made thing is still a beautiful well-made thing regardless of the unappreciative idiot who buys it.
I wasn’t referring to the owners of these great cars, who obviously would have all types, but the admen of the poorly put together ads above. Mercedes ads with their technical info and even high end GM with their beautiful presentation were so superior.
Wasn’t it an American agency that came up with “Ultimate Driving Machine”? Which people still treat as a contractual obligation or something out of Consumer Reports, rather than a hackneyed (admittedly effective) decades old piece of ad. copy. Assume the importer was responsible for the low rent campaigns, had BMW even gone corporate in North America @ this point? Don’t think BMW Canada existed until the ’80’s. And GM’s ad. budget was probably worth more than BMW was @ this time, pre 3/5/6/7 Series’ intros.
Jerry Garcia drove a CS, Jackie O. drove the sedan, George Carlin owned the later 8 Series. Elvis’s 507 is in the BMW Museum (Elvis had to paint it red due to the # of lipsticks phone #’s that were left on the original white, supposedly he gifted his 2nd 507 to original Bond girl Ursula Andress), John Surtees’ 507 just auctioned for over $5 million, Greece’s King/Prince William godfather 507 also being auctioned for million$, so not just hype.
Great piece on a great looking car. BMWism states the Giugiaro coupe was actually the first ‘Hofmeister kink’ car; it was released the same year as the 1500 but who knows who came up with it first.
The Hofmeister Kink is one of those great, subtle, design features that makes a particular brand instantly recognizable.
I think it works best in these early cars (the 3200 through the E9), which had the BMW roundel at the base of the C-pillar as well. As a added touch, the roundel on these cars doubled as the cabin air vent too – if you look closely you can see there’s an opening at the base of the roundel for airflow.
“. . . but who knows who came up with it first”
My nomination –
Hehehe
Actually, the 49 Cadillac Sedanette was there before the Kaiser.
Speaking of Kaisers and front end face lifts, did that BMW really have the best one ever?
That was the 1953 model. This is the 1954.
It went from a frown to a big baleen smile.
Nice plate on the back!
Actually, that rear plate really spoils the rear view, IMHO
Well, certainly a German plate would be a better fit, both literally and figuratively:
I admired these old BMWs mostly for the HUGE windows one could see out of with ease. Keeping in my proper character, I’d like to know just how far did that back side glass roll down? Barely?
I’ve seen many of these throughout the years, but never with any of the windows rolled down, believe-it-or-not!
Come to think of it neither have I. I’m sure a CCer can tell us
As a former owner of an E3 (1972 3.0 Bavaria), this is the car I really wanted. I don’t think a more beautiful, timeless coupe has ever been made than the E9. Also, I may possibly be one of only a handful of people that actually doesn’t mind the later bumpers.
Re: Zackman- The E9 is a true hardtop; the rear windows go all the way down.
Not completely. And as a former E9 owner, I’d have been perfectly content with the sedan, same engineering for have the price & no Karmann rust. Refused one due to auto., got home, realized what I’d done, car was already gone by the time I got back to seller, even sedans were so rare then. But I owned my dream car & never have to do it again, a (young) fool & his $$$ r soon parted…
Never realized how the “ungainly” front end treatment of the 4 cylinder cars matched the rear end treatment.
As much now as back then, BMW cars are not cheap to buy and maintain. That has not changed.
Many years (decades?) ago the “boss” of BMW stated, pretty much unequivocally, that BMW would NEVER build a “minivan” or MPV-type vehicle. BMW now sells a FWD and/or AWD minivan in 5 passenger or 7 passenger sizes. The company can now claim that no matter what you need in a passenger vehicle….they have you covered with an “….ultimate driving machine.”
Sounds like the BMW boss missed the Chrysler ads in the ’60s that proudly proclaimed that the Chrysler brand didn’t offer anything but full-size cars. That didn’t pan out over the long run either.
Its almost humorous today to watch brands like Porsche, Jaguar, and even Rolls and Bentley chasing after the CUV / SUV market.
And Honda too, I couldn’t believe it when they jumped on that bandwagon. “Never say never” in business.
Founder of GM called it cradle to grave marketing, something for everyone, BMW emulate Glory Days Detroit, they have quadrupled their volume since the ’80’s 3/5/6/7, doubled it in this century on crossovers, calling for another 50% increase on BEV – why they are still the family-owned independent BAVARIAN Motor Works, rather than Indian or Chinese (Jaguar, Rover, Volvo). Even Mercedes’ parent co. Daimler is now double digit owned by Kuwait & China, but as #1 truck manufacturer they should still be independent for a while to come (when not rebadging Nissans).
I am not sure I would want to be responsible for this car’s care and feeding, but I am glad that someone else has done so with this one. The light, airy greenhouse is one of the reasons that 1960s design ranks so highly in my book, and this car took the look well into the 1970s, yet did so in a way that made it look modern and desirable.
German cars were better than most at brightwork, using enough but not too much. The way an elegant lady wears jewelry.
This post made me stop and catch my breath. I have seen this very car in real life, most recently at the Automobile License Plate Collectors’ Association convention in Arkansas earlier this summer.
IIRC, this BMW has been modified slightly from its factory specifications with an automatic-to-manual transmission swap and a larger 3.3 (or 3.5?) engine from a 6-series. The exterior and interior trim remain original.
Amazing! I photographed this car in Arkansas over the summer. Of course, I wondered at the time whether it had really driven there from Pennsylvania, which would be a remarkable 1,000-mile trip in a 40-year old car. At the time I photographed it, there was also an early-1970s Buick Electra 225 (with Oregon plates, no less!)parked nearby, but I couldn’t get a good range of pictures of it.
Interesting about the engine/transmission swap as well. I never would have guessed, considering the very original condition of the interior/exterior.
Small world!
Not only was the car driven from Pennsylvania, but I crossed paths with the owner when he barrelled past me on I-44 in southern Missouri as if I was standing still! The BMW looked like it wasn’t even breaking a sweat.
The background scenery of your shots looks familiar…I’ll bet you captured it during the convention, too.
Here is a shot of the engine compartment.
And here’s our featured car the first time I saw it, in Des Moines back in 2012. It gets around!
You know, it just makes me feel good knowing that this car’s owner uses it, drives it, and (hopefully) enjoys it so much. Thanks, Andrew, for the background information about this very unique car.
Bought an 8 yr. old ’74 automatic in ’82, 5 of us (with luggage) road tripped from snowy Canada to spring break Myrtle Beach, also cruised Ottawa to Maritimes. Even with only 170hp & automatic, cut my Ottawa-Toronto road trip in 1/2, eventually came within 1 pt. of losing my license. @10 yrs. old, only rattle was keys in ignition over rail tracks, assumed that was why they moved to fobs. Eventually coachbuilt Karmann rot got it. Dream car until then & yes $$$ to maintain, but as the Brits say, you pay for ANY used car 2X, when you buy it & when you maintain it.
Perfect modifications to make it even more desirable. The owner is clearly a person of great discernment.
A really beautiful car with excellent performance. Too bad about the ’74 front bumper, which looks very much like the tacked-on afterthought it was. I guess U.S. exports weren’t enough to warrant a thorough, proper, integrated design.
As nice as it is, the article mentioned two items that have always turned me off to BMW. The first is cost. The fact that these cost $14,000 back then ($68,000 in today’s dollars) is stunning. To put this in perspective, a new ’74 Corvette started at $6,001. Add a big block and some options and you’re still under $7K. Even a base Porsche 911 was only $9,500. There were (and are still) simply too many other interesting alternatives available.
The second peeve is maintenance. Pricey tune-ups twice a year (plus more frequent oil changes, etc.) is something that only true die-hards would endure. A friend’s experience in this department with a 328i resulted in an early sale. He said maintenance costs were actually higher that a 380SL he later bought.
These may have been ultimate driving machines, but they came at great pain.
Is there any state or federal law that requires US cars to retain these ugly bumpers nowadays? A swap to a neat rest-of-the-world bumper would improve its looks no end.
It’s a pretty car and its operational characteristics clearly have some appeal. But, I’ve spent 40 years looking at cars like this and never understood the economics. In 1974 you could have purchased TWO well equipped, if not simply loaded, Oldsmobile Cutlass Supremes for the same money. Cars that also exhibited decent handling and were likely a notch or two roomier. For the deal you also got air conditioning that was guaranteed to cover conditions anywhere in the U.S., decent soundproofing, a monster parts and dealer network that had you covered anywhere, reasonable parts and repair costs and reliability and rustproofing that would carry the average owner to 1980 with relatively little trouble.
This is a car for the rich and famous (and likely a healthy ego) just as the ad says. But, when you look deep into it all, much of what you were buying was just marketing – and you had to put up with a fair amount of trouble for the privilege. Seems like some variation on the “Emperor’s New Clothes” to me.
A family member had a lifelong dream of owning a 3 Series BMW, and about 5 years ago, achieved it. After years of relative trouble and some mind bending expenses compared to his previous Honda Accord, he is ready to be done with the “Ultimate Driving Experience.” Whatever potential the car has over an Accord is difficult to notice on a trip to Target.
Sorry, but I must disagree on a few of your comments.
My Uncle purchased one of these beautiful cars new in 1973. Here in Hot & Humid New Orleans, the air conditioning was about as good as a warm, wet washcloth sapped on your face. The BMW dealer checked it several times, assured my Uncle it was working properly and that “ze problem ez wid da driva not de machine”. For about 4 months of the year he drove this car only at night. Several A/C specialty shops also checked it out, said it was doing the best it could.
Within two years, even here in salt free New Orleans, rust popped up on the door bottoms and the lip of the trunk lid. He had rust repairs done 4 times in the years of ownership.
This car was such a frustrating car! BEAUTIFUL body, potent (esp for the time!), smooth inline 6 cylinder engine and smooth, “click click click” 4 speed manual transmission, a darn-near-perfect ride & handling compromise, useable back seat and trunk….but a Toyota for 1/3 the price had better creature comforts.
Unk traded it off on a new Toyota Supra, offered it to me for the same pittance the dealer gave him on trade in. Knowing all too well the above listed flaws and the prices of the frequent tune ups and routine maintenance, I sadly, reluctantly passed on ownership/
Mark, you may want to re-read my comments, we seem to be on the same page and you provided some supporting comments with your Uncle’s experience.
My positive comments were on behalf of an Oldsmobile coupe you could buy for half the price of the E9.
D’oh! So Sorry. One day I will learn NOT to post on the internet before the coffee kicks in.
So the reduced list of the Toronado would subsidize the cost of feeding its V8?
On the subject of parts and dealer access, I have wondered about that for years. If an Escalade craps out in smalltown Alabama, the GM store in the next town car work on it…if a Range Rover does the same thing, where is the closest dealer? Even a simple trip to Florida from the midwest could really get derailed if the car needs to be flat-bedded to Atlanta for repair, then sits there for a week waiting for parts. I guess you hope and pray Enterprise Rent A Car has something big enough and continue with the trip.
In 1972 with my parents, and in 1985 or so on my own, we had trouble with GM cars while on the road. In my parents case, we pulled off in the smallish town of Grand Island, NE and we had a dealer for every GM division on the main drag to choose from.
In 1985 I stopped with my Oldsmobile at a tiny one car showroom Olds dealer in a town of probably 1,000 people in Minnesota. They got me fixed up and on the road in no time.
I think there is a reason many of the well off have a Suburban or Escalade in their garage next to their S Class or 7 Series.
After an expensive service @ BMW Toronto (of course, for a 10 yr. old rare model), fan belt broke outside Gananoque, Ont. Local Esso station put it on hoist & swapped it out. German engineering not necessarily exotic. Though yes, A/C will be weak & power windows slow, otherwise perfect (when maintained).
Ron Wakefield, the Engineering Editor @ Road & Track (see 10 Best List above) bought one, only recently, decades later, listed it on Bring A Trailer. Many markets now include maintenance to avoid Break My Wallet stereotype & ensure CPO inventory.
My father’s 1973 Bavaria came without AC but he had it added later (it was a dealer installed option, at least in Canada). It was a complete standalone unit that only vented air out of the vents in the cover (as can be seen in the photo car – those two knobs in front of the shift are for temp and fan speed for the AC unit and the vents are on either side of the knobs). If you were riding in the back, there was virtually no AC to be felt and it was completely useless in defogging the windshield. It was probably more effective in the 2.8/3.0 CS because the cabin was a lot smaller.
The AC also killed engine performance when the compressor kicked in.
These have got to be my favorite BMW design even with the bumpers. If I had one it would have to be at least an occasional driver. How could you refuse?
Such beautiful cars! That rare, complete package with good looks on the outside and a good “soul” on the inside.
Nice write up complete with important info like Giorgetto Giugiaro designed the 3200CS, I did not know that. You are so right about the new front end giving the E9 the most successful nose job in history. It’s a real shame that these cars are some of the worst rusting in history.
I, for one, would like to see the return of the no-nonsense, high quality, function-first interior aesthetic of 1970’s-1990’s German cars. It’s amazing how functional design also tends to be timeless.
So true! Unfortunately, BMW have been accused of being too staid (despite introducing hated iDrive to the market years ago) & their new dashes are much more digital & electronic. Even Rolls-Royce is criticized for being too traditional!
Great find and writeup on one of the all-time great BMWs, Eric. Interesting that you found it halfway across the country in Arkansas. Have you seen the white 3.0S sedan, in apparently immaculate condition when seen from a moving car, that is parked in McLean often? If you run across it and unlike me are able to get a photograph of it, you will have great material for a follow-on to this article on the 3.0CS.
Thanks! I have seen glimpses of a big white BMW sedan around here in the past. If I’m lucky enough to photograph it, I’ll certainly write it up.
Great write up on a car I always admired. Those bumpers are painful to look at. They will do a good job of protecting the beautiful bodywork, at least. A small bumper manual trans E9 coupe in Ceylon Gold Metallic with beige or tan interior would be my ideal choice. This example really gets around, nice to see that.
I detest silver cars, but this is one of the few that really needs to be bright silver with red leather.
By the way, my issue with silver, and other light metallics, is that color match can be a real trick, if any paintwork needs to be done. We’ve all seen cars that have obviously had collision work done, because a panel or two are 3 shades darker than the rest of the car, or there is an obvious blend line midway across a panel. I like solid black, or dark metallics, just for that reason.
This like you comment about european cars breaking down points more to abysmal trades training in the US than any real issue, a good car painter can match anything including faded paint the same as a competent mechanic can diagnose and repair any car it may take slightly longer but thats all.
best bmw ever.
I like the sedan version of this car too.I actually considered buying a used sedan in the late seventies but ended up with my CdV. Just a beautiful well balanced design. It looks like a great car for an enthusiast to own and drive. I think the magic of this car rubbed off on the 320I which was a more affordable vehicle. I saw a really clean 320I yesterday and it’s styling still looked appealing and fresh.
The 3200 reminds me of another Bertone designed car, the Alfa GTV. Those Italian designers got a lot of mileage from some of their designs, shopping them to manufacturers everywhere.
As to the E9 coupes; I always liked these cars, including the 2000CS, and when a 3.0CSi came up for sale at a reasonable price I immediately contacted the seller. A time was agreed upon for me to see the car. The car was red and looked great from a short distance. There were some rust bubbles in different places and I was aware of the inherent rust problems with these cars. During the test drive the car was flawless in its performance but no match for my E23 745i. That made me more critical of a possible purchase. But after the test drive I inspected the trunk and noticed that the shock towers were rusty. Those two things put the kabash on the deal.
My 745i is also responsible for my not purchasing a few Mercedes W116 6.9s. Test drives were disappointing when it came to acceleration. One test drive was on an airport runway.
I have to admit, from the first time I saw one of these cars, to today, I don’t get the styling at all. It’s just awkward to me, and the ’74 bumpers make it even more so. I see one of these, in a sort of “frosty” blue once in a while, driven by a former neighbor of mine, and I think even less of him than when he drove a brown Carolla back in the early ’80’s. The Toy was all he could afford back then, now the BMW is a nice weather toy, his daily driver is a Prius, in a very similar blue.
A friend of mine has one of these getting a refresh and a 5-speed conversion at La Jolla Independent right now. Hopefully, he’ll offer to let me drive it when it is done, as he did with his ’46 CJ2A. I have another friend that had one, but he lives in Virginia. It rusted out due to the horrible body design and construction. It was rotisserie-restored to original condition. Then it rusted out again, because of the accuracy of its restoration. He sold it on ebay several years ago for something like $8K as a rotten shell.
CC Effect … I saw a dark blue 3.0CS on I-5 today in Portland.
I remember a customer pulling into the service drive in one of these, a ’72 I think, in 1974. It was an Eastern car (we were in Los Angeles) and the complaint was that the rear seat belt retractor was jammed. Our technician folded the front seat forward, put one foot onto the rear floor pan, and an instant later was standing on the ground, one foot outside the car, the other through it. Of course the customer made a terrible stink (it wasn’t like this when I brought it in, my lawyer this, my lawyer that) but the car was an absolute rust bucket after only 2 years on the roads of New York. They corroded some in L.A. but we’d never seen anything like that! They were pretty, but had lousy bodies, all the foibles of the Bavaria, and the SLOWEST front electric windows you ever saw.
Part of the reason these were so expensive is their manufacture was contracted out to Karmann (of VW Ghia & The Producers drag queen fame). Apparently rust could be spotted on the new body shells before they even headed into the factory to be completed. For anyone who didn’t live in the ’70’s, this is why my uncle Ziebarted his Ford Galaxie 500 & then sprayed undercoat on the chassis every year. We salt our roads in winter, amazed my BMW lasted over a decade. Later read in British classics mag. that design flaw had sheet metal box inside driver side wheel well, would collect mud, gravel, grass, stone – behind that, left front dash, was fuse box, put on left turn signal 1 day, car started smoking, sheet metal had corroded right thru! This is why BMW drivers don’t signal. Well, 1 reason…
At the age of 16, I bought a manually shifted 3.0 CS. Well… 🙂 my father asked me in front of the BMW showroom `Shall we take her? She´ll be my last one and I will teach you how to drive her´…
Ten years later he passed away, at the age of 80. He had stopped driving two years ago, the CS stored in an overheated garage without any air circulation…
Times were good during the early 80ies, I became the proud owner of a stainless `68 Camaro RS in petrol green metallic then and there was dad´s green CS, perforated engine wall, perforated floor from pedals to rear seat base, perforated sills but running like the devil…
One could turn off the garage heater and put the Camaro inside, because…
I woudn´t call the e9 a BMW, she was a Karmann with bimmer parts on it, but she also was… dad´s car.
In the late 70s I had a friend who was an architect and quite stylish. He drove a first generation Prelude which I found a bit underwhelming ( a Civic without a back seat), but occasionally he would show up driving his mother-in-law’s 2800CS. What an amazing car. I never met his MIL but she must have been something special. One thing always bothered me about this car. I always felt that the chrome trim should have continued across the edge of the trunk lid. Obviously they would have done it if they felt it was appropriate, but it looks as if it is missing to me.
The Federal required bumpers on this car have a very strong 1950 Studebaker vibe going on.
I’ve always liked the 2000 CS better. More Germanically weird front end (even if an Italian did it). And the interior – notice the beautiful old school steering wheel with the wood (or approximation) and *sigh* lovely half circle horn ring. Also gracefully weird arm rest/handle.
OK, I am biased…I have a 1967 2000CS…But here goes:
1. The 4 cylinder 2000CS predates the E9 designation. It actually is a Type 114.
2. The front end design is, admittedly, an acquired taste. True, a lot of people never did and never will. And contemporary reviews didn’t care for it either. I like it, thinking that it has aged reasonably well.
3. Look at the side of the 3.0 CS as pictured above. It has the turn signal blister, running lights, and the chrome vent. The 2000CS has none of these; it is clean and sheer in comparison, and presents better. OK, the vent looks nice on the 3.0CS, but the blister and running lights detract some, as least in my view.
4. The 3″ difference in hood length (to accommodate the straight 6) does not distract from the 2000CS overall impression. Yes, the 3.0CS hood looks quite nice.
5. A little CS coupe minutia: When the 2800CS was introduced, they swapped the instrument circular pod (fuel, temp, oil and alternator light) from the far right to the far left, but pretty much left the rest of instrument panel as is.
6. Would l like to have a 2800CS or 3.0CS along with the 2000CS? Certainly.
7. BMW should have continued the “Corvair-like” chrome beltline through the trunk lip.
Correction to above: It is a Type 120, not 114.