Ed: Please welcome our latest CC Contributor, “PoGood”, who hails from Poland. This post includes his pictures as well as some shot by me.
Recently I found this BMW 8-Series parked next to my house. As a departure from typical BMW design standards (and somewhat the opposite of essential BMW philosophy), the 8-Series was one of BMW’s riskier moves of recent years. Since the late 1960s, BMW had become synonymous with sporty handling, great dynamics and advanced technology, and renowned for cars designed to engage drivers in the pursuit of ultimate driving pleasure. So did the 8-Series fit that bill?
Well, not at all.
The 8-Series was not intended as a direct replacement for the 6-Series, which was a sporty, compact, agile coupe with sleek looks, good weight distribution and, in the case of the 635 CSi, brisk performance. Instead, it was purpose-built for another kind of customer: the 80′s/90′s yuppie crowd. The car was very good looking, well equipped and exceedingly stylish–a stockbroker’s wet dream. A car to be seen in. An “über-machine”. Per the typical Gran Turismo, it was designed more for fast cruising than cornering orgies on mountain roads, and better equipped to spoil you en route from the downtown office, than thrill you on a weekend drive over the nearest mountain pass.
A sort of a luxury-barge. A posh-mobile. A status symbol of massive and shiny technological overkill.
Just one look at the sloping bonnet with pop-up headlights told you it was fast. The wide tires and long and wide stance signified it as a seriously quick machine. Add in the luxurious and roomy interior, with its great seats and hundreds of center-console and instrument-panel buttons and switches, and you had a modern automotive interpretation of the medieval cathedrals that were built to make a crowd feel minor and pray to the lord of power.
Oh, and it was powerful. Debuting as the 850i, it was powered by a 300-hp V12 engine–something offered by no other manufacturer at the time. The engine, at once very powerful and torquey and very elegant and refined, propelled the big coupe with ease.
If you ask BMW designers and engineers of that era about their targets for this car, they will definitely point to the Porsche 928, another big, strong and heavy luxury cruiser, which had been introduced in 1977 and was built nearly 20 more years. It was a clear benchmark for the 8-Series.
Probe a little further and they’ll also name other cars of the same period that could also have been alternatives to “the Bimmer”, including the Mercedes SL and SEC models and the Lexus SC400. While they couldn’t beat BMW and Porsche in all disciplines, they were nonetheless really good in some. The SL was a luxury convertible and a very advanced car; the SEC, more comfortable and far less sports-oriented, was more suited to “serious men” who didn’t wish to be seen in an “unreasonably sporty car”.
The Lexus was a bargain compared with the others, delivering sleek styling, good looks and great equipment and refinement levels, and a V8 about as smooth as the BMW’s V12. It was a serious contender with only one major downside: no prestige, at least at the beginning. That would change quickly, especially in the U.S. At roughly half the lofty price of the BMW ($78,000 in 1991), the SC 400 undoubtedly impacted the 850i severely. After selling only 7,232 cars in the U.S. over seven years, BMW pulled the plug in 1997. A rather embarrassing disaster.
Today we know a lot about market niches, those specific customer groups willing to pay more to appear individual and stand out from the crowd. We have also become much more focused on the image a car gives us than we were in the early 90s. Clearly, the BMW managers saw those needs much sooner. They chose their customers well, but in the end the whole idea of an über-coupe didn’t pay off.
You need to drive this car to discover its greatest weakness. I had a chance to drive two of them–an early 850i and a very late ’98 840Ci–and boy, are they different…
The 850i had a rather heavy engine and rather modest-sized wheels and tires (235/55 ZR 16). It drove like a boat on stormy waters, floating on tip-toes and feeling nose-heavy and very massive. The model I drove had one of the first steering wheels with an airbag, and it was surprisingly big for a sports car; certainly, it didn’t add any sportiness to the ride. And inside there was total silence, with minimal wind noise and nearly none at all from the engine and exhaust.
What was good about it? It was very well made, quite comfortable on harsh roads, and very fast. Not really sporty, for sure, but very, very quick.
I also spent some time behind the wheel of a 1992 Ford Thunderbird LX, and those memories popped up as I was driving the 850i. For me, the 850 was more of an evolution of the American personal luxury car than a real sporty coupe. It was like a guidebook for the designers of future Thunderbirds/Cougars and even Eldorados/Mark VIIIs. It showed those big, comfy coupes the way they would go as they grew out of their price brackets. Driving a V8 T-bird was in many ways very similar to driving the 850i. Both were big and comfy; quick, but not sporty; luxurious, but somehow not very charismatic. And that’s the biggest sin the BMW 8-Series carries upon its shoulders. It has neither the sex-appeal of a nimble sports coupe nor the refinement of such more mature personal luxury cars as the Bentley Continental GT.
Two years later I had a chance to do nearly 200 kilometers in an 840Ci. It was a much younger car equipped with the best engine available for that model, a light and very compact 4.4-liter V8, which was mated to a five-speed automatic gearbox. This car handled much better than 850i, as its lighter engine was located well back into the engine bay, behind the front axle and very low. It had slightly less power than the V12 (286 hp vs. 300 hp), but nearly the same torque–and a much better gearbox. That made a lot of difference to the driving experience.
With updated suspension and a lovely small, 3-spoke steering wheel, this car felt much more sporty than the earlier model. It rode on 17-inch alloys fitted with properly low-profile tires that greatly improved cornering and grip. In fact, it felt like a totally different car and I loved it very much. It did share one major flaw with the old 850i in that it was far too quiet. I’d love to hear more “V8 songs” than wind noise…
But you know what? This car makes me think: What would I buy TODAY, assuming I were a bloke capable of buying an 850i or 840Ci? For one thing, I’d be 20 years older, probably with grown-up kids who drove their own cars and mostly visited my house during spring break at university. My wife would have become a serious lady. Or perhaps I, like some other men, would have to present my manhood to a subsequent trophy wife 20 years hence…what to choose from today’s showroom offerings?
One natural move would be a new 6-Series – bigger, less radical and far more luxurious than the recent “Bangle-styled” 6-Series. But will I? I don’t think so…
I think that the customers capable of buying such cars at the time have gone off in three distinct directions: Some went upmarket to a Bentley Continental GT or Porsche Panamera; some older buyers switched to higher-sitting SUVs like the BMW X6 and Porsche Cayenne, simply to avoid having to bend while getting inside; and others went into a niche occupied by the Mercedes CLS, BMW 6 series Gran Sport or Audi A7.
And what does that leave on the personal-luxury coupe battlefield? In my opinion, only the Mercedes CL series and Bentley Continental GT.
Meanwhile, today you can go out and buy a good 8-Series for anywhere from $10,000 to $20,000. Sounds like the bargain of the century, doesn’t it?
The orginal 8 series seemed like it would have been a fun car with a complete engine/transmission/electrical system transplant from a late 90s Corvette. At least then it would be as reliable as it was good looking.
Or you could save yourself a pile of time and money and just buy a new Ferrari.
+1. Stay away from `classic’ BMWs.
Beautiful cars for sure. But their techno-overkill made them maintenance and repair nightmares even when new. At their advanced age nowdays ( 20+ years old ) they’re much, much worse.
Plus the early BMW V8 engines with their Nikasil cylinder blocks were another huge headache…
“Meanwhile, today you can go out and buy a good 8-Series for anywhere from $10,000 to $20,000. Sounds like the bargain of the century, doesn’t it?”
Not if one considers what most BMWs are sold for, today – STATUS. Snob-status, to be specific. Today’s BMW customers are becoming what yesterday’s M-B customers became: Wealthy, uncritical older buyers who are uninterested in the engineering, passively accepting of the styling, and blindly loyal to the marque.
It seriously hurt Daimler-Benz, as bad habits and arrogance were cultivated and reinforced and then put on display in the Chrysler debacle. And it cannot but hurt BMW as their customers go the way of all flesh, and develop geriatric shopping habits…and finally exit the market, so to speak.
When new those cars were without peer…I have no doubt. But even when new, operational costs reflected purchase price and expected owner resources. To have one of those things as an OLD car? Thanks, no.
I’ll second that. At one of my previous jobs one of the guys in my work group owned a mid 90s M3 BMW. The sociology of people who buy older luxury cars is always interesting.
The thing was nightmarish on parts. Stuff broke constantly and most things were dealer only parts. IIRC it was eating $6-8k year in parts & labor.
I can only imagine how bad parts would be on something older, made with 80s cutting edge tech and a much smaller production run.
Look at the archaeological evidence (this article). We have finally earmarked the beginning of the transition of BMW from “the ultimate driving machine” to “the status seeking snob’s shiny, pretty, toy”.
And every BMW that follows tried to be a smaller 8-series.
No way this car can be considered a bargain. They had huge issues even when new and as a twenty year old, it is going to be el mondo money pit.
Hell, all BMWs are money pits. The new ones are over priced to beat the band and a used one is a sure-fire way to max out your Visa on a regular basis.
“Hell, all BMWs are money pits. The new ones are over priced to beat the band and a used one is a sure-fire way to max out your Visa on a regular basis.”
I have to disagree. BMWs from the M20, M30 era are very reliable and not expensive to maintain. They are well built cars with incredibly durable low fuss engines. I have had an e30 for the last few years and I have yet to take it to a shop. I have done all needed work myself and I am no expert mechanic by a longshot. It just hasn’t needed much. I would say that my experience is an exception but the other folks I know with old 3 and 5 series have had similar experiences.
I didn’t get my car for the snob appeal. I got it because it was an inexpensive way to have a fun car to drive as a counterpoint to my other car: a Volvo 240 wagon. Beyond driving dynamics, which are very different, the cars have been similar in terms of cost per mile, that is cheap.
I stand corrected. Thirty year old BMWs are reliable. The new ones, however, are disasters. I stand by that assertion.
This is still a way too general statement. The two daily drivers in my family are a 17 year old 328i and a 10 year old 330d. Except for the intake manifold on the latter (swapped out preventively) and a couple of minor electrical gremlins, they have given us no trouble and never left us stranded. Both have superb handling and great engines. If you know what models to choose and service your car regularly, you can still get a lot of driving pleasure out of a BMW at bargain prices.
I owned a 1991 850i and currently own a 1994 840ci. I consider the 8 Series among the most beautiful cars ever produced, by anyone. 20 years after introduction it still looks magnificent and continues to be copied poorly (Audi A5).
The 12 cylinder can be very expensive mechanically, but not so for the V8 which is a shared engine among the 5 and 7 of the era. Cosmetic and trim parts are expensive due to low production. But the real challenge is finding a mechanic or BMW dealer who knows the car; My local dealer in Nj had NEVER seen one, whereas they are common to BMW in California – where most seem to have been sold.
Both the 12 and 8 drive pretty much the same, although I distinctly remember feeling the power curve of the 12 was infinite….they are quick, handle beautifully, and for a few hour drive – there is nothing better – as long as you’re in the front seats
None of the car rags at the time had anything good to say about the driving dynamics of this car. But the interior was probably the cars downfall. I won’t say it was cheap, but it certainly wasn’t commensurate with a car this expensive. Designworks in California was called upon to redesign the interior, but by the time the upgraded interiors made it to market, it was too late. $10,000 might seem to be a steal, but a blown head gasket (the V12s were known to have this problem) would make the purchase price look like a down payment.
Just follow the path well worn by Jag owners and swap in a 350 SBC.
That made me sputter on my coffee!
I don’t know whether to nominate you for an award, for making the thing affordable, reliable, and serviceable in one move…or damn you for the blasphemy! THINK…the pride of a century of German engineering, defaced with a MASS MARKET V-8!
And in Munich? “Vee…are not amused….”
> the pride of a century of German engineering
You still have that as long as you don’t tell anyone what’s under the bonnet.
Been done (L98 in pic), but 350 conversions are old-hat; it’s all about LSx swaps now. Stand-alone retrofit harnesses are a few hundred bucks. An 8-series LS1 six-speed manual would be an awesome ride.
I also remember some serious complaints about headroom, even in front. I’ve never ridden in an E31 and am not tall enough that it would probably make much difference, but I recall that taller reviewers found that a dealbreaker even if they could have afforded the tab.
Very good read. MOAR!
These things were so much junk that that at least one has been entered into LeMons racing.
Half way down the page:
http://blog.caranddriver.com/24-hours-of-lemons-thunderhill-bs-inspections-180-cars-foolish-engine-swaps-galore/
I believe they designed the V12 as basically 2 6es with seperate fuel pumps and ECUs for each bank.
I am amused by the BMW (cellphone?) held on the console with what appears to be a rubber band.
I knew the 928. You sir are no 928..
Ha! Such a shame that the only BMW that’s not butt-ugly to me ends up being a POS.
The first 850i on the left coast made its appearance at my summer job at dealership on the Eastside, just outside of Seattle. I was 18, and was for some reason, allowed to drive a $90,200 car. With supervision of course. It was quiet on highway 520, and traffic started moving very slowly around me. Nope, I’m doing 120 mph. The only other cars keeping up were a 928 and a 300zx twin turbo. Three red cars, thundering (or whispering?) down the road. Time to slow down and turn around. Put that car back in the lot and don’t go near it for fear of my license self-shredding. But I still want an E30…
Nineties icon, and it’s a pilarless hardtop.
Great article on a rather forgotten car! I’ve maintained and interest in these for a while…admittedly part of the appeal is their low value here in the UK…..and anyone that knows me knows I don’t like paying much for cars.
I now know why the values are low, didn’t realise the engines were problematic or the electronics were poor. Not sure that BMW have ever built their reputation on forward thinking technology though! Think Citroen for that; and look what’s happened to them!
Interesting that several amongst us feel that BMW is going downhill- that fits in with what I’ve thought for some time- there owners ate getting too old, BMWs are becoming commonplace and are loosing their identity and appeal as ‘the ultimate driving machine’.
To me the ’1′ series is a woeful mistake, too small, too cheap too commonplace. Simliarly the Audi A1 does nothing for the Audi brand.
Interestingly the Mercedes ‘A’ class did MB no favours 15 yrs ago and they went through a bad patch.
In Rhode Island there is an older gentleman that lives near me that has had one of these from new. (I think it is a ’92 if I’m not mistaken.) It is pearl white with beige leather and it still looks awesome. In fact my wife always comments on it when she sees it. I spoke to him about it once and he says he still loves driving it after all these years. It has been very reliable although when he needs a part it can be expensive.
My mother has a ’98 528 and it too has been extremely reliable. The only problem she ever had with it was a hose blew and it nearly overheated, but luckily she was smart enough to turn the car off before causing any serious damage. Other than that it has been a fantastic car. I often tell her to trade it in and upgrade to a newer one and she flat out refuses. In fact, the mechanic she goes to says her model is one of the best. The newer ones are a lot more troublesome.
Here is a picture of the 1994 840ci interior, which is identical with the 12 cylinder cars. In 1995 they added a bit of wood trim to the center console….All business in the cockpit. First car to incorporate drive by wire, meaning no mechanical linkage between accelerator pedal and engine; first car to incorporate the seatbelts INTO the seat structure – which is why there is no rear legroom. Just a blast to drive though when you want to cover a large amount of territory quickly….
I just bought a 1993 850CI. It has the EDC which greatly improves handling when you want it, but making the ride on some roads where I live a bit harsh, totally worth the back pain! Best 18K I’ve spent