(first posted 11/1/2016) Mercedes-Benz may have been a more established global player among European luxury marques, but by the 1980s, BMW was demonstrating that it could indeed best Mercedes at its own game. Cars like the E28 5 Series and E30 3 Series proved highly popular with the upwardly-mobile, white-collar baby boomer crowd, and while the first generation E23 7 Series was a successful effort, it was the E32 which truly elevated the 7 Series to S-Class levels and beyond.
Not to impugn the E23’s legacy in any way, but by the time of its departure, it was a full decade old. Introduced in 1986, it’s an understatement to say that the E32 was a far more significant car than its predecessor in every way. Larger, more luxurious, and more powerful, the E32 also boasted bolder styling, and most notably numerous cutting-edge technologies and innovations.
Up until that point, successive generations of full-size luxury cars typically made advancements over the cars they replaced, however, apart from a few mechanical improvements here, a couple of added luxury features there, and modernized styling, the difference between one generation and the next was not a night and day affair.
The E32 was truly a game changer in this way, as technologically speaking, it propelled the 7 Series light years ahead of its predecessor and most of the competition, making them seem almost archaic in comparison. It also played a major part in making this rapid and consistent technological advancement the expected norm in luxury automobiles, by which a 3-5 year old car will be instantly outdated in its technology features.
Mechanical innovations included Electronic Damper Control active suspension, allowing automatic and manual adjustment to each damper based on the driver selected comfort or sport settings, as well as road conditions. In addition to improving ride and handling qualities, EDC also improved braking and traction, ensuring maximum contact of each wheel with the road.
Automatic stability with or without traction control, self-leveling rear suspension, Servotronic speed-sensitive power steering, and acoustic park distance control were all options, with the majority of them standard in the top-spec 750.
Speaking of which, among the E32’s most notable breakthroughs was its 5.0L V12 engine, the first such twelve-cylinder for BMW. Fully skipping offering a V8 in the 7 Series, BMW engineers essentially joined two M20 inline-6’s at a sixty-degree angle to create the M70 V12. Producing 300 horsepower and 330 lb-ft torque, it was capable of propelling the 750iL from zero to sixty in a then-impressive 7.8 seconds (by comparison a modern 750i xDrive’s 4.4L V8 can do it in only 4.3 seconds).
Several years into production, the E32 750iL was also the world’s first production car to feature Xenon High-Intensity Discharge headlamps. Featuring a brighter, bluish-white beam of light, Xenon HIDs are widespread today, but Litronic, as BMW called it, quite cutting-edge for 1991.
Equally notable, were some of the E32’s novel interior amenities, such as built-in car phone, power-adjustable steering column, 10-speaker sound system, 6-disc CD changer, double-glazed windows, power rear sunshade, electric rear seat and headrest adjustment, heated front and rear seats, and a board computer controlled by column-mounted stalk, just to name a few.
In Europe, the 750iL also offered a pricy “High-Line Fond” (rear) package, aimed at those who preferred being chauffeured in the Ultimate Driving Machine. Components included a full-length rear floor console trimmed in buffalo leather and burl walnut, hinged tray tables made of burl walnut, a champagne cooler with space for one bottle and two glasses, four-zone automatic climate control, and power-adjustable rear heated seats. A fold-down rear center armrest housed the rear telephone as well as controls for the cassette-stereo and CD changer, rear sunshade, and even redundant fore-aft controls for the front passenger seat.
Of course predicted luxuries such as natural grain full Nappa leather upholstery, genuine burled walnut wood trim, dual-zone automatic climate control, remote keyless entry, headlamp washers, and 10-way power adjustable front seats with a 3-position driver’s memory seat were standard in every 750 (standard equipment on lower models varied, especially by market).
Design-wise, the E32 carried over signature BMW styling elements while showcasing crisp, new design language. Dual kidney grilles, forward slanted front fascia, quad round headlights, and Hofmeister kink were all retained, making for an unmistakably recognizable look.
Versus its E23 predecessor however, the E32 emitted a far more muscular look, with sharper body lines, longer hood, a more aggressive front fascia, a more upright trunk, and more athletic proportions. It was also a larger vehicle too, with the body’s widest point being at the rear doors to give maximum space to rear passengers. A vehicle with far greater presence, the new 7 Series was a far more befitting Bavarian flagship. Welcome to the big leagues BMW.
With the E32, BMW also introduced its now signature L-shaped taillights, something that would briefly take a hiatus with the 3, 5, and 7 Series introduced during the 1990s, but return with the E46 3 Series, and appear in nearly every BMW design since.
In addition to its robust 5.0L V12 added shortly after the start of production, the E32 was initially available with the choice of two inline-6s found in the 3.0L 730i (185 hp) and 3.5L 735i (208 hp). Beginning in 1992, BMW reintroduced V8 power — having exited the 8-cylinder game back in 1965 — with the choice of two new V8 engines premiering in the 5, 7, and 8 Series.
The E32’s 3.0L version was somewhat confusingly designated “730i”, as the same displacement 730i I6 continued to be offered. The larger 4.0L was fittingly designated as the 740i. With 282 horsepower and 300 lb-ft torque, the 740i was capable of achieving identical zero-to-sixty times as the 750iL due to its lighter weight and 5-speed automatic. The 735i and its I6 were correspondingly dropped following the addition of the two V8s.
As far as transmissions went, the 730i (I6), 735i/735iL, and 750i/750iL were all available with a 4-speed automatic, while the standard transmission in the 730 and 735 was a 5-speed manual. The V8 730i also came standard with a 5-speed manual, however, in one of its first such applications in a production automobile, a 5-speed automatic was available in the V8 730i and standard in the 740i/740iL.
Externally, V12 and V8 models were distinguished by their wider dual kidney grilles and corresponding wider power dome on the hood. Six-cylinder models continued using the more traditional narrower (and thus more vertical looking) dual kidney grille. Of course, to make things confusing, upon special request, the 750 could be ordered with the classic narrow kidney grille.
Taking a play out of Mercedes’ book, for the first time, the 7 Series was available in an extended length “L” (for Lang, German for “long”) body, which rode on a 4.5-inch longer wheelbase. Placing a greater emphasis on chauffeured rear seat passengers, all of this additional length went to rear legroom. 735iL, 740iL, and 750iL models were all offered over the E32’s production span.
Ending production in 1994, E32 7 Series sales amounted to over 311,000 units, a very reasonable figure for a car in the 7 Series’ class. While the E32 was a successful car in its own right, what it did for the BMW brand, and its lasting legacy are all the more significant.
Although BMW was steadily building its premium image, especially in North America, it was the E32 by far which elevated and solidified BMW’s elite status as a world-class luxury brand, fully on par with the likes of Mercedes-Benz and Jaguar. With its highly advanced powertrain, cutting edge tech features, sumptuous amenities, and BMW’s unmatched dynamic handling characteristics, the E32 7 Series was one of the greatest steps forward for the Bavarian brand, and a proud display of all its might.
Cementing the 7 Series’ flagship status, the E32 was a true game changer, and one that even had Mercedes quivering in its shoes, causing Stuttgart to delay the launch of its W140 S-Class by nearly two years in order to add even more features and their own V12.
Although the E32 has been out of production for over two decades now, many of the technologies it pioneered are still being used in BMWs today. With each successive generation, the 7 Series continues to be the vehicle debuting BMW’s latest innovations, many of which soon trickle down to less expensive BMWs.
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An interesting history, Thanks Brendan! Still a handsome and elegant car to this day. For me, at least, one to be admired rather than desired. That was reserved for the contemporary three and five series. E34 M5 with turbine wheels – yes please! But the back seat on that iL did look pretty appealing to a 13 year old, 6’1″ me, used to riding in the back of an old Subaru wagon. I was actually disappointed when they introduced the V8’s to this series – I always thought that a six or a twelve suited a luxury car better. It does worry me a bit that I find this car more attractive than any BMW released since (concurrent 3 and 5 excepted). Am I getting old and irrelevant already? This one seems to have weathered well, but who knows what gremlins are sleeping in that engine compartment! Oh, and the ten-spoke wheels on that dark (stock photo) example are truly hideous – they ruin the look of the car completely.
+1 on the wheels. They scream “Look at me!” on what is basically a stealth design.
Nice article Brendan. The advertising and stock photos from the ’80’s really bring me back. My automotive tastes were never oriented toward expensive luxury cars and so it was interesting to read on how these really accelerated the technology arms race for their competition. We had a subsequent generation 740i (E38) in our stable for a little while a few years ago. It was thrust upon us and not a choice that I had a hand in, but it sure was an interesting journey.
As an engineer, I can appreciate the unreal amount of analysis and thought that went into these, but it was loaded down with technology to a point that was ludicrous. I realize that this was what the market was demanding, but much of it was partially or entirely pointless. Things like power tilt and telescoping steering, power sun shades, etc. The car appeared well kept, southern car with no rust, and had 140k miles on it and 10 years old. In short, it was a nightmare to keep working correctly. I realize that the care and feeding of these cars was never intended for the weak of wallet, but man, you would have to be a glutton for punishment to keep one of these going at 10+ years old.
That is what really bothered me about that car. Absolutely brilliant mechanically, suspension, body, interior, etc. The type of car that would go a half million miles if not for all of the electronics letting it down. BMW did make a car for those of us that want to keep them a long time–our E46 3-series is a 2002 with 170k miles and is a rock solid car with a repair requirement is that is not at Toyota levels of reliability, but still completely sustainable. I guess this is what you get when you wait for the technology to be tested on the 7 series and then trickle down to the 3.
You completely miss the point of such a beast. Ten years old with around 140k? It went above and beyond the call of duty.
These things are, first and foremost, a means to flaunt your wealth-full stop. It doesn’t matter if they prove a headache for the second or third owner, the only one that really matters is the first.
If you want a luxury car that can go forever and a day, get a Town Car. Of course, compared to a 7 series it’s pretty crude and archaic, but it was never designed to be a cutting edge prestige car.
Up until the 2001 models, these were great cars. That monstrosity that followed in 2002 is another story…….
What was the pricing?
The E23 was the “first generation” 7 Series in name only. The modern story really begins with the E3.
BMWs are great for stroking the heighten ego, but not worth the disappointment. So many first time BMW owners have their expectations dashed with the constant maintenance and headaches. As time progresses, the car turns into a beast of burden and the owner resents the purchase. That’s why Lexus are appearing in more and more driveways of upscale neighborhoods.
Great write up Brendan, but what I think you have here is a 735iL (i-6 with the long wheelbase).
Besides the wider kidney grill and hood, the other exterior tells of the 1988-89 12-cylinder cars are square exhaust tips versus round (on the 6cyl.), wheel design (750iL wheels on image 13 above) and the little inlet in the air dam under the left fog light. I think a new air dam with larger inlets on both sides featured when the V8 cars arrived. Inside, the 750iL added full leather on the console and lower dash and the rest of the door cards below the veneer.
These were truly wonderful cars that were both elegant and a blast to drive. Too bad they were so complex that even low (<75k) mileage cars quickly became uneconomical to repair properly.
You are indeed correct. This listing was on the window and I just went by that. However upon a VIN check, yes it is a 735. Talk about false advertising :/
I doubt it’s worth anywhere near the asking price either way but would venture it will probably sell faster and for more money as a 735iL than as a 750…It’s a good thing the dealership has “Higher Standards” as on their tagline…
Back in the days when the model designation on the trunk lid was honest and meant something – series designation and engine size.
Nowadays there’s as much honesty in a BMW designation as there is ultimate driving pleasure in all models.
Just like how the Ford Mustang “5.0” was 4.9 liter.
When I was in law school and in the grip of BMW love, a friend’s boss (not a lawyer, btw) had a 733 from maybe 1983 or 84. I got a brief turn behind the wheel when my friend was given the keys for a weekend when the boss was out of town.
It was everything my young mind thought that a BMW should be. The silky smooth six and its five speed got the car to near three digits quickly, where it felt perfectly planted.
With this singular experience under my belt, you can see where I might be less enamored of this car than you are. To me, these represented BMW chasing yuppie dollars instead of providing the ultimate driving machine. I have no doubt that it drove well, but it seemed to me that these were about complex and impressive gadgetry more than about the machine.
^^Sums up my experiences and impressions exactly. My first exposure to the marque was in college, when I dated someone who drove a 1984 318i. It was a simple, straightforward well-buttoned-down car that felt solid and performed admirably. Later I worked for someone who owned a 1983 733i. It was comfortable, felt solid as a rock, had a perfectly balanced and ergonomically ideal 5 speed manual transmission and did EXACTLY what all the hype proclaimed it should.
Cut to 2001 or so and I had a good friend who drove a 1995 7-something iL. A big, solid feeling car, but it was a complete technological boondoggle that had more quirks than one could count. On the road it still felt like a BMW “should”, but what good does that do when virtually nothing works right on a 7 year old car that retailed for over $80K?
I’ve been close to quite a few BMW owners and have yet to hear anyone say that their ownership experience has been without maintenance and repair headaches, and I personally have never aspired to own one myself based on my own unscientific ownership survey.
My best friend has a fairly recent model 535, and while a very nice car, he has quickly learned that these cars are ridiculously expensive to maintain. A simple break job that would cost me about $240 on my Mustang, costs him about $850 or more on his BMW. I think he’s going back to a domestic or a car from Japan on his next purchase.
Back in the 80’s when I was growing up, my dad had a lawyer friend who bought one of these new and then put on a personalized plate that read “PAIDFOR”. I still associate that mindset with the 7-series….show off how much money you have.
Nice write-up Brendan. Whenever I see one of these cars, I am reminded of an opening scene of an episode of “Homicide: Life on the Streets” that was filmed here in Baltimore featuring Soul Coughing’s song “Super Bon Bon”. The 7 series is featured prominently in this scene. The 740i pulls up ‘curbside’ behind a previous generation 7 series, and the spotter tags the car for the thief so the correct BMW is stolen. Obviously, this episode was about a car theft ring, and sets the tone for the show before the opening credits…
Hi,
you can see at around 1:10 that the stolen car in the video is an E38, not an E32.
BMW’s 5 speed automatic was a GM design.
It was actually designed and produced by ZF Friedrichshafen AG in Germany.
http://www.zf.com/corporate/en_de/magazine/magazin_artikel_viewpage_22099816.html
Looking at Wikipedia the GM 5 speed (built in France) was only used on the 3 and 5 series BMW’s. The V12 may have been more torque/power than the 5L40 was designed for.
GM was one of the three suppliers of transmissions BMW used in the late-1990s, and the GM 5-speed auto did appear in mated to several engines for the 3 and 5 Series.
Most BMWs however, including 5-speed autos of this generation 7 Series, used the ZF 5HP transmission.
I recall reading somewhere that BMW asked GM to design the 5L40 for them, as they were not happy with the ZF transmission, possibly something about reliability. So I sort of thought that all BMW 5 speed automatics were GM’s. But I am not an expert on BMW.
The 740i also used the five-speed, but the 750i and 850i stuck with the four-speed auto. I think you may be right about torque capacity; the V-12 was rated at 450 N-m (332 lb-ft) compared to only 400 N-m (295 lb-ft) for the initial 4.0-liter V-8.
IMHO, the 1989 BMW 750 il was the best looking car BMW made. The last of the good looking BMWs produced.
Because I’m a car nerd, I’m always interested in when features/options were available first. Such as the first car available with power windows, air conditioing, etc.
Was this the first car available with electric REAR seats?
I know an electric rear seat adjustment option was available for the 1975-80 450 SE L 6.9. It was a bench, however. Could also be heated on request.
I suspect the electric adjustment would have been offered on earlier LWB W116 models.
Not sure about electric, but as far as I know the first production car (ignoring a couple bespoke Rolls Royces) with power rear seat (hydraulic) was the Mercedes 600, in 1963. Power electrics quite possibly did debut on the 450SEL 6.9.
To my eyes, the 5 and 7-series BMWs of this era are truly timeless designs (the e34 and e32, respectively), as are the two models that immediately followed (the e39 and e38). I equally (or more) love the e28 and e30, but those to me are more period specific designs. I rather liked the e36 during its time, but the design hasn’t aged as well as some others. These were the BMWs I grew up with, and at the time I really lusted after them. I wonder if BMW generates the same desire among folks growing up with their modern designs.
Funny that you should mention that… When I was younger, BMW was a definite lust object for me and and my peers. I was so proud when I was able to get one of my own, and BMW still ranks as an all-time favorite for me and my wife. Today, we have a 535 Xdrive and a Jeep Grand Cherokee. If I were a teen picking between those, I’d definitely want to drive (or ride in) the BMW. But not so my teens: they love the Jeep. It’s the one my 17-year-old daughter always wants to drive, and my 14-year-old son prefers to be chauffeured around in the Jeep as well. To them, and their friends, the Jeep is “cool.” My daughter, with the look of disdain that is a specialty of teenage girls, informs us that the BMW is a “mom’s car.” Nice, but so boring… akin to how I felt about my mother’s 1979 Oldsmobile Ninety-Eight when I was growing up. How times change…
An acquaintance got one of these – a ten-year-old 735iL – and loved it, until electrical things started going wrong. BMW’s engineers refused to settle for simple switches or relays, so too much of the equipment operated through electronic modules that cost $300 – $400. After awhile, the novelty wore off and he got rid of it.
Happy Motoring, Mark
Those cutting edge headlights. Lincoln Mark VIII was the second in the world to have headlights as such, and it’s insanely expensive and hard to find.
I guess both E32 and Mark VIII have sharp headlights and the regular bulbs just can’t do the work right.
My uncle…the one who had such a poor experience with his Jaguar XJ6…bought one of these but it was a reliability disappointment, too…electrical, mostly. At least he didn’t have to deal with British Motors in San Francisco, and with Lucas! Shortly afterward, his wife selected herself a Lexus LS450 (this was the RICH uncle) and it became their car of choice, mostly because it was utterly and totally reliable. If they wanted to drive to their country place, doing it in a car on which everything WORKED was a greater pleasure than the “ultimate driving experience.” After owning both for a while, he’d had enough and BMW left the scene. They don’t get new cars frequently but are now on their third Lexus.
It doesn’t have as much whizz-bang gadgetry but they probably succeeding in going where Lincoln or Caddy should have went.
Ah, my favorite BMW passenger car. I actually visited some of Europe in September of this year with my family, and had the honor of driving up to some places in Europe I wanted to go. One of those places was the BMW museum in Munich, a very nice place, certainly had a lot of cars I would never really expect to see out in the wild. But, they had one of these 7 series, a black 750IL on display and it reminded me of why I was a fan of the 7 series in the first place. Normally, I prefer Mercedes to BMW, but that 7 series was definitely a lust worthy car. It was definitely sharp looking, especially in Black, and it’s a design that’s aged well. The only thing I was disappointed by, was the interior. It had some luxury accommodations, but it seemed too stark and rental car for the most part. I know, different cultures, different paradigms and ideals of luxury, but that swath of 80s black plastic wasn’t my definition of “high class”
Would I own one of these 7 series though? Nope, I wouldn’t. While I admire this car, what it can do, and being a BMW that’s more in line with my big luxury car sensibilities than most. It’s a top of the line model with a V12 engine that had problems with aging gracefully and a whole host of electronic accouterments that are begging to go wrong. Still, I can at least admire it from afar. Maybe if I can drive one it’ll change my mind, but what can you do?
Also, this was the last of the 7 series that I really had a deep attraction to. The E38s are good looking too, but they just lack something that the E32s possessed, and the other models from the E65 onward are just blobby looking messes.
Great looking cars but they had lots of problems from near quarter million asking price new values plummeted as they aged a nice one was 3-4k not long ago when I talked to an owner of a twelve and six he tried to give me the six, ah non running BMW with electrical issues no thanks, his V12 was immaculate and his weekend drive but he paid pennies on the dollar of its new cost.
Nice look at a car you rarely see anymore…most likely because of the frequently mentioned expensive repairs. That seems to be the area where Mercedes bested BMW in the long run–one still sees quite a few W126 and W140 S-Klasse on the roads, but these E32 7-series are virtually extinct. Almost certainly a better drive, and much more modern than the 1981-vintage Benz, but in terms of longevity there was no comparison.
I’ve also always been of two minds about the looks of these; they can be quite attractive or somewhat off-putting depending on the angle. For the best example, look at pictures 12 and 13 (black 735 from below, silver 750 from above). The black car looks lithe and muscular; the silver car looks flabby and of exaggerated width. The wide kidneys don’t help matters and I sympathize with 750 owners who opted for the more classic shape.
Hands down I’d prefer the generation following this one, the E38 7-series. Now *that* was a gorgeous car, and one that wore its generous size well.
“board computer”
I’ve owned BMWs for over a decade and never figured out why that stalk was labeled “BC”!
Holy crap. I never made the connection on the last 2 Minis I’ve had either.
I learned that when I was a Product Genius for MINI 🙂
Another little tidbit, which you might already know: the reason your BMW or MINI will alert you when it is 37 degrees F out is because ice can form on the road at that temp and below, not 32 degrees as many people think.
Bridges are really bad as they can radiate (long wave) enough heat to cool down to below freezing. I was caught by this when the jeep ahead of me spun out on the bridge. I hit my brakes (91 Regatta with antilock brakes) and nearly steered clear, but a flying piece of plastic dinged me. Then, after the police came, with flashing lights, someone came flying onto the bridge, lost control and slid into the back of the police van. The fire department cut him out. The bridge had frost on it, while the road was dry.
My CTS warns me about ice when the outside temp is 37F.
Great write-up on one of my favorite cars. I remember when these were introduced, I thought they were stunning and loved the new design language. The look was aggressive and upscale, making the car–even in this big-car segment–feel youthful and dynamic. It was a great shot across Mercedes-Benz’s bow, and cemented BMW’s reputation as a driver’s car while showing that it could do “luxury” beautifully as well.
As noted, the complexity of the car proved to be its downfall, and I can’t recall the last time I’ve seen one, likely because it’s cheaper to scrap than repair. But when these were new, they were very sought after by well-heeled customers looking for “the best.” Just pity the 2nd owners, or anyone who held onto them after the warranty expired…
Interesting read, thanks. With 80s big hair too!
I too like the look of the car, I’ve never ridden in one but have been hearing of their reliability woes forever. Annoying as these things invariably were, and expensive to fix, the V12 was another level of hell. I know of a man who bought one new as his retirement ride…big mistake.
Yes, this was a product of the times and I’m under no illusions that the W140 was any better – I’ve heard of one car which wouldn’t run because a courtesy lamp was out and that took some diagnosis!
What can I add? Another great read, really putting the car in context. Thanks, Brendan!
These cars also represented BMW’s first effort to introduce aerodynamic considerations into styling for a regular production car. Apparently, drag went from roughly 0.41 for the E23 to 0.36 for the E32 (that quote was for the 750iL, the other cars may have been better). I find the results attractive, though it’s also clear that BMW wasn’t ready to let aero considerations take over to the extent they did at M-B (beginning in 1980 with the W126) or at Audi. Here, Ford got the aero message with the Aerobird, but GM and Chrysler kept making 1975-Seville-boxes for a long time.
I would guess the early cars with the M30 6-cylinder were/are pretty tough and reliable, compared to the first generation of BMW v8s and the two-of-everything V12s. But I think the E32, and less so the E38s, have a tougher old age than 3- and 5-series BMWs. Those who are inclined to do some of their own work seem to favor the smaller lines–knowledge increases, and effective cost of ownership decreases, for the 3 and the 5 but less for the 7. These days I see one well-loved 750iL parked in front of a nice hilltop residence, but the ones I see in traffic usually have some cosmetic challenges. (Of course they don’t billow smoke like the recent 650 and 750 BMWs!)
I remain unconvinced of the value of adjustable shocks except as a load-leveling device. I feel like it’s a really over-priced automotive placebo.
Yes and No.
I mean, of the enhancements of Sport Mode, at least in BMWs, I like using it more for the heavier steering feel, enhanced throttle response, and higher shift points. Still, in conjunction with those, a slightly firmer ride is what you want and it’s noticeable. Try plowing a new 750i xDrive through a sharp turn in Comfort (aka “normal”) mode versus Sport and you’ll see the value.
Well, I’m of a mind that most of that stuff is pointless video game gimmickry too, with the possible exception of the shift points. (Given how easily electronic automatic transmission controls can be confused by varying driving styles, there’s some value to having a mode that allows you to tell the transmission directly, “Look work with me here.”)
The main criterion for getting the best ride and handling out of a given suspension layout and set of tires is finding the right balance between spring, damping, and bushing rates. It’s tricky to do even with computer modeling — this is why Lotus used to get paid big bucks as a consultant — and if you do it wrong, you can end up with a layout that sounds great on paper, but jiggles and floats all over the place in the real world.
If you introduce variable modes to your damping, the difficulty of achieving the proper balance goes up exponentially, which in practical terms means that you have one mode that’s closest to right and several others that are mostly wrong. You can’t really change other suspension parameters that way — with the exception of hydraulically adjustable anti-roll bars, I suppose — so the changes don’t buy you anything real, even if they might initially feel okay to the casual observer on a brief test drive (just as Detroit’s zero-damping shocks might feel great in a drive around the block on clean pavement).
If your hardware CAN actually adjust the geometry, you’re now asking the buyer to effectively play chassis engineer while driving, which is an idea that rubs me the wrong way. (It’s like spending $25,000 on a piece of furniture you still have to assemble yourself, but in a moving car!)
Every time I see these “sport mode” packages, I feel like it’s evidence of an engineer losing an argument with a product planner, which I don’t see as a positive thing at these prices…
I know that the Walter Mitty/Last Starfighter thing is always popular with high-end customers, but if you’re buying a BMW, aren’t you supposed to be buying their chassis engineering expertise? (That’s sort of a rhetorical question at this point!)
My CTS, with 255/35 19 inch tires rides about as well as my 2002 SLS did with 225/60 16 inch tires. The difference is that the CTS has magnetic shocks. Replacing them will be expensive I suppose.
I owned on during my “entrepreneur expensive foreign car ” phase, a 1990 750. It was sublime, a Porsche in a Cadillac Fleetwood body. It was comfortable, fast and elegant. It was a company car and the $1,000 per service just slid onto the income statement. Expensive but truly top of the food chain. Some great stories are attached…for another day.
All these years I never knew the V12 had bigger kidneys in the grille than the V8. It’s really weird you could get the small kidney grille as an option on the V12. Who the hell would do that?
Great info and article Brendan, thanks.
The same people that would delete the trunk badging as they prefer not to advertise their financial status.
Happy Motoring, Mark
Thanks for the article Brendan. My favorite BMWs are the E32 & E34.
Brendan Saur, you have this story wrong, probably clouded by the fact the e32’s more immense, flat plane styling appealed to North America’s taste for “B-I-G”. BMWs from the ’60s into the late ’90s evolved. There was no single jump. You have incorrectly historically elevated the e32 because it looks imposing.
The e23 brought a number of technical firsts to BMW, but had the major problem of coinciding with the American malaise era, where Europe kept its good stuff at home, because of the feds. The e23 brought power seats front and rear, climate control, double pivot front suspension, check control panel, trip computer, ABS to BMW for the first time. The BMW V12 motor was developed for the e23, and they had prototypes running with a planned 1980 model year release, but the fuel crisis got in the way, and BMW shelved the V12 for years.
The e32’s Nikasil V8 had the reliability of a Vega motor. It took the e38’s Alusil V8 to fix that. The e32 also set us on the unreliable, gadget fixation which has made modern cars disposable.
M-GY 6424 looks a little funny, I’m pretty sure that one’s armored.
I loved these from the moment I first saw them in the magazine pages, especially the V12. That said, the one that followed is the 7er for me.
I guess I’m not in the
CognoscentiKennern, since I have no idea of what and when various Es and Ws were produced.This BMW was a technological marvel of its time. A legend. Here was a car which beat the Mercedes W126 outright in terms of reliability, performance, luxury, build quality and comfort. It was built to last. There were numerous innovations introduced in this car, which Mercedes also copied, including traction control (ASC), a wiper system which prevented lift at autobahn speeds, 4 zone climate control on the Highline package in Europe and
Ask me how I know, I own one (a BMW E32 750IL). Zero issues for a 35 year old car!
Ignore all these stupid die-hard Mercedes fans who say its unreliable. There are plenty of these still around with over 300,000 miles on the clock. Sure, they may be expensive to maintain, however, no luxury car is cheap, not even Lexus. Talking about depreciation, all luxury cars depreciate like a stock market crash. Absolute bullshit saying Mercedes holds its value!
Anyway, Thanks for writing this great article, Brendan!