"Paul Michael Brown" <
pmb@his.com> wrote in message news:<
pmb-2403021305060001@max3k-69.his.com>...
> THE UNOFFICIAL BMW E31 BUYERS GUIDE
>
> By: Paul Michael Brown
>
E31@his.com
>
> DRIVING IMPRESSIONS & OWNERSHIP THOUGHTS
>
> For those interested in the E31, the most important thing to
> appreciate is that it was designed to be a big, solid, stable grand
> touring car that's optimized for long trips at high speed in great
> comfort. A typical 8-series BMW weighs nearly 4,500 pounds with fuel,
> luggage and a couple of passengers. That's about the same as the
> stodgy Ford Crown Victoria so beloved by senior citizens and police
> departments. So even though the V-12 powerplant delivers about 300 HP
> with torque to match, the power-to-weight ratio is such that the car
> just isn't that fast off the line. Moreover, the control forces are
> quite heavy. This control feel (especially the heavy steering effort)
> is desirable when driving for hours at high speed. But at slower
> speeds and around town the E31 can feel ponderous and truckish.
> Remember, the E31 has a long wheelbase of 2684 mm or 105.6 inches,
> which makes for a rather large turning radius. The body is also long
> (4780 mm or 188 inches) and wide (1855 mm or 74.2 inches) and the car
> had two VERY large doors. So narrow parking spaces and other tight
> spots in the city are going to be a challenge.
>
> If you want a traditional sports coupe in the tradition of the
> legendary //M3, the E31 is not the car for you. The designers made no
> effort to build in sporty handling or "tossability." On the contrary,
> the car is designed to be very stable at autobahn speeds. All in all,
> the E31 is the very antithesis of the nimble, tossable sports car or
> peppy urban runabout.
>
> Another thing about the E31 is that it's easily driven very quickly by
> a driver of average skill. First, you have gobs of torque on tap and
> at anything faster than about 30 mph, the E31 accelerates surprisingly
> quickly, despite its heft. Second, more than 75 percent of E31s are
> fitted with an autobox. If you choose the sport mode, the computer
> locks out the top gear and uses a very aggressive shifting map. So
> forget about matching revs with perfect heel-and-toe technique. Just
> stab and steer and let all that torque, combined with the magic of
> traction control make up for your technique. If you happen to find
> yourself on a road with some longish straight sections in an E31,
> you'll be able to compensate for the time you lose in the twisties. To
> be sure, this isn't exactly a purist's ride. (You'll have to ignore
> the snickering directed at your autobox.) But for the typical driver,
> the E31 is a very forgiving car and quite comfortable to drive
> quickly.
>
> Of course, as I noted above, the ideal element for the E31 is out on
> the freeway chomping up hundreds of miles in a single sitting. In
> this environment, the E31 is simply without peer. From 50 to 100+
> MPH, it's lose-your-license fast. And more importantly, it is
> utterly, totally rock solid and at those speeds. The coefficient of
> drag is a super-low 0.29 and the aerodynamics are such that even at
> very high speeds there is absolutely no lift or even a suggestion of
> skittish handling. (Note how the E31 achieves this without obnoxious
> boy racer bodywork. Proof positive that less is more.) Moreover, out
> on the freeway at speed the E31's bulk and wide track make the car all
> but impervious to crosswinds or dirty air stirred up by large trucks.
> Simply put, the car is devoid of drama and easy to drive fast in
> almost all conditions. I once drove my 1991 850i through the outer
> edge of a hurricane on I-95 in North Carolina. The rain fell in
> sheets and the winds blew with great intensity. But with the cruise
> control set on 70 MPH my E31 ignored the weather. Indeed, the only
> challenge on that trip was finding a gas station that wasn't boarded
> up and closed. In better weather, it's simple to crank off a
> three-hour leg during which you cover 225 miles in a single sitting.
> (Traffic and law enforcement permitting.) I routinely take road trips
> where I drive 650-750 miles in a single day. I get about 19.5 mpg,
> and I arrive refreshed, rested and relaxed. To me, that's the "fast"
> that counts -- not hypothetical hot laps on a track someplace.
>
> With regard to creature comforts, you should know that while the E31
> is in theory a 2+2, the rear seats are useless for anybody larger than
> a child unless your trip is going to be very short. That's just as
> well, because luggage for more than two people won't fit in the trunk,
> which isn't all that large due to the fact that it also holds two
> batteries plus the CD changer and the massive 24-gallon gas tank eats
> up lots of room around the rear axle. So in the end, the E31 is ideal
> for two people going on a road trip. In the front seat the roofline
> is low and the sunroof mechanism intrudes into the headliner a little
> bit. So headroom might be a concern if you are tall or you prefer an
> upright, NASCAR-like driving posture. Most E31 owners, however, find
> it adequate, and the adjustable power seats to be comfortable. The
> stereo was state-of-the-art circa 1990, but by today's standards it's
> no big deal. So don't expect audiophile sound and realize that
> reception on the AM band is going to be poor because the antennas
> (yes, there are more than one) are hidden inside the bodywork.
>
> OK -- if you are still interested in purchasing a used E31 at this
> point, it's time to go to school on the marque. The following should
> prove helpful.
>
> DESIGN OVERVIEW
>
> [At the outset, I would like to express my appreciation to Mr. Mike
> Coenen, who maintains a superb E31 site at
http://www.e31.net. Mr.
> Coenen, prevailed upon Herr Zeichner at BMW's archives in Munich to
> assemble much of the sales and production data that follows.]
>
> The BMW 8-series (internal platform code E31) began production in May
> of 1989 and remained in production until May of 1999. A total of
> 30,581 E31s were built, of which 6,431 were imported into the United States with the
> remainder sold in Europe and worldwide. This discussion will focus on
> the E31 variants imported into the United States.
>
> The first E31 variant sold in the United States was the 850i. It it
> by far the most numerous, representing 4,194 units of the 6,431 E31s
> imported into U.S. (That's just a little bit short of two-thirds.)
> Curiously, data from the BMW archives shows that 647 examples of the
> 850i were sold in the United States during the 1990 model year. But
> frankly, I've never seen a 1990 850i advertised for sale anywhere. If
> anybody owns one, please send me the VIN and I'll look into it.
>
> In 1991 and 1992 BMW sold 2,517 examples of the 850i in the United
> States. MSRP was roughly $75,000. If you are looking to purchase a
> used E31, be advised that the 850I from 1991 and 1992 dominates the
> market, with the 1993 850Ci close behind. The 850Ci from 1994 forward
> is VERY difficult to find. The 840Ci (with the V-8 motor) from 1994
> forward is somewhat easier to find.
>
> POWERPLANT: If you are a true car guy, at least once in your life you
> should own a car with a V-12. And when you look at all the V-12
> powered cars available today, the only one that is even remotely
> affordable is the E31. All examples of the 850i were powered by a 5.0
> liter M70B50 V 12. The M70 engine series features a relatively
> conservative design. For example, there were just two
> hydraulically-adjusted valves per cylinder, operated by a single
> chain-driven overhead camshaft. Compression was a low 8.8 to 1, so
> the engine is not fitted with a knock sensor and it will run on 89
> octane gas. The connecting rods were identical to the nearly
> bulletproof units installed on the legendary 2.5 liter straight-six
> motor fitted to the 525i and other BMW models. Some features of the
> M70B50 engine were slightly more advanced. The 60-degree monoblock
> was cast in an aluminum-silicon alloy BMW called Alusil, and the
> cylinders are linerless. Two sets of engine control electronics are
> installed, one for each cylinder bank. In the event one set fails,
> the car will still operate on the opposite cylinder bank in "limp home
> mode." Think of it as two of BMW's 2.5 liter straight six engines
> sharing a common crankshaft. Power output is roughly 300 HP with 320
> lb/ft of torque. And because it's a V-12, this power is available at
> very low RPM. As the track guys like to say, "horsepower may sell
> cars but torque wins races." So at anything faster than about 30 mph,
> acceleration is brisk and the car feels frisky despite its heft.
>
> There is no mechanical throttle linkage on the E31. Instead, a
> "throttle by wire" system is used. After considering a variety of
> factors, including the position of the gas pedal, the engine
> management electronics operate "DK motors" to control the engine
> speed. The DK motors, however, are a maintenance issue. Eventually,
> they wear out and the engine control software does not like that at
> all. You get fault warnings and the car goes into "limp home" mode.
> Rebuilding DK motors is impractical, so you're looking at about $700
> each (plus labor) to replace them. In my view, an E31 with two new DK
> motors should command a premium of $1,000 to $1,500.
>
> Another problem area is the intake manifold gaskets, which develop
> leaks that manifest themselves as rough cold idle. (Very easy to
> mistake for a bad oxygen sensor, by the way.) Dinan used to sell a
> thicker gasket that solves the problem, but as the E31 ages Dinan will
> probably discontinue this item. An alternative repair is to use a
> liquid sealant and the OEM gaskets. In either case, the repair is
> simple but labor intensive. Anecdotal evidence would suggest that the
> M70B50 motor is less prone to this problem than the M73B54 motor,
> perhaps because it's lower compression. But the data is spotty. Again, a car with this upgrade
> should command a premium. Otherwise, you're looking at a $1,500-2,000
> repair if you get a leak.
>
> The last potential engine-related problem is going to be related to
> the cooling system. The E31 features a physically large engine
> stuffed into a small engine compartment that has limited cooling
> airflow. Moreover, unlike more modern cars the E31 is not fitted with
> an electric fan that runs while the car is parked. Nor does it have
> an oil cooler. (Although it's possible to retrofit one from the
> European parts catalog.) So it's vitally important that the cooling
> system be maintained in perfect working order lest you cook all that
> exotic aluminum alloy. Look for evidence in the service logs that the
> car had a cooling system flush and fill at least every 24 months,
> preferably more often. Ask about hot running problems, especially if
> you live in a warmer climate or you encounter stop-and-go traffic on a
> daily basis. A well-maintained 850i from the 1991 or 1992 model year
> will almost certainly have had the fan clutch and the water pump
> replaced. If the seller cannot prove this has been done, plan on
> spending about $1,500 to replace both these items.
>
> TRANSMISSION: About 75 percent of the examples of the 850i were
> fitted with a four-speed ZF 4-HP/24 EH autobox. This transmission
> does a good job soaking up all that torque and getting two tons of car
> moving. A sport mode can be selected that locks out fourth gear and
> increases the RPM where the shifts occur. A primitive manual mode a la
> Porsche's Steptronic may also be employed. The E31 has so much torque
> that rear wheel slip is always a concern. So it is equipped with the
> ASC + T system, which stands for Automatic Stability Control plus
> Traction. If rear wheel slip is detected through the ABS sensors, the
> ASC + T software will reduce the throttle opening even if the driver
> has his foot on the floor. If a rear wheel continues to slip, the
> software will apply the brake, even though the driver may not be pressing the brake pedal.
>
> When the weather is inclement, the E31 will never be confused with a
> four-wheel-drive SUV. But the ASC + T system really does work and the
> car is quite tractable in the rain and even in light snow. A word of
> caution, however. As I note below, many E31s have been fitted with low
> profile tires that are considerably wider than the 235 mm stock
> rubber. Moreover, the use of ultra high performance tires is common.
> This setup works great in dry conditions. But in my view it makes the
> car less driveable in the rain and snow. If you plan to drive your E31
> daily, you should look for a car with tires closer to the 235 mm stock
> size and you should consider fitting a tire with good all season
> performance, such as the Michelin XGT Z4.
>
> About 25 percent of the 850i production run was fitted with the
> Gertrag 6-speed manual transmissions. The Gertrag gearbox seems fine,
> but anecdotal evidence suggests that the clutch is not up to the task
> of launching such a heavy car with so much torque. So if you find a
> six-speed E31 you can probably expect to replace the clutch more
> frequently than you would on, say, a 328is or even an //M3. In my
> view, the autobox is the better transmission because it's more
> compatible with the Grand Touring design of the E31. When inspecting
> the service logs of a used 850i equipped with an autobox, look to see
> if the owner has replaced the fluid and filter roughly every 12-18
> months. The use of Mobil 1 synthetic ATF is a real plus. If this has
> been neglected, you could be facing expensive autobox maintenance in
> the future.
>
> SUSPENSION: The front suspension features double-jointed struts with
> integral shocks and coil springs, while the rear features a multilink
> setup using separate coil springs and active rear wheel steering. The
> front thrust rod bushings are a wear item. A car with new bushings,
> preferably with new thrust rods and a new idler arm as well, should
> command a premium. The ride is tuned to be comfortable in the GT car
> tradition, not jarring in the sports car manner. The 850i was fitted with
> 16-inch wheels wearing 235/50 tires. The stock BMW wheel was cast
> aluminum alloy in the "basketweave" design, and the optional BMW wheel
> was forged aluminum alloy in the ellipsoidal "turbine" design. IMHO,
> the latter is handsome without being trendy and its easy to keep clean
> of brake dust.
>
> Unfortunately 235/50 x 16 is an "orphan" size tire that's difficult to
> find, so many examples of the E31 will be fitted with 245/50 tires on
> the stock BMW wheels, or you'll see a "plus one conversion" to 17-inch
> aftermarket wheels and lower-profile tires. Occasionally, you'll find
> a "plus two" conversion to 18-inch wheels and super-low-profile tires.
> In my opinion, the stock 16-inch wheels (using 245/50 tires) provide a
> comfortable ride and more grip than you'll ever need. Granted, it
> won't look as cool as a plus one or a plus two. But you won't be
> tramlining or bending rims either. Of course, you may not worship at
> the altar of stock as I do. So YMMV.
>
> ANCILLARY SYSTEMS: The E31 was equipped with every conceivable
> creature comfort and gadget that BMW could think of, including
> voice-activated cell phone, trunk-mounted CD changer, dual-zone
> climate control, multiple radio antennas hidden inside the bodywork,
> onboard first aid kit plus tool kit, and window glass that
> automatically rolls down a few millimeters when you open the door and
> then rolls up again when you close the door. So don't be fooled by
> ads that say "loaded." All E31s are going to be "loaded." Most of
> this stuff is fairly reliable, but there are a few known problems.
>
>
> For example, the power seats are of a very sophisticated design.
> (Note how the seat belts are anchored to the seat itself, vice being
> connected to the B-pillar, which is absent in the E31. So the seat is
> mounted to the floor pan with bolts that look like they came off a
> battleship.) But the cable that adjusts the bottom cushion gets out
> of rig. This can be seen by exercising the seat through its full
> range of motion and watching to see if the bottom cushion adjusts
> unevenly. It if rubs up against the center console, the cable needs
> adjusting. The fix is simple if you know what you're doing and expensive if you don't.
>
> The onboard computer (OBC) has a large display for displaying
> information about average speed, outside temp, gas mileage, etc. Way
> cool for a late 80s design, but the connector on the ribbon cable
> between the computer's processor and the display is poorly designed.
> Moisture and dust creep into the connector and cause intermittent
> "dead" pixels on the display. Expect all used E31s to have this
> problem to some degree. The connector cannot be cleaned or replaced
> separately, so the only fix is to replace the entire assembly,
> processor, connector and display. Figure $300 for part plus labor to
> remove and replace. Verify the sunroof slides AND tilts. Sometimes
> the mechanism gets out of adjustment and one or both functions stops
> working. Expect the stupid coinholder on the driver's door to look like hell. (A COIN HOLDER?!? What were the guys in Bavaria thinking?)
>
> Usually, the only optional equipment you'll find will be the forged
> (vice
> cast) alloy wheels in the "turbine" design and the Electronic Damping
> Control. EDC is a primitive version of what the Formula One people might
> call an "reactive suspension" in that it changes shock valving on the
> fly. Problem is that even when the system is working it doesn't do much
> for handling. And when it breaks, you're looking at more than $1,000 for
> EACH replacement shock. So if you ask me, EDC is not a selling point.
> Look for an E31 without it, or one where the owner has replaced the EDC
> shocks with conventional shocks.
>
> Almost all E31s available on the used car market will have new shocks,
> which brings up another note of caution. Using BMW parts requires
> replacing the entire front struts, at about $600 each, plus about $150
> each for the rear shocks. Adding labor costs at a good independent
> shop in a big city, the total cast for replacing the front struts and
> the rear shocks with genuine BMW parts will be about $2,500.
> Obviously, a car with this repair should command a premium.
>
> Some owners have elected to use Bilstein Sport shocks, rebuilding the
> front strut in the process. This is drastically cheaper because the
> original front struts are recycled instead of being replaced.
> Sometimes, shorter and stiffer springs from H&R, Eibach, etc. are
> fitted at the same time. This creates a problem. Regardless of whether
> the Bilsteins are installed with the stock springs or in combination
> with aftermarket springs, the resulting ride height is MUCH LOWER than
> stock and the amount of suspension travel is MUCH reduced. Add in a
> plus-one or plus two wheel/tire change (with the super-short
> sidewalls) and the result is
> (IMHO) an EXTREMELY harsh ride that's not in keeping with the E31's grand
> touring character. Moreover, the stress that's usually absorbed by the
> stock tires and suspension has to go somewhere (like the shock mounts on
> the subframe). This is not a good thing for a big heavy car over a decade
> old.
>
> I realize that lots of owners like the look of a lowered car with big
> wheels. And I concede that a suspension that feels harsh to me is
> "comfortably firm" to somebody else. But in the end, I take the
> position that the BMW engineers knew what they were doing when they
> elected to use 50 series tires and taller springs with matching
> shocks. Replacement using the BMW parts maintains the supple ride the
> original designers intended, with no sacrifice in handling. Done by a
> competent independent mechanic, this repair is costly which explains
> why so few owners go this route. But IMHO it's the best way to go.
>
> In 1993, the 850Ci was introduced and MSRP crept up in increments,
> finally reach roughly $95,000. In 1993, the 850Ci was largely
> identical to the 850i save for some creature comforts discussed below.
> (In fact, a tiny number of cars in the 1993 model year still had the
> six speed transmission. The following year the six-speed was
> discontinued. So next to the 850CSi, a 1993 six-speed 850Ci is the
> rarest of all E31s.) From 1994 forward, all examples of the 850Ci had
> the 5.4 liter M73B54 V-12 powerplant and the 5-speed ZF "sealed for
> life" (allegedly) autobox. Inside the cabin of the 850Ci, wood
> dashboard trim was added and the seats were covered in a Nappa leather
> that had a more "gathered" look than the tightly-stretched leather
> used on the 850i. You also get a passenger airbag, at the cost of
> losing one of the two gloveboxes fitted on the 850i. The 850Ci
> remained in production until 1999. However, it should be noted that
> no examples of the 850Ci manufactured during the 1998 or 1999 model
> year were imported into the United States. (The handful that were
> built, were largely sold in Europe.) Compared to the 850i, the 850Ci
> did not sell nearly as well in the United States. So it is considerably more rare on the used car market and it commands a premium price.
>
> In 1995, the 840Ci was introduced. It featured the same chassis as
> the 850Ci, but it was powered by a V-8 engine of 4 liters
> displacement. At first the 840Ci lacked some of the creature comforts
> found on the 850Ci such as wood trim and a CD changer in trunk. But by
> the 1997 model year, the cars were largely identical save for the
> engine. In the 1998 model year, the MSRP of an 840Ci was roughly $75K
> and an 850Ci was roughly $95K. As a result, toward the end of the E31
> run the 840Ci outsold the 850Ci by roughly 3-to-1. In the used car
> market, however, you see a paradox. Even though the 840Ci has a
> lesser motor and (on some models) fewer bells and whistles than the
> 850Ci, it generally sells for MORE. In my view, this is because the
> 840s are generally newer and buyers are concerned about maintenance
> costs associated with the V-12, such as the DK motors and the intake
> manifold gaskets. On the other hand, the M60B40 V-8 motors with the
> Nikasil blocks fitted in early examples of the 840Ci react adversely
> to the higher sulphur content in U.S. blend gasoline and the cylinder
> bores are damaged, causing a leakdown problem. In early 1997, BMW
> began making the V-8 blocks from Alusil, just like the V-12 blocks.
> Meanwhile, many of the motors with the Nikasil blocks have been
> replaced by motors with the Alusil blocks under a special rule
> instituted by BMWNA. So if you're looking at a 1994-1996 840Ci, you
> should ascertain what type of block it has and negotiate accordingly.
> For more than you ever wanted to know about this, I invite our
> attention to the superb report by BMW Master Mechanic Brett Anderson,
> at:
>
>
http://www.koalamotorsport.com/v8shortblock.htm.
>
> Of course, no discussion of the E31 would be complete without
> mentioning the mighty 850CSi. Imported into the United States only in
> 1994 and 1995, the 850CSi fetched in excess of $100K when new and it
> featured numerous tuner modifications that resulted in true supercar
> performance. For example, it featured: "variable throttle linkage,"
> by which the gain in the electronics could be varied to make the car
> more tractable around town and more responsive elsewhere; variable rev
> limiter (limit varies depending on what gear you are in 1st and 2nd
> = 6400, 3rd = 6200, 4th = 6100, 5th and 6th = 6000 RPM); Yew hardwood
> trim (and more wood in general than a non-CSi); special lighter
> pistons; longer stroke (from 75 to 80mm); wider stock tires; vehicle
> speed sensitive steering as opposed to engine speed sensitive
> steering; different steering ratio; double-wall larger diameter
> forward exhaust pipes; "BMW Motorsport" door handles; stainless steel
> (not chrome) exhaust pipes; BMW "M" steering wheel; and the tachometer
> has a slanted redline indicating the variable rpm limiting. There were
> also specific color combinations available. Think of it as an //M8
> without the badge. Only about 200 exist in the United States as I
> write this. If you can find one, you'll pay at least $55,000. This
> is the ultimate version of the E31 -- a true exotic. Don't be fooled
> by fake versions of the 850CSi for sale. See below on how to
> recognize the genuine article.
>
> SALES HISTORY
>
> With only 30,000 sold in nine years the E31 was never a smash hit. (Honda
> sells that many Accords in a MONTH.) The E31 was introduced in the
> summer of 1991 during a recession in the United States and it seemed
> like the market for big coupes seemed to dry up right about that time.
> (Which was also about the same time as the SUV craze began to take
> off.) IMHO, the E31 had several problems from a sales standpoint.
> First, it wasn't a traditional BMW. By that I mean it wasn't a nimble
> sport sedan or sport coupe. Rather, it was a big, honking,
> Autobahnstormer. In other words, the kind of car Helmut Kohl would
> love. At triple digit speeds, the E31's bulk and power and solidity
> was an asset. But around town it could be a handful. And it
> definitely didn't fit the average Bimwad's ideal. So the traditional
> BMW owner base virtually ignored the E31 and the tuner/track/autocross
> crowd tended to purchase //M3s.
>
> Second, the E31 is a very maintenance-intensive car. To own an
> 8-series requires a substantial investment in upkeep and a high
> tolerance for downtime. The captains of industry who bought the car
> were generally not willing to accept this. They figured that after
> shelling out in excess of $75,000 for a car, it ought to require only
> the cheapest and most infrequent of upkeep to be totally, utterly,
> superbly reliable. In other words, they wanted a car that was an easy
> to maintain as a Japanese luxury sedan. (E31 Owners Joke: "What's the
> best place to find a used E31? On the used car lot of the local Lexus
> dealer!") Yet they wanted it to drive like a BMW. Not gonna happen.
> So the prices of used E31s have fallen dramatically.
>
> Of course I'm biased, but I think that big coupes are going to make a
> comeback. All those middle-aged rich guys are going to soon realize
> that their Z3 or their Boxster or their S2000 is fun for the
> occasional weekend jaunt. But when it comes to a daily driver or a
> car for longer trips, something more substantial is called for.
> Granted, they could buy a 7-series or an S-Class Benz. But the
> 50-something guy in the four-door German sedan is a cliche. I predict
> drivers with a little more style are going to rediscover the E31.
> IMHO, the styling still looks sharp -- even though it's been a decade
> since it hit the market. And the 8-series is rare enough to turn
> heads. Finally, for the driver who's tired of a stiff sports car
> ride, the E31's handling is a refreshing change.
>
> CONTINUED IN VERSION 2.1, PART 2 OF 2
Esimesed autod sellest seeriast on nüüd juba üle kümne aasta vanad ja ka hinnad pole teab mis kõrged ehk saksast peaks sellise juba üsna mõistliku hinnaga kätte saama 
Ma arvan veel, et nende autode spetsiifilisi kere- või salongiosi peaks saksast ehk leidma kuna seal on neid kõige rohkem müüdud ja mõni ikka romulasse satub aeg-ajalt.
