Timm's BMW E31 8-Series Buying Guide
Updated 2019 - For E31 common problems click here
This guide is aimed at people who, like me, have always wanted an 8-series but have always been scared off by the thought of losing
bundles of money. It is for those who have admired the E31 from a distance, always wondering what they are like to own, what they
drive like and how much they cost to run. All I knew when I bought my E31, was that there were V8 and V12 ones and some seemed to
have lower front and rear spoilers. This guide is not aimed at those with deep pockets buying an E31 as an investment, it is for those
that want to drive them!
Buying a BMW 8-Series is a worrying prospect, there are so many stories of them being a money-pit, really difficult to repair, a car only
suitable for a collector with deep pockets. However, they are also described as an 'appreciating classic'. Well, neither statement is really
true, they are no more expensive to repair than the E32 and a lot easier than the E38. But, for the first time in many years the prices for
the 8-Series are increasing, and they are increasing at quite a pace. 2016 saw prices rocketing for all models, and by 2018 things have
gone a bit mad, the 3-Grand 850ci’s seen in the UK when I first wrote this guide are all gone - probably driven into the ground - Ebay now
has even the entry-level 4-Litre 840ci’s going for ten to fifteen grand, and there is an 850csi up for sixty grand, yes 60K! If you haven’t got
an 8-Series yet you might never get one.
Models available in the UK
There were only 3,040 E31's built for the UK, 2190 of those were V8's and 697 fitted with the M70 V12, the remainder being 153 850csi's.
The UK never received the 850ci fitted with the M73 engine although a few have been imported. This means that you will find a few 850i
V12's for sale with most of these being 1991 - 1993 models, the rest will be the 4.0Ltr M60 powered 840i and the 4.4Ltr M62 powered 840ci.
A close look at an E31 8-Series
When I started looking for an 8-Series I didn't have a clue what was available, what the cockpit looked like or what options you could get.
So, to start with, here are a few pictures with short descriptions:
This is the usual view you get of an 840ci, the back end as it whips past. All E31's have quad-exhausts, but these are after-market rear
boxes (two stainless-steel Longlife boxes with quad tips). The stock exhaust is rather quiet and you will find many E31's fitted with after-
market systems, from rear-boxes to complete exhausts.
The front view of an E31 is just perfect, a really timeless design. The grille's are small, like those on the M1. Outside of the grilles are
two slatted mouldings, these generally fade or drop off. The clips that hold them on often fail when they are removed, which is needed
to access the light assembly. The light assembly contains (from centre outwards):The main beam units, side lights and indicators. The
main-beams (on the UK models) are used when the flasher-stalk is pulled and when the main-beams are switched on.
The car above is a Sport model and
has a lower front spoiler. The lower
spoiler does not clear a standard
kerb, and inevitably will get clouted
as the bonnet is extremely long
and unsighted. After a while you
will realise that you only reverse
into parking spaces!
The non-Sport model to the right
still has a pretty-low front spoiler,
but at least it clears a standard-
height kerb. As from the rear, the
spoiler and the mirrors are the only
visual differences between the
Sport and non-Sport models.
It's not a proper sports car unless the lights pop-up - and they do! The UK models have projector lenses for the dipped-beams and the fog
lights. In the pop-up pods (from outside to inside), are the dipped-beams, fogs and main-beams. Below are the secondary main-beams
and side-lights. With eight 55W bulbs running at the same time there is no shortage of light. Of all the BMW's I've owned, the E31 has the
best headlights, even better than the Xenon's fitted to my younger E38. Xenon systems are often retro-fitted, but usually in the world
regions that did not have projector lenses fitted. The USA models, for instance, have plain reflectors.
The cockpit of the E31 is stunning. This is a 1999 840ci Sport Individual which means it is fitted with the Steptronic gearbox. This allows
full automatic control of the gearbox, or, when the selector is pushed to the left, manual control. In the manual mode, the gearbox can be
controlled sequentially by pushing the selector forward (the select a higher gear), or backwards (to select a lower gear). The software will
not allow gear-changes that would damage the drive-train. This car has the Becker Nav system and a 3-spoke wheel retrofitted
The centre console contains three
units, which from the bottom are:
Dual climate control (separate
settings for driver and passenger),
music system (RDS radio, 6-CD
player and tape player) and MID
(Multi-Information-Display).
The MID displays useful information
such as fuel consumption and outside
temperature. It also displays warning
messages such as brake-pad wear.
Around the gear selector panel are a
number of switches and indicators.
On the left-hand side is the alarm
indicator and the passenger heated-
seat control. This has two heating
levels. If the high level is selected
the level will be reduced once the
seat is up to temperature
To the right of the selector is the
ASC button (Automatic Stability
Control) and the drivers heated-
seat control.
The picture near-right shows
the most common equipment
level - ASC control and the
alarm indicator.
Far right is a well equipped panel
(on an 850ci). The additional
controls are for EDC (Electronic
Damper Control) and a control for
the rear blind.
One thing that surprised me about
the E31 was that even the Sport
model came fitted with what looks
like a tractor steering wheel. This is
the same wheel as was fitted in the
E32's in late '93 and '94 and
contains one of the first airbags to
be used by BMW. Despite
its
looks, this wheel has good feel and
visibility of the
instruments.
Fortunately, there are many BMW steering
wheels that are a direct fit that still contain
the single-stage airbag.
The steering wheel shown to the right here is
from an E36, and is a popular replacement on
the E31. The method of replacing the wheel is
shown on this website.
There are many other steering wheels that
are a direct fit, and some can be simply
modified. The only necessity is that the
airbag is a single-stage unit, the later
dual-stage bags will not operate correctly.
The steering wheel controls shown here
are:
RHS: The upper control is for the windscreen wipers and screen-wash. Some models
have high-pressure washers for the head lights. Where fitted, the main reservoir is
contained within the centre of the spare wheel. When the end of the stalk is pressed,
the intensive-wash is activated. This function uses concentrated fluid from a separate
tank for better cleaning.
Below the wash-wipe is the cruise-control. This is the standard BMW system that allows
+/-1 KPH adjustment of speed by pushing/pulling the control. Although the cruise
control was standard in the USA, it is less common in the UK.
LHS: The upper control is the indicators/flash/high-beam/low-beam. Pressing the end of
the stalk brings up the OBC (On-Board Computer) information on the Multi-Information-
Display.
Below is the steering-wheel height and rake adjustment, this is part of the memory
system which includes seat and mirror positions. The motorised steering-wheel height
and rake adjustment was an option in the UK.
The seats on the E31 are very different to those fitted to
other models. The main difference is that they incorporate
the seat belt inertia unit. This means that the seats have
to be exceptionally strong to provide a secure seat belt
anchor.
They have to provide this anchor and be able to tip
forward to allow access to the rear seats. The seat has a
chrome handle on the side member for this action.
The seat to the left here is the non-Sports seat, however,
it has large bolsters to keep the driver secure during sharp
changes in direction.
The seat below is the Sports seat, this has additional
adjustment for thigh-support. The bolsters are slightly
harder and larger than the standard seat. Both models
have three memory settings via the buttons at the edge of
the seat.
The seats have multiple adjustments via the two controls
in the seat base. The large control adjusts seat-base
height, tilt angle and forward/back. The smaller rear
control adjusts the rake of the back.
The memory system consists of the seat position, mirror
position and steering wheel settings (optional). There are
three memory settings, activated by setting everything to
the preferred position, pressing 'M' and then one of the
numbered keys.
A lot has been written about the rear seats of the
E31, usually decrying the money wasted on seats
that will never be used. They certainly are
exceptionally well upholstered seats!
In real life, they are brilliant for children, they
have a steep cant to the rear and will hold then
safely in position. As long as the front seats are
moved forward slightly, an adult can be
comfortably seated, but it is a little claustrophobic
as you are wedged-in, there are no doors and no
window controls!
Although the lower centre bolster looks like a
storage area, this is where the fuel tank crosses
the transmission tunnel.
The upper centre bolster can be lowered to reveal
the ski-boot hatch, it also contains a first-aid kit.
The E31 is a pillar-less coupe; although there
appears to be a narrow 'B' pillar between the
front and rear windows, the strip is attached to
the rear window.
The front window is standard in operation, it
includes 'single-touch open' from the window
switches fitted to the driver's door. Unlike the
software in the E38, the E31 achieves the same
function through hardware, the window-switch
has a double-switch action. A light press will
drop the window only whilst the button is
pressed. If the button is pressed harder, the
second switch contact closes and the window
will fully drop.
the rear window has to rotate as well as drop,
the mechanism is unique to the E31.
The mirror adjustments are on the same panel.
The CSi mirrors are much smaller than the
standard mirrors but still give good visibility.
The passenger mirror drops when the car is put
in reverse as long as the driver/passenger
adjustment selector is set to 'driver'.
The front windows automatically rise when 150
KPH is reached!
The picture to the right shows the black
trim fitted to the rear window. It also shows
the action of the front window when the
door handle is lifted (interior or exterior) -
the window drops by an inch to allow the
door to be opened.
When the door is fully closed, the top of the
window tucks under the roof frame strip
and pushes against the window seal. This
system ensures an excellent aerodynamic
finish and very low wind noise.
The black trim on the rear window also
incorporates a seal that bridges the gap
between the front and rear windows.
As the picture to the right shows, this
system has no need for rain gutters, and
although this reduces drag, the greatest
benefit is the reduction of wind noise.
The top unit here is the multi-information display (MID). This
combines the separate functions of Service Indicator, On-Board
Computer (OBC) and Check Control which were separate
systems on the E32.
The OBC functions include fuel consumption, estimated journey
time and remaining fuel range. These displays can be initiated
from the MID buttons or by pressing the end of the indicator.
The MID also displays warning messages of varying
importance, from reminding that you have left the lights on to
the more immediately important 'Engine oil pressure low'.
The MID also has some 'hidden' functions that can be used for
simple diagnostics such as voltage and current measurements,
instantaneous fuel consumption.
The three pictures here show the total (more or less) internal
storage area of the E31. There are a couple of feeble cup-
holders as shown to the left, I've never managed to successfully
use these. Unless the cup is thin enough to reach the base, the
holder droops alarmingly and then fails to let go of the cup
when needed.
The glovebox is quite small but contains a rechargeable torch.
Where the passenger airbag is not fitted there is an upper
glovebox, most UK models have the airbag.
The centre console has three small compartments and an
ashtray/lighter. The telephone (where fitted) consumes the area
behind the ashtray and the compartment. The two rear storage
compartments can be fitted with a cassette storage unit, or a
CD storage unit. There are also pouches built into the front of
the seats and doors. And for storage - that's it!
This is the dual climate-control unit, it has separate heat
settings for the driver and passenger with a shared fan-
speed control. The system is more advanced than the
simple control panel belies.
When set to fully automatic, the system controls ten
stepper-motor controlled air flaps to keep the desired
temperature constant and the windows fog-free.
The climate control unit (IHKA) also includes an automatic air-recirculation system. This has an external sensor (AUC) that measures the
level of pollutants in the air, at a certain level, cabin air is re-circulated and the fresh air-inlet is closed. Once the levels drop, fresh air is
again allowed into the cabin.
Although there is a manual control for fan speed, the system adjusts the setting to compensate for road-speed and also reduces the fan
speed until the coolant temperature reaches a point that the unit is effective. Although this unit was superseded by a digital unit (in the
E38), the analogue unit in the E31 is much easier (and quicker) to use and performs just as well as the later unit.
The E31 above has the infamous Throwing Star alloys fitted (Style 21M). These are
the alloys most associated with the E31. They are also fitted to the M5, but the
latter has a larger bore and are not staggered. Those fitted to the E31 have an 8J
front and 9J rear and are 17". The offsets are unusual for a BMW (10F 19R).
The alloys are three piece, the throwing star itself can be removed and is made
from a Magnesium alloy. The centre cap is plastic. The Magnesium star often
corrodes but can be successfully restored.
Purists will tell you that the rear throwing star on the rear of the car above is fitted
to the wrong side of the car. The angled edge of the star should face the direction of
rotation, which the rear alloy does not.
To the left is another common alloy styling for the E31, this is Style 5 which is
another three-part alloy with a separate centre-cap and a two-piece rim. The rim is
secured with 34 fixings. These are 17" and are usually fitted with 235/45 tyres.
These also suffer from corrosion around the fixings but look spectacular when
reconditioned.
This alloy is a 16" Turbine (Style 9) which is usually shod with 235/50 tyres. This is
the least popular alloy and the only original alloy available on the E31 with a 16"
diameter.
One popular upgrade is to fit M-Parallels which were standard fitment on the 850CSi
(8J front and 9.5J rear). The price from BMW is quite high and you may find E31's
fitted with replica M-Pars (as is the case with the 840ci Sport shown at the top of
this guide).
The boot on the E31 is pretty capacious for a coupe. At the front of the boot, to
the left is the Hi-Fi amplifier. There is a fixing at the top, the cover and amplifier
can be lowered for access.
In the centre can be seen the ski-hatch, this should contain a 'sock' into which
ski's can be pushed. Inside the car, the centre upper bolster of the rear seats is
removed to allow the ski boot to unroll into the interior (don't try this - it is nigh-
on impossible to get back in).
The E31 has two batteries connected in parallel that are fitted behind the
carpeting to the left and right of the boot. Behind the left-hand carpet is also the
jack and wheel-brace.
Fitted in the right-hand side carpet is the CD changer, this takes cartridges which
accept 6 CD's. Being a 90's design the CD's can only contain audio tracks, MP3
CD's cannot be played
Individual models
The E31 Individual models are another
step up the 8-Series ladder. The piping
on the seats often mirrors that of the
exterior, on this Mora Metallic 840ci
with Champagne Nappa leather, the
contrast is quite stark. The addition of
the two-tone interior sets it apart from
the standard models.
The Individual models are also defined
by external colours that were not
available as standard options, these
standard colours are listed below:
Metallic colours:
Barbados green
Calypso red
Canyon red
Fjord grey
Orient blue
Oxford green
Anthracite
Arctic silver
Cosmos black
Royal red
Titan silver
Solid colours:
Alpine white
Bright red
Jet black
The 8-Series was quite rare to start with, and the buyers of these rare cars were more inclined to buy the Individual model. Update 2018
The E31 is now getting rarer on the major selling sites, the usual 20 entries on Ebay is currently down to half-a-dozen - most of them
being late Individual models. As the earlier examples reduce, the later models are predominated by Individuals - and there’s a good
reason for this - the Individual options were offered as no cost during 1998 and 1999 - and the well-informed buyer ordered all sorts of
things! The car above got all sorts including the full csi interior and chromed front grilles.
The car shown above is a Mora Metallic combined with Champagne Nappa leather sold in the UK. It is this rarity that is more sought-after
rather than the base Individual status. The E31 was produced in many colours, many more than was available in other models. Some of
these colours are extremely rare, some (such as Byzanz Metallic, Atlantisblau, Bostongruan Metallic, Cordobarot Metallic and many others)
were only seen on a single example each. Much more detailed information on the rarity of colour combinations can be found on the BMW 8
Series Registry which is the greatest source of E31 information available anywhere.
To summarise the Individual models, although an Individual model is more desirable, there are different levels of individuality! When it
comes to the E31, there really are one-off examples available (but not often)
The E38 7-Series Individual models formed
a small percentage of the total sales, this
increased the desirability of the few
Individual examples that came onto the
market. The same is not true for the E31,
especially the 840ci.
This is the M70B50 V12 engine as fitted to the 850ci. The M70 engine is hugely reliable and this is due in no small part
to its relative simplicity. While the M60 and M62 have 4 valves per cylinder and twin overhead cams per cylinder bank,
the M70 retains a single overhead cam and 2 valves per cylinder. The M70 employs a twin coil-and-distributor ignition
system.
The M70 is exceptionally powerful with masses of torque and this provides the major differences between the 840ci and
850ci. Whereas the 840ci is very quick, the 850ci is just as fast but much more refined, sounding more like a turbine
than a piston engine. The only downside to the M70 is the fuel-consumption. There is no substitute to normally aspirated
capacity and at 4988cc the 850ci has a lot of it! You also get the kudos of the V12, it really is a class act.
Although other world markets got the 5.4Ltr M73 engine, here in the UK we didn't, the only M73 850ci's that are seen for
sale in the UK are imports.
The mechanical reliability of the M70 is excellent, they really are built like tanks, but in 2016 the early engines are
getting on towards 25-years old. Even at this age the major mechanical items usually retain their integrity, pistons,
rings, main bearings, big and small ends seem to last forever. But just like the M30, poor oil circulation at the top-end
can lead to camshaft wear (due to loose banjo bolts). Some valve-guide wear can be seen on high-mileage engines.
The M70 engine employs an EML system (Electronic Motor Load) in addition to two ECU's (one for each cylinder bank).
Instead of using throttle cables and mechanical throttle-bodies, the EML system uses motorised throttle-bodies (called
DK motors). This concept removes the need for a separate traction-control system, idle-control valves or a cruise-control
actuator. The throttle pedal is replaced by a potentiometer unit making the engine control entirely electronic.
Components of this system can fail due to mechanical wear, in particular the DK motors (throttle bodies) can cause
problems. However, in spite of the perceived complexity of the system, most problems are simply solved using DIY
techniques.
This engine was also used in the E32 750i/L and there is a lot of experience available to help keep it healthy. Although
the size and complexity of the engine is initially daunting, problems usually boil-down to simple causes which can be
easily remedied using the vast experience of the E32 and E31 Forums. However, some apparently simple procedures
such as changing all 12 spark plugs can try the patience due to the lack of access. Basic servicing costs are only slightly
higher for the V12 primarily due to the extra cylinders and air-filters.
Under the bonnet
There's a lot of engine in the 840ci engine bay! This is a 1997 model and so the engine is the 286 BHP M62B44. The engine is the natural
progression of the M60B40 engine used in the E32 7-Series. For an engine that first saw production in 1992 it is pretty advanced. It is a
90-degree V8 of 4.4Ltr (4.0Ltr for the M60), it has 4-valves per cylinder and quad-cams. Each cylinder has its own coil-over-plug unit to
provide higher energy at the plug. For a large engine it is surprisingly economical, especially as the 840ci has (as standard) a 2.81:1 ratio
final drive. At 70MPH the engine is turning over at a lazy 2200RPM.
Mechanically, both the M60 and M62 engines are impressively reliable. The M60 engine got an awful reputation in the '90's for cylinder
wear due to the Nikasil process used to harden the aluminium bores. But in 2018 the Nikasil problems are long over, you are just as likely
to see an M70 or M73 with worn bores. As long as basic servicing is performed on the engine (oil changes in particular) it will outlast the
chassis.
Unfortunately, the cooling system is a weak spot (just as it was on the E32 and E38).
The expansion bottle, radiator, auxiliary pump and hoses have a predilection to
explode or leak. The viscous-coupled cooling fan often fails leading to overheating
when stationary, or if you are unlucky, shedding the fan blades at 6500RPM, now, that
makes an awful mess of the engine bay and bonnet! As long as the owner is aware
that these items can cause problems and they are replaced before failure then the
cooling system will operate correctly.
Apart from the cooling system, the V8's can suffer other small problems. The inlet manifold has a pressure control valve (PCV) fitted at the
rear and this can fail. When it does, upsetting amounts of smoke appear at start-up and when under harsh acceleration, it also causes a
bad idle, in fact, exactly the same problems that are present with bore-wear. Many owners are scared witless by this fault, but the repair is
simple and the PCV costs around £40.
Over time various seals will fail around the inlet manifold leading to a bad idle. These are relatively easy to replace and the parts are cheap
enough. The timing-chain tensioner will need replacing at around 100k and this will preserve the timing-chain guides. The guides are made
from plastic and can fail if allowed to flop around due to a worn tensioner.
All in all, the M60 and M62 are excellent, reliable and economic engines that provide exciting performance.
To the left of the engine bay are the washer
bottles. In the picture here, the intensive
wash bottle is to the left.
It will be noticed that the main wash bottle
to the right does not have a filler cap, this is
because this car is fitted with the high-
pressure headlight wash system. With this
option the main reservoir is located in the
boot inside the spare wheel. The tank shown
here is filled automatically under control of
the General Module. The main reservoir in
the boot is filled via a lid in the boot.
In front of the washer bottles is the engine
air-filter housing.
At the right-front of the engine bay can be
seen the oil-canister (far left of the picture),
this contains the oil-filter element.
To the right of the picture is the ASC
actuator. This system reduces engine power
when traction is lost by shutting a secondary
throttle-butterfly.
On models with cruise control, the actuator is
located below and to the right and connected
to the main throttle-body via a long Bowden
cable.
Further back in the engine bay is the
reservoir for the power steering fluid which
also contains a filter. The same system is
used for the brake booster and includes a
pressure reservoir named a bomb due to its
rotund shape, and the ability to explode if
fiddled with.
Behind the power steering reservoir is the
brake master cylinder. Surprisingly for a
right-hand drive car, the master cylinder is
on the opposite side to the brake pedal. This
means that there are mechanical linkages
across the interior of the firewall to operate
the brake system. This can reduce the low-
speed feel of the brake system.
Improvements to the feel can be made by
lubrication of the linkages as described on
this website.
CSi's - Alpina
The E31 is rare enough, but the 850CSi and Alpina versions are even rarer and even faster - and a
specialist subject that it beyond this short introduction!
Driving the E31 840ci Sport
This is a good place to sit, the sports seats fit snugly, the view of the
instrument cluster is clear and everything is within reach. The only
awkward controls to find in the dark are the headlight aim adjustment and
rear-window defroster which hides behind the rim of the steering wheel.
The A/C controls are easy to set and adjust on the move, unlike the E38's
digital controls which take a few pokes to get right, the controls are
entirely analogue and quick to modify on the move.
Right, seatbelt on, door shut and start the engine. The custom rear boxes
give a deep V8 burble that is barely heard in the cabin but is more vocal
outside. Handbrake off, foot on the brake pedal and select Drive using the
Steptronic shifter.
A gentle poke of the throttle pedal doesn't illicit much from the M62 V8,
the pedal feels a lot longer than that of the Vanos E38. As the E31 gathers
momentum the gears hang longer than expected, but this is just the
warm-up routine getting heat into the engine. The revs noticeably drop as
2nd gear selects, just before a junction, the brakes are progressive and a
light pressure quickly stops the 2-Ton mass. The T junction poses a bit of
a problem, the front of the car is hidden by the curve of the bonnet, so
the order of the day is to creep forward until the exit is seen to be clear.
Once out of the junction and onto the A road, the car feels light and the
steering accurate, the gears change a little earlier and 60MPH is quickly
reached with just a little throttle. If the car has any problems with
suspension wear, it is at this speed that it will show itself as a rapid shake
through the steering wheel and a tendency to fall off the camber of the
road. After a couple of minutes the climate control system allows heat from
the vents which were previously automatically closed.
As a roundabout comes into view, Sports mode is selected on the Steptronic
shifter, the car immediately drops down a gear and the speed drops off.
Creeping onto the unsighted A3 slip-road, the traffic is clear and the throttle
pedal is pushed towards the floor.
A lot of things happen in a split second, the 'box drops into 1st gear, the
revs rise immediately and you are forcefully pushed into the sports seat.
With a slight blink of the anti-skid control warning you are launched off the
slip road as 6300RPM momentarily registers and 2nd gear is selected at
lightening speed. You are already travelling at close to 50MPH. You just
have time to check the wing mirror again as the revs reach the red-line and
3rd gear drops in. A glance at the speedo shows you are now travelling at
an illegal 80MPH.
As the pedal is released the revs hang at 4400 until the software decides
that you have finished thrashing the car and selects 4th gear, the revs drop
to 2800 and then to 2200 as you pull the shifter back to 'D' and 5th gear
engages.
At 80MPH there isn't much noise, and it is the road noise that dominates. The engine can only be heard as a deep rumble, well below the
road noise. With standard rear-boxes the engine is not heard at all at this speed. Had you kept the pedal on the floor, by the time 4th gear
was reached you would have been travelling at a licence-revoking 115MPH and some time later as the revs reached the red-line you will hit
the speed-limiter at 155MPH. At these speeds the car seems to quieten and the feel of speed is soon replaced by a confidence in the cars
ability to hold the road and respond to any change in direction. If you had the front windows open, they would have closed automatically as
you hit 100MPH.
Still, no time to contemplate that as the 300 Metre countdown flashes past at your exit. This is a tight one, so knock the shifter left into
sport-mode, the revs rise to 2800 and then to around 4000 as you knock the stick backwards to select manual-mode and 3rd gear. The exit
is a sweeping left-hander leading to a right-hander that tightens up considerably, but there is very little body-roll and the confident way the
840ci takes the corner precludes a need to use the brakes, in fact, as the exit turns back over the A3 you will find yourself hitting the
throttle again to get the speed back up.
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Timm's BMW E31 8-Series
Buying Guide
Updated 2019 - For E31 common problems click here
This guide is aimed at people who, like me, have always wanted an 8-
series but have always been scared off by the thought of losing bundles of
money. It is for those who have admired the E31 from a distance, always
wondering what they are like to own, what they drive like and how much
they cost to run. All I knew when I bought my E31, was that there were
V8 and V12 ones and some seemed to have lower front and rear spoilers.
This guide is not aimed at those with deep pockets buying an E31 as an
investment, it is for those that want to drive them!
Buying a BMW 8-Series is a worrying prospect, there are so many stories
of them being a money-pit, really difficult to repair, a car only suitable for
a collector with deep pockets. However, they are also described as an
'appreciating classic'. Well, neither statement is really true, they are no
more expensive to repair than the E32 and a lot easier than the E38. But,
for the first time in many years the prices for the 8-Series are increasing,
and they are increasing at quite a pace. 2016 saw prices rocketing for all
models, and by 2018 things have gone a bit mad, the 3-Grand 850ci’s
seen in the UK when I first wrote this guide are all gone - probably driven
into the ground - Ebay now has even the entry-level 4-Litre 840ci’s going
for ten to fifteen grand, and there is an 850csi up for sixty grand, yes 60K!
If you haven’t got an 8-Series yet you might never get one.
Models available in the UK
There were only 3,040 E31's built for the UK, 2190 of those were V8's
and 697 fitted with the M70 V12, the remainder being 153 850csi's. The
UK never received the 850ci fitted with the M73 engine although a few
have been imported. This means that you will find a few 850i V12's for
sale with most of these being 1991 - 1993 models, the rest will be the
4.0Ltr M60 powered 840i and the 4.4Ltr M62 powered 840ci.
A close look at an E31 8-Series
When I started looking for an 8-Series I didn't have a clue what was
available, what the cockpit looked like or what options you could get. So,
to start with, here are a few pictures with short descriptions:
This is the usual view you get of an 840ci, the back end as it whips past.
All E31's have quad-exhausts, but these are after-market rear boxes (two
stainless-steel Longlife boxes with quad tips). The stock exhaust is rather
quiet and you will find many E31's fitted with after-market systems, from
rear-boxes to complete exhausts.
The car above is a Sport model, the rear skirt has an extra 'shelf'
compared to the non-Sport model shown to the right. From the rear, the
rear skirt is the most obvious difference between the two models,
another change is the external mirrors. The car to the right has the
standard mirrors whereas the car above has the 'CSi' type which are
smaller and ovoid. The non-Sport mirrors are unflatteringly called
'dumbo's'.
The Canyon Red 840ci above has the standard quad-pipes fitted. It also
has the standard 17" alloys (radial styling No 5), these are staggered
(the rears are wider than the fronts). These are three-part with a
separate centre cap, inner and outer castings which are bolted together
with 34 fixings. They are great-looking but need regular restoring due to
corrosion.
The front view of an E31 is just perfect, a really timeless design. The
grille's are small, like those on the M1. Outside of the grilles are two
slatted mouldings, these generally fade or drop off. The clips that hold
them on often fail when they are removed, which is needed to access the
light assembly. The light assembly contains (from centre outwards):The
main beam units, side lights and indicators. The main-beams (on the UK
models) are used when the flasher-stalk is pulled and when the main-
beams are switched on.
The car above is a Sport model and has a lower front spoiler. The lower
spoiler does not clear a standard kerb, and inevitably will get clouted as
the bonnet is extremely long and unsighted. After a while you will realise
that you only reverse into parking spaces!
The non-Sport model to the right still has a pretty-low front spoiler, but
at least it clears a standard-height kerb. As from the rear, the spoiler and
the mirrors are the only visual differences between the Sport and non-
Sport models.
It's not a proper sports car unless the lights pop-up - and they do! The UK
models have projector lenses for the dipped-beams and the fog lights. In
the pop-up pods (from outside to inside), are the dipped-beams, fogs and
main-beams. Below are the secondary main-beams and side-lights. With
eight 55W bulbs running at the same time there is no shortage of light. Of
all the BMW's I've owned, the E31 has the best headlights, even better
than the Xenon's fitted to my younger E38. Xenon systems are often
retro-fitted, but usually in the world regions that did not have projector
lenses fitted. The USA models, for instance, have plain reflectors.
The cockpit of the E31 is stunning. This is a 1999 840ci Sport Individual
which means it is fitted with the Steptronic gearbox. This allows full
automatic control of the gearbox, or, when the selector is pushed to the
left, manual control. In the manual mode, the gearbox can be controlled
sequentially by pushing the selector forward (the select a higher gear), or
backwards (to select a lower gear). The software will not allow gear-
changes that would damage the drive-train. This car has the Becker Nav
system and a 3-spoke wheel retrofitted
The centre console contains three
units, which from the bottom are:
Dual climate control (separate
settings for driver and passenger),
music system (RDS radio, 6-CD
player and tape player) and MID
(Multi-Information-Display).
The MID displays useful information
such as fuel consumption and
outside temperature. It also
displays warning messages such as
brake-pad wear.
Around the gear selector panel are
a number of switches and
indicators. On the left-hand side is
the alarm indicator and the
passenger heated-seat control.
This has two heating levels. If the
high level is selected the level will
be reduced once the seat is up to
temperature
To the right of the selector is the
ASC button (Automatic Stability
Control) and the drivers heated-
seat control.
The picture near-right shows
the most common equipment
level - ASC control and the
alarm indicator.
Far right is a well equipped panel
(on an 850ci). The additional
controls are for EDC (Electronic
Damper Control) and a control for
the rear blind.
One thing that surprised me about the E31 was that even the Sport
model came fitted with what looks like a tractor steering wheel. This is
the same wheel as was fitted in the E32's in late '93 and '94 and
contains one of the first airbags to be used by BMW. Despite
its looks,
this wheel has good feel and visibility of the
instruments.
Fortunately, there are many BMW
steering wheels that are a direct fit
that still contain the single-stage
airbag.
The steering wheel shown to the
right here is from an E36, and is a
popular replacement on the E31.
The method of replacing the wheel
is shown on this website.
There are many other steering wheels
that are a direct fit, and some can be
simply modified. The only necessity is
that the airbag is a single-stage unit,
the later dual-stage bags will not
operate correctly.
The steering wheel controls shown here
are:
RHS: The upper control is for the windscreen wipers and screen-wash.
Some models have high-pressure
washers for the head lights. Where fitted,
the main reservoir is contained within the
centre of the spare wheel. When the end
of the stalk is pressed, the intensive-
wash is activated. This function uses
concentrated fluid from a separate tank
for better cleaning.
Below the wash-wipe is the cruise-
control. This is the standard BMW system
that allows +/-1 KPH adjustment of speed
by pushing/pulling the control. Although
the cruise control was standard in the USA, it is less common in the UK.
LHS: The upper control is the indicators/flash/high-beam/low-beam.
Pressing the end of the stalk brings up
the OBC (On-Board Computer)
information on the Multi-Information-
Display.
Below is the steering-wheel height and
rake adjustment, this is part of the
memory system which includes seat and
mirror positions. The motorised steering-
wheel height and rake adjustment was an
option in the UK.
The seats on the E31 are very
different to those fitted to other
models. The main difference is
that they incorporate the seat belt
inertia unit. This means that the
seats have to be exceptionally
strong to provide a secure seat
belt anchor.
They have to provide this anchor
and be able to tip forward to allow
access to the rear seats. The seat
has a chrome handle on the side
member for this action.
The seat to the left here is the non-Sports seat, however, it has large
bolsters to keep the driver secure during sharp changes in direction.
The seat below is the Sports seat, this has additional adjustment for
thigh-support. The bolsters are slightly harder and larger than the
standard seat. Both models have three memory settings via the buttons at
the edge of the seat.
The seats have multiple
adjustments via the two controls
in the seat base. The large control
adjusts seat-base height, tilt
angle and forward/back. The
smaller rear control adjusts the
rake of the back.
The memory system consists of
the seat position, mirror position
and steering wheel settings
(optional). There are three
memory settings, activated by
setting everything to the
preferred position, pressing 'M'
and then one of the numbered keys.
A lot has been written about the rear seats of the E31, usually decrying
the money wasted on seats that will never be used. They certainly are
exceptionally well upholstered seats!
In real life, they are brilliant for children, they have a steep cant to the
rear and will hold then safely in position. As long as the front seats are
moved forward slightly, an
adult can be comfortably
seated, but it is a little
claustrophobic as you are
wedged-in, there are no
doors and no window
controls!
Although the lower centre
bolster looks like a storage
area, this is where the fuel
tank crosses the
transmission tunnel.
The upper centre bolster can be lowered to reveal the ski-boot hatch, it
also contains a first-aid kit.
The E31 is a pillar-less coupe; although there appears to be a narrow 'B'
pillar between the front and rear windows, the strip is attached to the
rear window.
The front window is standard
in operation, it includes
'single-touch open' from the
window switches fitted to the
driver's door. Unlike the
software in the E38, the E31
achieves the same function
through hardware, the window-switch has a double-switch action. A light
press will drop the window only
whilst the button is pressed. If
the button is pressed harder, the
second switch contact closes and
the window will fully drop.
the rear window has to rotate as
well as drop, the mechanism is
unique to the E31.
The mirror adjustments are on
the same panel. The CSi mirrors are much smaller than the standard
mirrors but still give good visibility. The passenger mirror drops when the
car is put in reverse as long as the driver/passenger adjustment selector
is set to 'driver'.
The front windows automatically rise when 150 KPH is reached!
The picture to the right
shows the black trim fitted
to the rear window. It also
shows the action of the
front window when the door
handle is lifted (interior or
exterior) - the window
drops by an inch to allow
the door to be opened.
When the door is fully
closed, the top of the
window tucks under the roof
frame strip and pushes
against the window seal.
This system ensures an
excellent aerodynamic finish
and very low wind noise.
The black trim on the rear window also incorporates a seal that bridges
the gap between the front and rear windows.
As the picture to the right shows, this system has no need for rain
gutters, and although this reduces drag, the greatest benefit is the
reduction of wind noise.
The top unit here is the multi-information
display (MID). This combines the separate
functions of Service Indicator, On-Board
Computer (OBC) and Check Control which were
separate systems on the E32.
The OBC functions include fuel consumption,
estimated journey time and remaining fuel
range. These displays can be initiated from the
MID buttons or by pressing the end of the indicator.
The MID also displays warning messages of varying importance, from
reminding that you have left the lights on to the more immediately
important 'Engine oil pressure low'.
The MID also has some 'hidden' functions that can be used for simple
diagnostics such as voltage and current measurements, instantaneous fuel
consumption.
The three pictures here show the
total (more or less) internal storage
area of the E31. There are a couple
of feeble cup-holders as shown to
the left, I've never managed to
successfully use these. Unless the
cup is thin enough to reach the
base, the holder droops alarmingly
and then fails to let go of the cup
when needed.
The glovebox is quite small but
contains a rechargeable torch.
Where the passenger airbag is not
fitted there is an upper glovebox,
most UK models have the airbag.
The centre console has three small
compartments and an
ashtray/lighter. The telephone
(where fitted) consumes the area
behind the ashtray and the
compartment. The two rear storage
compartments can be fitted with a
cassette storage unit, or a CD
storage unit. There are also
pouches built into the front of the
seats and doors. And for storage -
that's it!
This is the dual climate-control unit, it has
separate heat settings for the driver and
passenger with a shared fan-speed control.
The system is more advanced than the
simple control panel belies.
When set to fully automatic, the system
controls ten stepper-motor controlled air flaps to keep the desired
temperature constant and the windows fog-free.
The climate control unit (IHKA) also includes an automatic air-
recirculation system. This has an external sensor (AUC) that measures
the level of pollutants in the air, at a certain level, cabin air is re-
circulated and the fresh air-inlet is closed. Once the levels drop, fresh air
is again allowed into the cabin.
Although there is a manual control for fan speed, the system adjusts the
setting to compensate for road-speed and also reduces the fan speed until
the coolant temperature reaches a point that the unit is effective.
Although this unit was superseded by a digital unit (in the E38), the
analogue unit in the E31 is much easier (and quicker) to use and
performs just as well as the later unit.
The E31 above has the infamous Throwing Star alloys
fitted (Style 21M). These are the alloys most associated
with the E31. They are also fitted to the M5, but the
latter has a larger bore and are not staggered. Those
fitted to the E31 have an 8J front and 9J rear and are
17". The offsets are unusual for a BMW (10F 19R).
The alloys are three piece, the throwing star itself can
be removed and is made from a Magnesium alloy. The
centre cap is plastic. The Magnesium star often
corrodes but can be successfully restored.
Purists will tell you that the rear throwing star on the
rear of the car above is fitted to the wrong side of the
car. The angled edge of the star should face the
direction of rotation, which the rear alloy does not.
To the left is another common alloy styling for the E31,
this is Style 5 which is another three-part alloy with a
separate centre-cap and a two-piece rim. The rim is
secured with 34 fixings. These are 17" and are usually
fitted with 235/45 tyres. These also suffer from corrosion around the
fixings but look spectacular when reconditioned.
This alloy is a 16" Turbine (Style 9) which is usually shod with 235/50
tyres. This is the least popular alloy and the only original alloy available on
the E31 with a 16" diameter.
One popular upgrade is to fit M-Parallels which were standard fitment on
the 850CSi (8J front and 9.5J rear). The price from BMW is quite high and
you may find E31's fitted with replica M-Pars (as is the case with the 840ci
Sport shown at the top of this guide).
The boot on the E31 is pretty capacious for a
coupe. At the front of the boot, to the left is
the Hi-Fi amplifier. There is a fixing at the top,
the cover and amplifier can be lowered for
access.
In the centre can be seen the ski-hatch, this
should contain a 'sock' into which ski's can be
pushed. Inside the car, the centre upper
bolster of the rear seats is removed to allow
the ski boot to unroll into the interior (don't
try this - it is nigh-on impossible to get back
in).
The E31 has two batteries connected in
parallel that are fitted behind the carpeting to
the left and right of the boot. Behind the left-
hand carpet is also the jack and wheel-brace.
Fitted in the right-hand side carpet
is the CD changer, this takes
cartridges which accept 6 CD's.
Being a 90's design the CD's can
only contain audio tracks, MP3 CD's
cannot be played
Individual models
The E31 Individual models are another step up the 8-Series ladder. The
piping on the seats often mirrors that of the exterior, on this Mora
Metallic 840ci with Champagne Nappa leather, the contrast is quite stark.
The addition of the two-tone interior sets it apart from the standard
models.
The Individual models are also defined by external colours that were not
available as standard options, these standard colours are listed below:
Metallic colours:
Barbados green
Calypso red
Canyon red
Fjord grey
Orient blue
Oxford green
Anthracite
Arctic silver
Cosmos black
Royal red
Titan silver
Solid colours:
Alpine white
Bright red
Jet black
The 8-Series was quite rare to start with, and the buyers of these rare
cars were more inclined to buy the Individual model. Update 2018 The
E31 is now getting rarer on the major selling sites, the usual 20 entries on
Ebay is currently down to half-a-dozen - most of them being late
Individual models. As the earlier examples reduce, the later models are
predominated by Individuals - and there’s a good reason for this - the
Individual options were offered as no cost during 1998 and 1999 - and the
well-informed buyer ordered all sorts of things! The car above got all sorts
including the full csi interior and chromed front grilles.
The car shown above is a Mora Metallic combined with Champagne Nappa
leather sold in the UK. It is this rarity that is more sought-after rather
than the base Individual status. The E31 was produced in many colours,
many more than was available in other models. Some of these colours are
extremely rare, some (such as Byzanz Metallic, Atlantisblau, Bostongruan
Metallic, Cordobarot Metallic and many others) were only seen on a single
example each. Much more detailed information on the rarity of colour
combinations can be found on the BMW 8 Series Registry which is the
greatest source of E31 information available anywhere.
To summarise the Individual models, although an Individual model is more
desirable, there are different levels of individuality! When it comes to the
E31, there really are one-off examples available (but not often)
The E38 7-Series Individual models formed a small percentage of the total
sales, this increased the desirability of the few Individual examples that
came onto the market. The same is not true for the E31, especially the
840ci.
This is the M70B50 V12 engine as fitted to the 850ci. The M70 engine is
hugely reliable and this is due in no small part to its relative simplicity.
While the M60 and M62 have 4 valves per cylinder and twin overhead
cams per cylinder bank, the M70 retains a single overhead cam and 2
valves per cylinder. The M70 employs a twin coil-and-distributor ignition
system.
The M70 is exceptionally powerful with masses of torque and this
provides the major differences between the 840ci and 850ci. Whereas
the 840ci is very quick, the 850ci is just as fast but much more refined,
sounding more like a turbine than a piston engine. The only downside to
the M70 is the fuel-consumption. There is no substitute to normally
aspirated capacity and at 4988cc the 850ci has a lot of it! You also get
the kudos of the V12, it really is a class act.
Although other world markets got the 5.4Ltr M73 engine, here in the UK
we didn't, the only M73 850ci's that are seen for sale in the UK are
imports.
The mechanical reliability of the M70 is excellent, they really are built
like tanks, but in 2016 the early engines are getting on towards 25-
years old. Even at this age the major mechanical items usually retain
their integrity, pistons, rings, main bearings, big and small ends seem to
last forever. But just like the M30, poor oil circulation at the top-end can
lead to camshaft wear (due to loose banjo bolts). Some valve-guide
wear can be seen on high-mileage engines.
The M70 engine employs an EML system (Electronic Motor Load) in
addition to two ECU's (one for each cylinder bank). Instead of using
throttle cables and mechanical throttle-bodies, the EML system uses
motorised throttle-bodies (called DK motors). This concept removes the
need for a separate traction-control system, idle-control valves or a
cruise-control actuator. The throttle pedal is replaced by a potentiometer
unit making the engine control entirely electronic. Components of this
system can fail due to mechanical wear, in particular the DK motors
(throttle bodies) can cause problems. However, in spite of the perceived
complexity of the system, most problems are simply solved using DIY
techniques.
This engine was also used in the E32 750i/L and there is a lot of
experience available to help keep it healthy. Although the size and
complexity of the engine is initially daunting, problems usually boil-down
to simple causes which can be easily remedied using the vast experience
of the E32 and E31 Forums. However, some apparently simple
procedures such as changing all 12 spark plugs can try the patience due
to the lack of access. Basic servicing costs are only slightly higher for
the V12 primarily due to the extra cylinders and air-filters.
Under the bonnet
There's a lot of engine in the 840ci engine bay! This is a 1997 model and
so the engine is the 286 BHP M62B44. The engine is the natural
progression of the M60B40 engine used in the E32 7-Series. For an engine
that first saw production in 1992 it is pretty advanced. It is a 90-degree
V8 of 4.4Ltr (4.0Ltr for the M60), it has 4-valves per cylinder and quad-
cams. Each cylinder has its own coil-over-plug unit to provide higher
energy at the plug. For a large engine it is surprisingly economical,
especially as the 840ci has (as standard) a 2.81:1 ratio final drive. At
70MPH the engine is turning over at a lazy 2200RPM.
Mechanically, both the M60 and M62 engines are
impressively reliable. The M60 engine got an awful
reputation in the '90's for cylinder wear due to the
Nikasil process used to harden the aluminium
bores. But in 2018 the Nikasil problems are long
over, you are just as likely to see an M70 or M73
with worn bores. As long as basic servicing is
performed on the engine (oil changes in particular) it will outlast the
chassis.
Unfortunately, the cooling system is a weak spot (just as it was on the
E32 and E38). The expansion bottle, radiator, auxiliary pump and hoses
have a predilection to explode or leak. The viscous-coupled cooling fan
often fails leading to overheating when stationary, or if you are unlucky,
shedding the fan blades at 6500RPM, now, that makes an awful mess of
the engine bay and bonnet! As long as the owner is aware that these
items can cause problems and they are replaced before failure then the
cooling system will operate correctly.
Apart from the cooling system, the V8's can suffer other small problems.
The inlet manifold has a pressure control valve (PCV) fitted at the rear and
this can fail. When it does, upsetting amounts of smoke appear at start-up
and when under harsh acceleration, it also causes a bad idle, in fact,
exactly the same problems that are present with bore-wear. Many owners
are scared witless by this fault, but the repair is simple and the PCV costs
around £40.
Over time various seals will fail around the inlet manifold leading to a bad
idle. These are relatively easy to replace and the parts are cheap enough.
The timing-chain tensioner will need replacing at around 100k and this will
preserve the timing-chain guides. The guides are made from plastic and
can fail if allowed to flop around due to a worn tensioner.
All in all, the M60 and M62 are excellent, reliable and economic engines
that provide exciting performance.
To the left of the engine bay are the
washer bottles. In the picture here, the
intensive wash bottle is to the left.
It will be noticed that the main wash
bottle to the right does not have a filler
cap, this is because this car is fitted
with the high-pressure headlight wash
system. With this option the main
reservoir is located in the boot inside
the spare wheel. The tank shown here
is filled automatically under control of the General Module. The main
reservoir in the boot is filled via a lid in the boot.
In front of the washer bottles is the engine air-filter housing.
At the right-front of the engine
bay can be seen the oil-canister
(far left of the picture), this
contains the oil-filter element.
To the right of the picture is the
ASC actuator. This system
reduces engine power when
traction is lost by shutting a
secondary throttle-butterfly.
On models with cruise control,
the actuator is located below
and to the right and connected to the main throttle-body via a long
Bowden cable.
Further back in the engine bay is the reservoir for the power steering
fluid which also contains a filter. The same system is used for the brake
booster and includes a pressure reservoir named a bomb due to its
rotund shape, and the ability to explode if fiddled with.
Behind the power steering
reservoir is the brake master
cylinder. Surprisingly for a right-
hand drive car, the master
cylinder is on the opposite side
to the brake pedal. This means
that there are mechanical
linkages across the interior of
the firewall to operate the brake
system. This can reduce the
low-speed feel of the brake
system.
Improvements to the feel can be made by lubrication of the linkages as
described on this website.
CSi's - Alpina
The E31 is rare enough, but the 850CSi and Alpina versions are even
rarer and even faster - and a specialist subject that it beyond this short
introduction!
Driving the E31 840ci Sport
This is a good place to sit, the sports seats fit snugly, the view of the
instrument cluster is clear and everything is within reach. The only
awkward controls to find in the dark are the headlight aim adjustment and
rear-window defroster which hides behind the rim of the steering wheel.
The A/C controls are easy to set and adjust on the move, unlike the E38's
digital controls which take a few pokes to get right, the controls are
entirely analogue and quick to modify on the move.
Right, seatbelt on, door shut and start the engine. The custom rear boxes
give a deep V8 burble that is barely heard in the cabin but is more vocal
outside. Handbrake off, foot on the brake pedal and select Drive using the
Steptronic shifter.
A gentle poke of the throttle pedal doesn't illicit much from the M62 V8,
the pedal feels a lot longer than that of the Vanos E38. As the E31
gathers momentum the gears hang longer than expected, but this is just
the warm-up routine getting heat into the engine. The revs noticeably
drop as 2nd gear selects, just before a junction, the brakes are
progressive and a light pressure quickly stops the 2-Ton mass. The T
junction poses a bit of a problem, the front of the car is hidden by the
curve of the bonnet, so the order of the day is to creep forward until the
exit is seen to be clear.
Once out of the junction and onto the A road, the car feels light and the
steering accurate, the gears change a little earlier and 60MPH is quickly
reached with just a little throttle. If the car has any problems with
suspension wear, it is at this speed that it will show itself as a rapid shake
through the steering wheel and a tendency to fall off the camber of the
road. After a couple of minutes the climate control system allows heat
from the vents which were previously automatically closed.
As a roundabout comes into view, Sports mode is selected on the
Steptronic shifter, the car immediately drops down a gear and the speed
drops off. Creeping onto the unsighted A3 slip-road, the traffic is clear
and the throttle pedal is pushed towards the floor.
A lot of things happen in a split second, the 'box drops into 1st gear, the
revs rise immediately and you are forcefully pushed into the sports seat.
With a slight blink of the anti-skid control warning you are launched off
the slip road as 6300RPM momentarily registers and 2nd gear is selected
at lightening speed. You are already travelling at close to 50MPH. You just
have time to check the wing mirror again as the revs reach the red-line
and 3rd gear drops in. A glance at the speedo shows you are now
travelling at an illegal 80MPH.
As the pedal is released the revs hang at 4400 until the software decides
that you have finished thrashing the car and selects 4th gear, the revs
drop to 2800 and then to 2200 as you pull the shifter back to 'D' and 5th
gear engages.
At 80MPH there isn't much noise, and it is the road noise that dominates.
The engine can only be heard as a deep rumble, well below the road
noise. With standard rear-boxes the engine is not heard at all at this
speed. Had you kept the pedal on the floor, by the time 4th gear was
reached you would have been travelling at a licence-revoking 115MPH and
some time later as the revs reached the red-line you will hit the speed-
limiter at 155MPH. At these speeds the car seems to quieten and the feel
of speed is soon replaced by a confidence in the cars ability to hold the
road and respond to any change in direction. If you had the front windows
open, they would have closed automatically as you hit 100MPH.
Still, no time to contemplate that as the 300 Metre countdown flashes
past at your exit. This is a tight one, so knock the shifter left into sport-
mode, the revs rise to 2800 and then to around 4000 as you knock the
stick backwards to select manual-mode and 3rd gear. The exit is a
sweeping left-hander leading to a right-hander that tightens up
considerably, but there is very little body-roll and the confident way the
840ci takes the corner precludes a need to use the brakes, in fact, as the
exit turns back over the A3 you will find yourself hitting the throttle again
to get the speed back up.
M70B50 V12 Engine fitted to the 850ci
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