A first week with the 650i is now behind me (if you missed the story from last week you can read it here), and thankfully the weather Gods were kind enough to let the sun shine from a blue sky everyday, meaning I’ve been able to enjoy the car as it should be, with the roof down. Impressions so far are very positive and having now experienced a bit more of the quality, comfort and power train of the 650i, my unofficial rating of it as the most mispriced used car in the market is confirmed – not that I’m complaining!
Therefore, feeling a bit Bavarian this week (and thus sad to hear earlier in the week that this year’s Oktoberfest is cancelled), I thought we’d have a look at last time BMW had a 6-series, back in the 70’s-80’s. The first 6-series indeed still has a lot going for it, as is proven notably by the fact that its 13-year production run is the longest of any BMW model!
The 6-series was introduced at the Geneva Motor Show in 1976 and was produced with relatively minor updates until 1989 to a total of over 85.000 cars. The E24 as it’s called internally replaced the E9, and although it mostly resembles the 7-series that followed a year later in 1977, it was built on the smaller, 5-series chassis, as a true four-seat GT car, that over the 13 years of production was only ever available with 6-cylinder engines.
The original line-up included the 630cs and the 633csi, complemented in 1978 by the 218hp, top of the line sport version 635csi that I’ll focus on here since it’s the car to have in the range. The 635csi was easily distinguishable already in the first generation through its front and rear spoilers and ultra-cool, 80’s-style BBS wheels.
The first (and only) major model update in 1982 was important as the chassis was more or less replaced by that of the second 5-series, giving the whole car far more rigidity and stability in combination with lower weight. From 1982 ABS breaks came as standard on the 635csi, and on the inside, the equally-sized speed and rpm gauges so typical for BMW had now found their place in the gauge cluster. Various other cosmetic touches contributed to give the car a more modern look. Oh, and I almost forgot that the pre-infotainment check control, that allowed the driver to test various functions in the car, was now automatic and didn’t have to be activated by pushing a button. There was also the optional board computer that let the driver check the outside temperature, the average consumption and the total distance driven. That was advanced stuff back in the early 80’s!
In 1984 BMW introduced the top-of-the-line M635csi with a re-worked version of the M1 engine, with four valves per cylinder and dual overhead camshafts (DOHC). The M-version produced 286hp and from 1986 260hp with catalyst, and was only available as manual (by then, catalytic cleaning meant the regular 635csi was down to 185hp).
In 1987, a second and last facelift mostly consisting in various chrome pieces being replaced by black metal and plastic, helped the by now quite old 6-series live for another two years. The last car was produced in April 1989 and the 6-series was replaced only a few months later by the the 8-series and the 12-cylinder 850i, but that’s another story (that I’ve written about here should you want to read it).
The clean lines of the 6-series are purest in the simpler versions, but to me the 635csi has always been the one to have. That is except for the M-version of course, but at the EUR 60.000 and upwards good M-cars cost today, they are at roughly double the price of the standard 635csi, which given the car’s age in my view delivers sufficient power and driving pleasure. And driving pleasure there is, in a very 80’s style; I drove a 185hp, 635csi recently, briefly considering it as I was selling my Triumph. No doubt it’s a car that works perfectly as both a daily driver and a GT car for longer trips. The steering is surprisingly good, the manual gearbox is distinct, although with long throws, and the breaks work just fine. The six-cylinder has a nice tone to it and you’re left with the feeling that the only thing missing is an old Modern Talking cassette in the standard Becker cassette radio!
Although it was produced in a total of more than 85.000 cars, the original 6-series is becoming increasingly rare, and if you ask me it’s no doubt one of the best cars coming out of the 80’s. Its combination of good looks, great engine and practicality make it a very usable youngtimer at a still attractive price. I would opt for a manual 635 from after 1982, paying more attention to the car’s history and condition than the exact model year. Go through all the usual checks and in terms of equipment, make sure you get the original BBS wheels, a nice leather interior and a Becker cassette radio, and you should still be on the right side of EUR 30.000. The only thing left before hitting the road will then be trying to remember in which box you stuck those 80’s cassettes many years ago…
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only person on the car scene to have been awarded UNESCO’s World Heritage Award for his extensive work in restoring (rather than renovating) many classic automobiles through the years.
workers/artists, and also as a world premiere showed a 1948 Isotta Fraschini 8C Monterosa Cabriolet Boneschi, the last car built by the little-known (at least outside of Italy) Milan auto manufacturer Isotta Fraschini, active in the first half of the 20th century, and probably destined to win many prices at automobile shows the coming years.
showroom with exactly the right pit lane smell, featuring a selection of the cars in The Classic Car Fund (TCCF). This is also the HQ of the TCCF and where Filippo has his office. Italian and from Modena (where else?) by birth, he is a true European nowadays based in Switzerland where next to running a family office business he set up the TCCF five years ago, driven both by a passion for cars and for uncorrelated assets.
classes, including things such as art, wines and gold. This is partly driven by the falling interest rates since the financial crisis, but also by baby boomers becoming solvent and realizing their childhood dreams and emerging market buyers that were not there a decade ago. “The Chinese have so far only been able to own classic cars abroad,” Filippo explains, “but that is about to change and that will create even greater demand in the future”.
Switzerland and Italy, and employs mechanics to keep them in shape. Two additional features of the fund further strengthens the link with private collections: subscriptions are permitted in kind, meaning that you can buy into the fund through a car or a car collection, following an evaluation by an independent expert. Ownership passes to the fund but the original owner receives a buyback guarantee at the same price up to two years from the point of purchase. Also, and perhaps of more interest for most, against a small fee, fund investors may borrow and drive the cars in the fund over a day or a weekend. Filippo smiles and says “take the Testarossa in the showroom down to St. Moritz over a weekend. If anyone asks you can truthfully say it’s your car, as it is part of the fund you are an owner of”.
At the heart of the car is a fantastic V-12 cylinder, 5.5 litre engine delivering 485 hp and 580 Nm torque, later increased to 515 hp and 590 Nm torque in the 575, exclusively coupled to a six-gear manual gearbox (in the 550) but where the torque of the engine meant you rarely need to use more than half the gears. The engine is linked to the adjustable suspension such as to limit the max torque in the softer settings and thereby improve power delivery. Surprisingly though the lovely V12 noise is somewhat muted, arguably improving the car’s GT quality but also the reason many cars have received another exhaust system allowing for a bit more tenor and bass.
The Thrill of Driving 