(first posted 1/27/2017) “Personal Luxury Car” – A term that doesn’t have a set-in-stone definition, but one that historically described a prestigious two-door luxury coupe typically positioned near the top of a brand’s lineup, emphasizing driver comfort and personal image often at the expense of passenger space and functionality.
It’s a term that is largely meaningless today in a world where single individuals, even those who prioritize image and drive pricier cars, are more often than not driving sedans that can comfortable fit a family of four and their gear, or driving upscale SUVs/CUVs/pickups that are positively gigantic, and still rarely haul more than two occupants.
In the decades from the 1950s through the 1980s however, the personal luxury car coupe was the type of car you drove if you wanted the world to know that you were infrequently (if ever) burdened with hauling kids around, and that you had a little bit extra disposable income (likely a result of not having children) to treat yourself on a car that was for you and your enjoyment.
Somewhat paralleling the rise of the personal luxury car, albeit a few years behind, was the rise of foreign imports in the U.S., particularly on the coasts. As the overwrought brougham era reached its zenith in excess by the mid-1970s, many Americans began growing weary of the vinyl roofs, opera windows, loose pillow velour seating, and road isolation that had decidedly become the norm in everything from personal luxury coupes to upscale compact cars.
While not exclusive, by and large it was the rising demographic of upwardly-mobile baby boomers, working white collar jobs in major urban areas who fueled the rising demand of luxury imports in the 1980s. With levels of income unimaginable to their parents’ generation, these commonly referred to “Yuppies” (a term that unfortunately is often used in a derogatory manner instead of more colorful insults, despite its origins as a purely descriptive acronym) correspondingly possessed very different attitudes regarding money.
Their significantly higher buying power, discerning tastes, and desire to display their wealth and success drove the demand of luxury goods through the roof during the decade of excess to the point where many Americans’ everyday lives looked like a scene straight out of Dynasty, minus the physical altercations.
Everything from designer clothes to consumer electronics to the business of interior designers soared in popularity, but it was the imported European luxury car which was the ultimate display of status. While these new-to-wealth, status-seeking 20- and 30-somethings were far more likely to be buying slightly more economical and practical 3 Series and 5 Series, they nonetheless elevated the glamorous appeal and notoriety of BMW to so many like minded individuals.
For the more upper-crust new money and progressive old money types alike who were predominately maintaining their social status, it was much more “exclusive” cars like this BMW 6 Series that succeeded the role previously occupied by cars such as the Eldorado and Continental Mark Series as the preferred choice in the small yet profitable personal luxury market.
Originally introduced as a 1976 model in Europe and a 1977 in North America/Japan, the BMW 6 Series (“E24” internally) was the direct replacement for the E9 “New Six” CS coupe (sold as the 3.0 CS/CSi/CSL and 2.5 CS). Apart from a slight 4-inch increase in overall length for the European models, overall E24 dimensions were only fractionally different from the E9, owing to the car’s similar long and low appearance. Despite this, the E24 looked like a bigger car, which can be attributed to its blockier, slab-sided sheetmetal and more imposing front end.
Visual changes were fairly minimal over the car’s 13-year lifespan, primarily limited to engine upgrades and enhancements to interior appointments and amenities. The E24’s most significant change came under the skin in 1982, when the car was given improved suspension components shared with the new E28 5 Series sedan. The interior and exterior also received mild facelifts, though to the untrained eye were virtually indistinguishable from before.
6 Series interiors were, in true BMW fashion, an example of form followed by function. While occupants could happily ensconce their shoulder-padded bodies into the available finely-stitched Nappa leather seats, the sporting nature of the car was easily evidenced by the seats themselves, with their thick side bolstering for both front and rear, and orthopedic shape design.
Sports seats added further adjustments, including an extendable seat cushion for added thigh support, something BMW continues to include in all of their current cars equipped with available sports seats.
As for the design of the interior itself, the E24 presented drivers with a highly driver-oriented cockpit layout. All controls and gauges were within easy reach and view, with the multi-tiered center stack angled towards the driver. Typical for BMWs and many European cars of this era, power window and seat controls were located in the center console for easy access, also allowing for compartments under the door panel armrests.
And while there was no sea of wood trim adorning the dash, extensive use of high quality leathers, plastics, and carpeting made clear that this was a confident luxury car, just a highly Teutonic one.
Mechanically, the 6 Series was powered exclusively by BMW single overhead cam inline-6s from either the M30 or M90 family of engines. The E24 model range consisted of the 628, 630, 633, and 635, with the last two digits indicating displacement in nearest liters. The only exception to this was with North American-market M 635 CSi models, which were badged simply as “M6”, and a special Luxury Edition 635 CSi, which was badged as “L6”. All E24s continued to carry the “CS” suffix, with fuel-injected models carrying the “CSi” suffix.
Output in European-spec cars ranged from 181 horsepower at 5800 rmp/173 lb-ft torque at 4200 rmp in the 628 CSi to 282 horsepower at 6200 rmp/251 lb-ft torque at 4500 rmp in the M 635 CSi. In order to meet emissions requirements and run on lower quality gasoline, North American-spec cars typically had lower compression ratios, and thus lower output than their European relatives.
The North American-spec 635 CSi in particular posted a rather shortchanged 182 horsepower when compared to the 215 horsepower it had in Europe, but hey, it still had “the look”, which was good enough for many buyers. For those who did care about truly taking advantage of the E24’s full potential, the 6 Series proved a popular grey-market import.
Notwithstanding slightly lower output than European versions, the 6 Series were very capable cars for their time. The inline-6s of the 635 and M6 offered vastly better acceleration (7.7 seconds for the 635 CSi; 5.9 for M6, both U.S.-spec) and a higher top speed than the heavier Mercedes-Benz 560 SEC and Lincoln Mark VII LSC, which were equipped with slightly torquier, but lower horsepower V8s.
But merely raw power and straight-line acceleration aren’t enough to make a car The Ultimate Driving Machine©. BMW’s have always been best known for how they make use of this power, through their tight, tactile, and connected feel, delivering an ultimate driving experience few other cars can match. The 6 Series was the clear enthusiast choice for personal luxury car buyers, arguably offering best-in-class handling dynamics.
(Backed my car in for a quick comparison shot – BMW coupes of different eras, separated by 30 years)
The “original” E24 6 Series was indefinitely a very BMW-esque take on the idea of personal luxury. It may not have been quite as plush as most competitors, but what it lacked in opulence, the 6 Series more than made up for it with its performance. In the U.S. market, BMW might not have been the most synonymous brand for “personal luxury car”, but for those who wanted to look the part and not give up any performance with their large luxe coupe, the 6 Series was the optimum choice.
Photographed: South Shore BMW, Rockland, MA – December 2016
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I installed one of those US bumpered e24 front air dams on my US e28. They look far superior than the US e28 M5 OEM front air dam., IMO.
In a memorable example of ’80s TV series product placement, David (Bruce Willis) drove one of those on Moonlighting.
I remembered that too as soon as I saw the title of this story. Funny what jumps to mind. I also remember his character destroying the poor car by intentionally smashing into parking garage pillars; he was enraged about something or other. All I could think at the time was “No! Save the car!”
Excellent period music lyrics in the title for this car!
Glad someone got the reference! Roxette is definitely one of my favorite late-80s/early-90s bands.
Actually, an admittedly obscure but very period correct musical reference to this car was made by Chris de Burgh (of the very ’80’s “lady in Red” fame) in a single from the same album as that one-hit wonder called “The Ballroom of Romance”
Partial Lyric follows:
“In the ballroom of romance, there’s a young man waiting,
Standing looking over at the scene, it could be you or me,
Every eye in the room was watching as she walked over to him,
Whispered “do you want to come with me, I’m heading for the beach, ”
In her BMW 635, going smooth at ninety, feeling good to be alive,
And then the moon began to shimmer,
Hey the sea was roaring in,
Just one kiss and then his heart,
Began to sing, he said
I’m ready, I’m ready for romance,
I’m ready for romance is here at last;”
(Incidentally, I’ve wanted a 635CSi since the ’80’s, and would still love to own one today.
It became lowest-common-denominator music in Europe and was a flash in the top 40 pan here, but I think it’s the album very good, slickly produced piece of chart topping ear worms.
+1 on the Roxette reference! I still have my “Look Sharp” cassette somewhere…
Beautiful car……hum,no legroom in the back seat…claustrofobic
People didn’t buy these cars for their rear seat space/comfort. That was the very idea of cars like this. If you wanted a BMW for the family, you bought a 7 Series.
The rear seats fetch big dollars as a rear seat upgrade for the BMW 2002 enthusiasts (e10/’67-’76).
I had three e24 parts cars. Selling he rear seats alone, paid for my trailer & gas to haul the 3 free parts cars home.
The 6 series e24 (’76-’89) & e28 5 series (’81-’88) shared the samel drive train & suspension from May 1982 right up to end of regular production in 1989.
Never would have suspected these would fit in a 2002. So which is roomier/more comfortable, the stock 2002 rear seat or the 6-series transplant?
Neither. 🙂
I sat in one of these a while back…wow. It was THE most claustrophobic car I have ever been in! For what is a fairly large car, the interior is incredibly tight.
John
Try the back seat of a Jaguar XJ-S. Or front seats too if you are over 5′ 8″ tall. Then go back to the 635 which will seem like a limo by comparison! Added bonus: the BMW will probably get you to your destination……
No, I mean the front. The only thing I can compare it to for claustrophobia is a Smartcar.
No offense, but the new BMW looks like a Kia next to the vintage model. It just lacks gravitas.
The more modern BMW’s seem to be much less desirable as used cars as well. Random mechanical failures galore. And Kias, etc. have gotten better and better. Making me wonder, what is the point of BMW now other than niche marketing?
By the way, people were mentioning “Moonlighting”, I always associated the 6-series with the movie ” The Breakfast Club”, it’s prominently featured in the opening sequence, typical John Hughes pitch-perfect car casting.
🙁
Oh, I think the same thing when I see my mid-2000’s Benz parked next to a “real” one, my idea of what German cars are and should be was most definitely formed in the ’80’s.
The new one may be a better car in every way, but it does lack the immediately recognizable distinctiveness of the 635.
That said, it still retains more of its traditional character than most modern cars. It’s a good looking car, but without the kidney grill few people would be able to identify it as a BMW.
I agree with you. The BMW tag line is “The Ultimate Driving Machine” Bull Crap, the Ultimate Bloated Machine is more like it. With the exception of the 2 series, the rest of BMW’s lineup are real porkers (oink oink)
But I would rather have the Kia as despite Germany playing a key role in helping to make electricity feasible for everyday use with loads of innovations, it seems that nobody there knows how to make a car that does not have electrical issues.
But can you honestly say that there is a manufacturer whose vehicles have not become larger in the past 30 years?
Part of it has to do with safety, much of it with just always having to one-up the previous version and their competitors. Downsizing is not appealing to most automakers now, especially when cars can become larger while being lighter and more fuel efficient than their predecessors.
Say what you want, but I’ve driven everything in BMW’s current lineup as well as many of their respective competitors from Audi, Mercedes, Cadillac, Lexus, Infiniti, and Genesis. BMWs still have a certain dynamic feeling of “life” in their handling that these brands cannot replicate, even with their performance models.
You can’t argue with nostalgia. For many, older cars will always be preferable due to greater familiarity with them. The brain is more receptive to new experiences in youth.
Thanks for putting the effort into writing this great article, and also including a visual comparison of past and present.
So Leaon you have actually driven every current day BMW? I bought a new 640i Gran Coupe 7 months ago and could not be happier. Big? Yes. Heavy? Probably. Fast, great handling every convenience possible yet still an absolute pleasure to drive? Absolutely. Drive one and you might actually like it. As for the M2 or any 2 Coupe – yes, I know several people who have one and they all rave about them – many commenting that this is what a BMW should be. I’m happy with the ‘Porker’ 640!
Gran Coupe is definitely one of the nicest looking cars on the road today. Congrats.
+1!
One of my favourite Bimmers! I think the 6-Series Gran Coupe is absolutely stunning. An example of a four-door looking even better than a two-door.
Yup. I also think of The Breakfast Club when I see a 6-series. It was a perfectly cast car for Claire’s dad.
I think of the one in the car chase at the beginning of Lethal Weapon 2, with the trunk full of Krugerrands.
One thing that somehow struck me as oxymoronic in this CC post was the phrase, “high quality plastics.”
It just seemed strange as a description of something that is always pretending to be something else.
That gives me a chuckle as well. Once American automakers got the hint and adopted the same “high quality plastics” themselves, then suddenly BMW started putting wood veneer in their cars, and “plasticy” became a word for journalists.
If you can’t recognize the quality, aesthetic, textural, and touch differences between various synthetic materials (and the range is huge), then this line will obviously be lost on you.
Come on. You had a W124, that was a German car with excellent materials and textures throughout, BMWs in the 80s really weren’t on that level. I’m familiar with both brands and I find the beemer materials more comparable to 80s Fords like the Tbird or Taurus. Not bad(IMO) but for a the premiums they commanded you have to call a spade a spade.
Do the the plastic sections on this really appear much better in those metrics than a typical 80s econobox? http://www.ebay.com/itm/BMW-E28-5-Series-Front-Center-Console-Dash-Shift-Surround-Pearl-Beige-1983-1988-/221899186714
You missed the point of G. Poon’s comment and my response.
He said:
One thing that somehow struck me as oxymoronic in this CC post was the phrase, “high quality plastics.”
It just seemed strange as a description of something that is always pretending to be something else.
I read that comment to be about the expression “high quality plastics” in principle, as confirmed in his second line, where he says it’s “always pretending to be something else”. He’s saying that there’s intrinsically no such thing as “high quality plastics”; that it’s inherently an oxymoron. With which I disagree, strongly.
FWIW, the BMWs of that vintage had inconsistent quality of “plastics” (I’m not sure that’s really the right word for vinyl) . The dash covers and door upper panels for instance were very high quality, as were some other parts. But yes, some parts were of medium quality. It was inconsistent.
You’re right, I was projecting my own rant on the same subject, overlooking that key point in his second line. I agree, the best parts of old BMW interiors are the wrapped areas, it’s just that whole center stack and control section areas that just seems disconnected.
XR7Matt
BMW have very quality materials and buttons on their cars in the 80’s. Feel the climate control hard solid levers on the dash board. It’s very high quality Matt. Nothing about the 80’s BMW felt cheap and cheated the consumer.
I didn’t say the consumer should feel cheap or cheated, it’s that the consumers tout the one area of these cars that really are nothing fancy – that doesn’t equate to terrible. I find most criticisms directed at much cheaper cars of this era for being plasticy are just as readily found in these, that’s how I (inaccurately) took the oxymoron. Switch feel can be hit or miss in lower end cars, some are weak and flimsy feeling, others feel as solid and high quality as you describe in these.
From the very first time I saw one of these in the late 80s, I was curious as to how far down that huge rear glass rolled down! No joke – I really did, and am still curious… Perhaps only a few inches?
This BMW was truly a car you could see out of – compare to a new Camaro!
Here’s two pictures of 6-series coupes with their rear windows lowered. They’re both lowered about the same amount, which suggests they’re lowered to the maximum amount. This is roughly what I recall from many years ago when I would see these occasionally being driven with the windows down.
Certainly better than fixed rear glass. However, if I remember correctly, the Mercedes SEC had rear windows that lowered completely, or at least pretty close to completely.
That’s what I expected. With glass that large, that’s all the back windows could be lowered. Much like a 1st gen Neon’s rear doors.
At least they did open.
I still like those cars.
I always wondered this, I knew that quarter couldn’t hide all that glass, but since it’s not a hardtop full lowering isn’t all that necessary anyway. Just being able to crack them open a bit when the front windows are down cuts significantly down on wind noise at speed. Fixed rear glass coupes kinda suck at 55mph with the windows down 🙁
This car is so beautiful, so stunning, has so much presence, so aggressive, so iconic, so amazingly athletic, so polished, had flawless handling dynamics, classic elegance, big bad boy of the 80’s, legendary, the shark nose gives this car character that made BMW what it is today.
In other words this is what a personal luxury / sport coupe should be. The 6 has all the elements of a collectors item (and they ar at this point). sure certain years reliability was off. However by 1982, the thermo censors were corrected so they no longer became a issue.
I cannot get enough of this BMW. Even as a youngster I recall rarely seeing this on the road (limited numbers and ultra expensive). When I did, the car actually intimidated me by its well thought of design. The only other car of this era that I can think of that was styled equally aggressive and was a pretty much direct competitor came from oddly America (1986-1987 Buick Gran National GNX Turbo) & the M6 made a great head to head battle. Sure the Mercedes-Benz SEC Coupe cost more and also had several qualities listed above. But the M-Benz SEC, Porsche 928 to me just did not match up to the BMW 6. Which was much more orientated with new young money (nothing wrong with that). The other two attracted a older conservative demographic.
Stunning pics thanks so much for presenting us with this ultimate yuppy bad boy ride to discuss this morning. Bravo.
I love these “sixes” ohh so much, but in my day, these were drug dealer’s rides. Do not ask me how I know.
cjiguy
I will tell you why drug dealers loved them.
It’s because street level macho guys (thugs if you will), yuppy playboys of the 80’s, to arrogant Wallstreet stock brokers, Mobsters etc all have something in common with each other, it’s called an ego and need to be flashy and stand out above the rest to flaunt their wealth. It matches with their bravado persona (fake or real).
So called Alpha males (at least to them) have to have a outrageous flashy car to go with and match their wallet. The BMW 6 is the ultimate car (coupe) of the 80’s that express this character to these males.
It’s the reason why Tony Saprano drove an all blacked out Caddy De’Ville (the ultimate pimps car). It’s why old gentlemen (from old money loved the M-Benz 1980’s S-Class). Why Lesbians love Subaru’s, Back woods (Good Ol’ Boys love monster trucks and tricked out F-150, it’s why “Go Green” hippies love electric (Prius) environment friendly cars. Why Church pastors use to exclusively drive land yachts like Lincoln Town Car, Cadillac Broughams.
People of all strips purchase cars new or used that reflects their persona and personality of how they want the world to see them. Using what they drive daily as that expression (we all do this). So since big time street drug dealers can make 100’s of thousands of un-taxed money annually (although illegally and with criminal drama etc). They can still easily afford to play with the Wallstreet yuppy boys and the likes (often even one upping them).
People of all strips purchase cars new or used that reflects their persona and personality of how they want the world to see them.
Really? 🙂
Clearly I am doing it wrong…
I guess that’s what happens when you stop giving a damn about how other people see you. You end up in geeky cars like us. 🙂
Paul Niedermeyer
What I typed is true, you don’t have to take my word for it. Just see what automobile marketing depts study groups say. All car companies spend millions of dollars to research their targeted audience before the launch of a new model. The demographic research is vital to if a car will be a success or failure. Down to the finest details like exterior/interior colors, features, geographic location, income of said state, weather conditions, even down to patriotism etc (think original VW Beetle).
In several of you’re post you point this out all the time.
There are exceptions to the rule. A car is a big investment, purchase that will have you in debt for 4-5 years (when purchased new). So we treat it sorta like we treat buying a house. Like buying a house, the car must speak to who the consumer is, rather it’s a Mini cooper, F-150, convertible, personal luxury coupe (generally means no kids or family etc). Now what you are getting at is second hand, used car purchases (used cars). That is when the net broadens to expand to a bigger pool of consumers. Who generally sometimes do not car what car they buy as long as it’s reliable and conveniently fits their financial budget.
I once bought a beater Sunbird when I was 20 for $800. Not because it fit my personality, but because I was a starving college student and it’s all could afford. Car companies only care about new car sells not 3rd & 4th owners of said car.
If you insist. 🙂
Seriously, I was joshin’ you. And I think it’s been pretty universally acknowledged for about a 100 years. And for a few millennia before then, it applied to the buggy/coach your hitched your horses to.
It also applies to clothes, too, you know. And other things. I’d go as far as to say that (too) much of what we buy is an outer reflection of our personality and how we want the world to see us.
This whole thread you stared is beyond over the top. I thought I was very clear I was implying what it took you to say in several paragraphs. As if I needed to know “why”…
cjguy: Agreed; it’s a waste of bandwidth and time.
I assume (certainly hope) Hartfield is quite young. But his tendency to do just this, making long-winded comments over what is inevitably self-evident, has been a recurring issue since he arrived. I’ve already had to delete one or more of his comments because they were not germane and concise.
He needs to understand that commenting here at CC is more than externalizing every fleeting thought (verbal diarrhea, in plain speak). We’re interested in comments that add something intelligent to the post and comment thread, and are not interested in babble.
I will email him if need be, but perhaps he will see this. He’s welcome to stay and comment, but it really needs to be more self-aware and thought out.
Mr Hartfield,
“It’s because street level macho guys…”
Your probably right.
I bought ans sold car in those days , friend had a couple but he didn’t get it either on how good these cars are.
Great engine and for sure so many things going for them that no one mentions here.
Great car wasted on most people!
Racing Coupes were spectacular in their success.
It really is a fantastic engine.
These were stunning cars. Stunning enough for Ford to borrow the styling for the 89 Thunderbird. However, those backseats look like hemhoroid cushions.
I maybe wrong but I seem to remember something about Ford purchasing one or two of these BMW’s and taking it apart when developing the 89 Thunderbird.
I remember something about that too. Now, don’t get me wrong — I love my ’95 Thunderbird, but I’m still searching for the part that was borrowed from BMW!
Side profile, at least in my eyes. Turn the t-bird’s sloping nose into a sharknose, droop the trunklid just a bit, and you have a 6er.
The full length consoles in these instantly make me think 66-67 Dodge Charger, another car often evading the personal luxury label. These were lovely interiors…from the front seats back. The dash design and it’s ergonomics aside, it’s dark hard plastic textures always bugged me about these and 80s BMWs as a whole. They’re lucky the styling and dynamics were so excellent, that sharknose is one of the greatest front ends ever.
XR7Matt
When I think of the shark nose BMW in the pictures above.
I rarely saw them on the road when I grew up in the 80’s, but when I did see one on periodically. I thought the car was so menacing, angry looking, sporty, aggressive, and ooozed expensive and unique. This is before I even knew what a BMW was, but I did know it was something that looked nothing like anything else on the road I saw (very foreign looking).
What would you take if you had a choice between a mint condition 1987 Buick Gran National GNX Turbo, or a BMW Alphina M6?
One cost about $30K new (Buick), and the other about $70K (Alphina M6). With both coming in Onyx blackout packages.
Well with the power of hindsight the Buick for the investment, but if I were rolling in dough in the 80s the M6 without a doubt. Given the choice today I’d still pick the M6, on top of what I already like mint ones are a comparitive bargain to the GNXs as of late!
When I was a kid I was aware of BMW almost exclusively through E30 sedans, my parents were yuppieish back in the day so their couple friends often had those, and when I first laid eyes on the E24 I didn’t even connect that it was a BMW, it just looked so much more sleek and menacing than BMWs I knew. Plus, they have a very distinctive exhaust note, probably my favorite 6 cylinder noise comes from these.
I believe you are confusing two cars – The BMW M6 and the Alpina B6, presumably.
The M6 was BMW’s in-house creation built on their 6-series, both back then as well as now.
The B6 was built by Alpina, a completely unrelated tuning house that was actually based on the BMW 3-series in the 80’s and nowadays refers to a version built upon BMW’s 6-series Gran Coupe.
There is no Alpina M-anything.
In any case, I would take the BMW M6 every time but understand why the Buick is an equally valid answer for many people.
Many of you are going to disagree, but the greenhouse on this car is simply too tall, for a sports coupe. And it could have been even worse: Bob Lutz, who was an exec at BMW at the time, had to fight the rest of the management to lower it a wee bit from the original design, but not as much as he wanted.
The Germans could easily let practicality get in the way of good design, a bit like Keller with his tall ’49 Mopars.
This is a sports coupe, and as such, its roof line should have reflected that a bit more. Like with an inch or two off the top, please!
Although I didn’t mention it, I agree with you on the too-tall greenhouse. An odd proportion, to be sure.
I don’t disagree; I’ve never found these cars are attractive as their sedan counterparts. Honestly, I never understood what the huge deal about the 6-series was (though I don’t know if that’s where you were going with your comment).
I’ll be more explicit: I was quite disappointed when I saw my first one in the flesh, which was a brand new one being driven by Henry Winkler on Sunset Boulevard. It simply failed to live up to standards of its predecessor, which is kind of sad, as the E9 started out life quite pathetic, with its original front end. But the new front end it got along with the six cylinder engine utterly transformed it. And although the E9 is therefore lacking the holistic/organic origins which are usually a prerequisite for an inspired design, it turned out to be a gem.
The basic proportions of the E24 are not ideal. The greenhouse sits a bit too far forward. And of course it’s too tall. That’s not say it doesn’t have positive qualities, but it’s a flawed design.
The problem is this: BMW wanted desperately to compete with Mercedes’ SL/SLC, but those cars had a unique platform and basic body architecture, including a long hood and rear-set greenhouse. BMW couldn’t afford a unique chassis and different body proportions, so the result belies its % Series origins too much.
But ironically, the 5 Series does not suffer as much from the 6 Series proportions issues. It’s actually a better design, given the limitations of comparing a sedan to a coupe.
So the Fonz jumped the sharknose for you?
I think these come off a lot nicer than the SLC personally, the front end looks absurdly long and disjointed on the Benz. I preferred the W126 SEC to it personally, which minus the greenhouse, has about the same “flaws” as the BMW.
I wasn’t comparing it to the SL/SLC, which has its own issues. I was just explaining why BMW couldn’t match the unique proportions of it (which it wanted to, in its own way).
I’m just saying they were probably better off not matching those proportions. BMW’s underpinnings may very well have limited a tracing paper response to the SL/SLC but I don’t think that makes it a flawed design.
***BANGGG!!!!!***
(Paul N’s cranium whacking the roof as he gets into the car after those 1-2 inches are removed)
I think that greenhouse is alright. I drive a 2015 Elantra and in order to back into or out of a space I need to open my drivers door to make sure I’m between the lines. Didn’t have to do that that when backing up in my 1996 Contour or 81 Buick Century!
-The automotive conservative – megadittos! ?
The big BMW coupe is lovely, not a bad line on it, but it’s that 1968 Eldorado that makes my heart skip a beat.
I cannot begin to describe how in love with these I was in 1984-85. I went through a brief euro-fetish then and was really enamored of BMWs. I walked by one of these in a parking lot and fell madly in love. I was about to graduate law school, and knew that once I started working I could afford a new car, but these were hopelessly beyond my price range. If I recall, these carried a sticker of about 40 large when a 318i could be had for around 16K and a 325 for perhaps 20.
I eventually salved my yearn for a Germanic road machine with a VW GTI (about $12K) and life moved on. But there is still a part of me that would jump at one of these, so long as it had a stick shift.
I see PN’s point about them being a bit tall, and I see that now. But at the time, I saw a 1960s design language updated in a way that really spoke to me. And there was something about the innate practicality of German cars of that time (even the sporting ones) that I found appealing. I guess once a guy could accept the greenhouse of a BMW 2002, one of these was just fine. 🙂
God Roxette is stuck in my head now. I dunno the connection with this Bimmer, but it’s making me feel like a 6-7 year old. I would make the connection more with a 760 wagon, since it’s late ’80s Swedish-chic.
When I think 6-series, I think of Molly Ringwald’s character being dropped off at Saturday school in The Breakfast Club… and we all know what song that flick bring to mind.
Probably, one of my favorite BMWs ever. Something about this car and the way it looks just feels right, aggressive but dignified. I only wish these weren’t ruined with the stupid 5 MPH bumpers we got, they’re not as bad as other examples, but they still ruin the looks.
I also got to disagree with the term, “sport coupe” being thrown around. To me, this car seems more like a grand tourer than anything else. While I am aware of the M635CSi variant, and other traits this car has that don’t seem to fit the mold of a GT car, I still think this was the sort of car that was designed to do long distance autobahn driving rather than carving corners on a hilly road somewhere. In many respects, it almost does fit the mold of the Personal Luxury Car that many people of the greatest generation bought whose Yuppie Boomer children rejected, it’s just a smaller package with stiffer suspension, a lower displacement engine, and better fuel economy.
Just because it has two doors and can accept a manual transmission, doesn’t necessarily make it a sports coupe.
Ah, my old flame. It was a one-sided affection, to be sure. But this is another one of those cars that I’ve been hopelessly in love with since I first knew of them. Sure, the roofline is a bit tall and the US-spec bumpers are bulky–but forget all that. So good it’s bad, in the 80’s meaning, in the Michael Jackson meaning, in the bad-to-the-bone meaning. The ultimate in 80’s cool, but still cuts a sharp line and stops people in their tracks today.
I briefly considered buying one in ’04, an always-garaged ’87 for sale in my area. I passed because I couldn’t give it the care it deserved (the fact that I had no garage being the primary example), plus it probably would have eaten me alive when something went wrong. But I wonder how much that same ’87 is worth today, if still around? Values for good ones are going up.
An engineering professor at the university where I worked had a gray-market M635CSi which he occasionally drove to work (as opposed to his usual commuter, an E28 535is). The euro bumpers are just so much better…
Euro bumpers are better. I’m torn because the second series with the rear bumpers that matched the front used an unattractive spacer beneath the lights to fill the gap left by the old bumper.
Can’t agree with PN on this car. A very, very attractive coupe.
It is attractive; no question about it. It’s just not quite as good as I think it could have been. And it’s not quite up to the level of the E9.
I agree with your assessment that the greenhouse is a couple inches too tall, and if I try to look at it 100% objectively, the E9 is probably more attractive. The “shark nose” is more pronounced on the E24, and it’s a bit longer and lower, but the E9 wins on just about every other styling feature taken individually and together. But as you well know, sometimes it’s about your formative years. I’m a child of the 80’s, so the E24 has precedence for me.
Brendan, great write-up, and these are some of my favorites of your photographs. Great stuff. I also like the pairing shot at the end – nice car!
Probably the best looking BMW they ever made without the huge US bumpers the way they are meant to look, I found one of these last year hiding in the darkness in a driveway on axle stands, While waiting to load his grapes I got talking with the owner, the cars was a goer but waiting on new brakes one of the few RHD manuals produced and therefore quite rare it had been turbocharged and is just part of this guys car collection, I did take a photo but using headlights and a flashless phone camera so it didnt come out
Well thanks Brendan, while reading the article and the comments, a scene from an old German TV-movie popped right into my head, involving a blue BMW 6-series and a red Porsche 911 in a chase.
…And long live the web, I found that very scene on YouTube. Also a variety of other Euro-classics to be seen:
The go real well, eat miles and go around corners .
Cops don’t pull you over either and the exhaust is nice.
Am i the only person who notices?
A musician used to live down the street from me. One day his purple 6 series got stuck in the snow. A neighbor and myself helped push him out. The car was cool but I still miss the musician.
Ah, one of my very favorites of all time. Not quite up there with an E type Jag, or 63-67 ‘Vette, or some Ferraris, but for something that’s still fairly affordable, to me it’s both a head turner and capable car. I’ve had a couple, both profoundly flawed upon purchase, which I knew, but was the only was I could afford one at the time. Looking for a better one as I write.
From the first time I saw one in print, before in person, I was wow’d. It’s stunning performance at the time, including a top speed of over 120 MPH, out of a 6 cylinder was what most V8 cars only dreamed of. Of course now 4 banger econoboxes can do the same or more, but at the time… Now admittedly I’m a dyed in the wool BMW’phile, but look at those econboxes and the E24. Visuals only, think of a pleasant woman at the local 7-11, or a supermodel.
I’m somewhat pained to see them referred to as “Personal Luxury Vehicles” Perhaps accurate in in terms of price and lack of an actual usable back seat, but it was still two feet shorter than the typical PLV. I always thought of it as a premium sports coupe. Semantics.
But outside of being noisy with the frameless door windows, what a car for a road trip. A real usable trunk, I mean I’ve hauled engines in them, good power for the day, and I don’t know exactly why, but they just seemed to gobble up miles, comfortably. Again, speaking as a BMW’phile, the 5 series of the same era was really a better car, but the 6 would get you 600 miles in a day quicker and more comfortably. With jaw dropping styling.
I agree with all the above. Here in conservative Minnesota they were basically non-existent. I only saw two on the road back in the early 90’s. The purple one driven by the purple one every so often and a gray one. Nothing beats that shark frontend. When and if BMW brings back that great shark styling I see it befitting only one model and the very highest one at that.