A BMW NOT A BEEMER Launched to replace the old CS strain (which are becoming hugely sought after), the 6 Series E24 w...

Launched to replace the old CS strain (which are becoming hugely sought after), the 6 Series E24 was bang in tune with the mid 1970s in terms of styling and driving, although it’s said that these later cars lack the sporting edge of the original coupés. What you get as compensation are lusty straight-six engines (2.8-3.2-litre), a less skittish chassis for more secure handling, a roomier cabin and strong value for money. Top model is motorsport-aimed 635CSi but all are worth buying so long as rampant rust hasn’t got there first.

A brief history of the E-24 6-series coupe

A high-end two-door luxury sports coupe dubbed the 'Bavarian Ferrari,' the 6-series is considered by many to be the most aesthetically pleasing BMW of all time. Just 86,219 units were built between November 1975 and April 1989. About half of those came to the United States.

During it's production, many changes were made internally and externally,though to the untrained eye, the outward appearance of the E-24 coupe remained constant.

Initially the bodies were based on the E-12 5-series platform, the earliest being built at the Karman factory and shipped by train to BMW for assembly. This quickly became a problem and by 1977 everything was done in Munich. The original 630CS was carbureted and had a 4-speed gear box which remained until 1978 when the 5-speed replaced it.

1979 brought the end of the non-injected fuel system and indtrodued the first computer management system. Also available at this time was the 'economy' version 628 CSi and the introduction of the ABS braking system as an option.

The E-12 platform remained until mid-1982 when the change to the E-28 5-series platform was indroduced. With a much improved suspension, engine, interior and a computer-based engine management system, the new 6-series also got subtle body changes: the front fender flairs were increased and the antenna moved from driver's front fender to passenger rear.

A 4-speed automatic was an option in 1983 and this was also the last year of production of the 633 CSi.

The BMW ///M cars were first introduced in 1984, available only in the European models. It wouldn't be until 1987 that a US version M6 was produced for the American market. Also in 1984 airdams became standard equipment with recessed, rectangular fog lamps.

1987 was the only year for the US-specific L6 model. A 'luxury' 6-series that had all leather interior including headliner and dashpad, rear A/C with cooler and was available only as an automatic.

In 1988, the world-wide bumpers replaced the euo and US bumpers and made all the cars look the same. Airdams now had flush curve-edged fog lights as well.

April 6, 1989, the last E-24 coupe rolled off the assembly line.

During it's production, there were several 'specialty' models built. German tuners Alpina, Hartge, and Schintzer made high-performance models adding their own engine parts, suspension, wheels, interiors and more. Some of these were turbo-charged.

In addition, many dealers offered a convertible conversion as an option at purchase (or after) and though there is no number as to how many of these were made, several still survive.

More information on the history and numbers of cars can be found through the links above.
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  •   Daniel 1982 reacted to this post about 2 years ago
    ADS ON TEST #1987-BMW-M635CSi-E24
    COST NEW £32,195
    PRICE £29,995

    Big mileage but with prices for these on the up, Nathan finds out if this one’s worth the risk.

    / #BMW-E24 / #BMW-M635CSi / #BMW-M635CSi-E24 / #BMW-M6-E24 / #BMW-6-Series / #BMW-6-Series-E24 / #BMW-M6 / #M88 / #BMW-M88 /

    his year’s big #BMW M635 CSi E24 auction result (£100k) has seen many E24 Sixers hit the scene, all of varying quality. The consistent theme is that you’re looking at north of £50k for a low-mileage example.

    This isn’t one of those, but it is up for a smidge under £30,000. It could be one of the last remaining chances to get into one for this money that isn’t already home to livestock in a barn somewhere.

    The good news is that this example is a genuine get-in-and-drive car and it holds up to scrutiny. The Salmon Silver Metallic paintwork is largely good, with only a light smattering of stonechips to the front of the car, and a mark on one wheelarch. There is bubbling around the front bumper, and the window chrome has marks and smudges. However, the alloy wheels are absolutely perfect and they wear period-correct Michelin TRX tyres. At around £350 a corner you’ll be glad there’s plenty of tread left.

    Inside there’s creasing and marks to the oh-so-comfortable leather chairs, and the headlining has a few minor marks. The driver’s seat bolster is showing a fair amount of wear, but this is discolouration rather than rips or missing thread. The only real sign of major wear is the wellthumbed steering wheel; we like the patina though.

    The engine bay is largely clean with no signs of corrosion. All the fluids were up to the maximum marks and none wanted to burrow their way back to Munich. The paperwork file is enormous, and points to diligent, loving care. The book’s stamped up to 185,776 miles at a mixture of BMW main dealers and specialists, with receipts for work done. Recent examples of that fettling include a 2016 service at a cost of £1009, which involved a little welding. Further back, a 2015 going-over cost £4147 including new paint.

    Behind the wheel the M635 CSi is a fabulous GT cruiser; a flick of the wrist down the evenly-spaced if slightly long five-speed manual gearbox and a hefty prod of the accelerator elicits a zinging snarl from the M88/1 powerplant. There’s plenty of torque and a deeply addictive howl as you reach the upper echelons of the BMW M1 E26 supercar-derived unit. It handles well too, with plenty of feel and immersive responses to your inputs. This car drove very well, without any drivetrain, steering, brake or suspension faults.

    CHOOSE YOUR M635 CSi E24

    The M635CSi was launched in 1983 with a modified M88/1 engine, which had first seen life in the M1 E26 supercar. It also received a ZF five-speed gearbox. The M cars have the larger front air dam, rear spoiler, BBS alloys and colour-matched side mirrors.

    BMW chose to limit all its cars to 155mph in the late 1980s, but the M635CSi sneaked out before. Its 158mph velocity still makes it the second-fastest BMW after the M1 E26.

    Production ended in 1989, with 5859 sold – of which just 524 were right-hand drive.

    BMW M635CSi E24
    Year #1987
    Mileage 185,778
    On sale at 4Star Classics


    Engine 3454cc, 6-cyl, DOHC #BMW-M88/1 / #BMW-M88 / #BMW / #M88
    Transmission RWD, 5-speed manual
    Power 282bhp @ 6500rpm / DIN
    Torque 251lb-ft @ 4500rpm / DIN
    Weight 1505kg
    0-60mph 6.3sec
    Top speed 158mph
    Economy 29mpg

    INSURANCE QUOTE Policy £200, with £250 excess. Legal cover and agreed value included. Quote based on a 39-year-old self-employed male, no points on his licence, living in Peterborough. Car is garaged, 3000 miles per year and with comprehensive cover. Call 0800 085 5000 for your quote.
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  •   Robb Pritchard reacted to this post about 3 years ago

    City Road Cars Sheffield / / 0114 239 9994 / #BMW-635CSi / #BMW-635CSi-E24 / #BMW-E24 / #BMW-6-Series / #BMW-6-Series-E24 / #BMW

    YEAR: #1987 MILEAGE: 151,000 PRICE: £7995 MOT: 12 MONTHS

    Decent examples of BMW’s original 6-Series are now hard to find, and prices have been slowly creeping up over the last few years. Really mint ones are now around the £10-15,000 mark so this one at around £8000 appears too good to be true. But bear with us.

    The 635CSi arrived here in late 1978 as a worthwhile upgrade over the 1976 633CSi and the original models majored on performance over everything else. Until 1980 they were all five-speed manuals with a limited slip diff, harder Bilstein suspension and front and rear spoilers.

    By 1980 a three-speed auto was an option, the limited slip diff and Bilstein suspension were relegated to the options list and the car took the place of the now discontinued 633CSi model. In March 1982 the so-called ‘E24’ was given a huge reengineering job that meant that very little of the 1978 car was carried over – just the roof skin, bonnet, bootlid and some glass was retained.

    The front and rear arches were flared out more, the 3453cc engine was replaced by a reworked 3430cc version and the entire floorpan and suspension was new, derived from the contemporary ‘E28’ 5-Series set up, while the seats, instruments, heater – pretty much everything really – was replaced.

    Built on August 1, 1986, but not registered until the following February, this car was clearly built for a stock order and had quite a decent spec. Options included a limited slip diff, pearl beige leather sport seats, electric sunroof, four-speed automatic with sport/ economy modes, as well as green tint glass but not air conditioning or cruise control. This car has had two owners – there are three recorded keepers but we think the first and second are the same driver – and has had the registration number ESK 378 from new.

    Rust was a problem on the E24 but his one appears to be very good and we think it may have had one if not both of its front wings replaced in the past. The last owner bought the car in 1991 and it has been well looked after. The bodywork is fine, the panels are nice and straight and the paint is very good.

    The sunroof and windows operate as they should. The rear light lenses and driver’s front indicator lens could do with replacing – not with new ones because they’re silly money, but good used items. The rear bumper centre blade has the usual bend but is being straightened or replaced before sale and the passenger front bumper blade has been pushed in an inch (easily sorted out). The wheels are the original metric 390mm alloys. The front tyres are Avon Turbospeeds and the rears are Dunlop TDs with plenty of meat.

    Mechanically the car is very good. The mileage is 150,000 and the engine sounds superb with a lovely crisp noise and no unwanted cam noises. The car will be getting a full service with oil and antifreeze before it goes out as well as having a couple of exhaust blows sorted – one is from the rear box, requiring a welded repair, and the other from the manifold – most likely a stud has dropped out. The automatic gearbox works as it should (the fluid is clean and a pinky-red) and the limited slip diff is nice and quiet.

    The E24 635CSi was a pretty rapid car back in its day and whilst the automatic gearbox does blunt some of its 218bhp, it kicks down as it should and goes well. The gearbox is the switchable sport/economy type and when it’s in ‘S’ mode it locks out both the torque converter lock up and fourth gear. To be honest though, for regular driving you can just leave it be and let the engine’s torque do all the work. The 635CSi has a good ride as well – a far cry from the crashy nonsense of later BMWs with sport suspension. This one has ABS as well and the sport seats are much better than the standard pews. The 635CSi was a fast and pleasant car when it was new, easy to drive and very useable. The same can be said today.

    The days of decent 635CSi BMWs going for £2500 are long gone. The prices have been creeping up unnoticed for a while and the problem now is finding an owner of a good example who will part with it – most won’t, and you will need to spend 15 grand for a real cracker needing nothing. This one needs a few bits doing but most of this (the exhaust blow, rear bumper and service) will be done before it’s sold. That leaves the new owner a few detail bits to sort out – a pair of rear light lenses and perhaps a pair of new matching Dunlops on the front. But overall this is a nice genuine example with a stack of bills; high on miles maybe but very low on owners.
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  •   Robb Pritchard reacted to this post about 3 years ago
    A slightly less frenetic month on the auction floor as far as BMW sales were concerned. We round up those that sold and also highlight a few that failed to find new homes…

    / #1987 / #BMW-E24 / #BMW-M635CSi / #BMW-M635CSi-E24 / #BMW / #BMW-M6 / #BMW-M6-E24 / #BMW-6-Series / #BMW-6-Series-E24 / #M88 / #BMW-M88 /

    This left-hand drive Zinnobar red M635CSi had just one owner from new and had covered just 132km (82,500 miles) in its 29 years. It had obviously had plenty of love and attention lavished on it over the years and appeared to be in immaculate order. It was offered for sale with no reserve and carried a pre-sale estimate of €35,000-€45,000 which it exceeded – proof if any were needed that lower mileage, low owner cars sell very well at auction.

    SOLD FOR: €47,680

    Approx £40,000 Artcurial, Le Mans Classic
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  •   Robb Pritchard reacted to this post about 3 years ago

    / #1987 / #BMW-E24 / #BMW-M635CSi / #BMW-M635CSi-E24 / #BMW / #BMW-M6 / #BMW-M6-E24 / #BMW-6-Series / #BMW-6-Series-E24 / #M88 / #BMW-M88 / Charterhouse, July sale

    While the E24 M6 has been increasing in value over the years it’s perhaps not appreciated quite as fast as its mechanically identical E28 M5 brethren. However, cars with a decent provenance will sell well and this Alpine white machine looked to be a good example of the breed. Mileage might have been on the high side at 124,500 but the car had had just one registered keeper and had recently been recommissioned including the fitment of four new TRX tyres – not a cheap exercise! It sold just shy of its £20k estimate but looked to have been priced about right.

    SOLD FOR: £19,800
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  •   Robb Pritchard reacted to this post about 3 years ago
    / #Classic-Car-Auctions , 3 December / Under the Hammer / CLASSIC AUCTIONS

    / This month we have a look at some of the offerings from the auction companies that are coming up under the hammer in the next month or so /

    / #1987 / #BMW-E24 / #BMW-M635CSi / #BMW-M635CSi-E24 / ESTIMATE £17,000 - £20,000

    It would seem that M635CSis are one of those #BMW classics that are hard to value – there are many up for sale at specialists for very strong money and the fact that very few of them seem to be selling might indicate that they’re being a little over optimistic. This one certainly presents well and with 126,000 miles on the clock it can be used without affecting its value. Whether the timing chain has been replaced isn’t mentioned and we think this will have a bearing on whether it meets its estimate or not.
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