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    • OMG BMW loose all!!!!! Even Model 3 best of half BMW G15 price! Mercedes AMG is the beast ! BMW must do something for performance for the new M8 modelOMG BMW loose all!!!!! Even Model 3 best of half BMW G15 price! Mercedes AMG is the beast ! BMW must do something for performance for the new M8 model!  More ...
      4 weeks ago
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    • Brakes Tesla is the very Big news for me!!! BMW so bad or Tesla 3 so ciool?
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    • BMW fail
      3 weeks ago
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    BMW 8-SERIES CONVERTIBLE

    / #BMW-M850i-xDrive-Cabrio-G14 / #2019-BMW-M850i-xDrive-Cabrio-G14 / #2019 / #BMW-G14 / #BMW-M850i-xDrive-G14 / #BMW-8-Series / #BMW-8-Series-G14 / #BMW-8-series-Convertible / #BMW-8-series-Convertible-G14

    More luxurious than a 911 Convertible, cheaper than an Aston DB11 Volante, the #BMW 8-series Convertible is a hard car to pigeonhole. Let’s focus on what we know – this is a droptop luxo-lounge for four, with a petrol V8 or six-cylinder diesel, and handling that doesn’t tally with a near two-tonne kerbweight.

    In reality there isn’t room for four adults and, while the diesel offers sufficient punch and low running costs, the 4.4-litre soundtrack of the M850i is just better.

    Handles well, too. Suitably taut, with none of the associated wobbliness from the lack of roof, the 8-series turns in hard and manages midcorner lumps and bumps deftly. Thank standard adaptive dampers and rear-wheel steering for that, and #xDrive all-wheel drive that means you can get back on the power early, too. All in all, perfectly placed between the 911 and DB11, and with a refined character of its own.

    First verdict

    Good refinement with a drive that makes you forget this is a ‘softer’ convertible. ★ ★ ★ ★ ★
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    Trending: #BMW-850CSi-E31 / #BMW-850Csi / #BMW-E31 / #BMW-8-Series / #BMW-8-Series-E31 / #BMW / #BMW-M8
    One to buy!

    BMW’s big 8 Series coupé may be a thing of great beauty, but it was never a success, largely due to being too big and expensive for what you got, and too heavy to really enjoy chucking about. BMW never sold more than 10,000 in a year.

    None of that kind of thing has ever prevented a car becoming a classic before, but the 840 and 850 have even struggled to gain that recognition, gaining ground at a slower pace than everything else in the recent boom. But there is one exception to all that, and it’s a car many may not even be aware of. It was built from 1992-1996, during which time only 160 BMW 850CSis were produced in right-hand drive. Which is a shame because this, in reality, is the range’s #M-car . Its prototype was even called the #BMW-M8-E31 . For these the #BMW-V12 was bored out to 5.6 litres and kicked out 375bhp rather than the standard 322. That boost in power meant it could kick some bottoms. Suspension and steering were modded too, and you could only have one with a six-speed manual. Now these are worth something. Prices have shot up recently and can now top £50k – more than three times the price of a regular 850.
    The 850CSi is the M-car of the 8 Series.
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    STEVEN’S E31 #BMW-850Ci-E31 / #BMW-850Ci / #BMW-E31 / #BMW / #BMW-850i-E31 / #BMW-8-Series / #BMW-8-Series-E31 / #BMW-M70 /

    Yes, I know the 850 is supposed to be for sale. But you can’t sell a broken car, and if there’s one thing that E31s are good at, it’s being very high maintenance.

    I suppose I could call this one a narrow escape, as it happened the day after it passed its #MOT . Upon start-up, I heard the characteristic screech of a worn fan belt. This surprised me as it’s not that old, however it is adjustable, so I mentally put it on the ‘to-do’ list. While pulling away, however, I heard a distinct rattling noise coming from the engine bay, so I quickly pulled over to investigate. I found the viscous fan rattling away at all sorts of angles, with coolant spraying out from the water pump which it’s connected to. Clearly the water pump had lost its bearings and was moving in a ‘nonlinear’ fashion.

    Water pumps are not that hard to change, they are simply bolted to the front of the engine block. Accessing one, however, does require the removal of several parts, namely the viscous fan, fan shroud, radiator and coolant hoses, thermostat, both auxiliary fan belts and associated tensioners, and finally the crank pulley. The last one is particularly difficult to remove and has to be levered off using a large screwdriver, lots of muscle and even more patience. All of this took me about four hours to remove.

    I could now access the water pump, and removal of that was interesting. The pump housing has three threaded holes in it which seem to serve no purpose as they line up with nothing. In fact, they are there for removal. You screw some bolts into the holes and, by tightening them up, they push the pump away from the block. After that, you just need to carefully pull the pump off from the block, trying not to pull the top hoses off from the back of the engine.

    Fitting of the new pump was, as always, the reversal of removal, and once I’d drained and replaced the remaining coolant I fired her up. Lo and behold, a spinning fan and no leaks. Happy days, and all-in the job took six hours. Shame I chose a day when it was 33°C, but never mind. I also had another go at the headlining last week. I replaced the headlining a couple of years ago when I rebuilt the sunroof as it was sagging badly and quite dirty. It was a time-consuming, but relatively simple job. However I noticed that it was starting to sag again, so clearly more attention was required. It is only really held-up with clips so can be pulled off once you have removed the roof handles and sun visors, and I set to work removing and re-gluing the material back on, this time with stronger glue. All of the clips instantly broke when I removed it (as they always do) so a quick trip to BMW sorted me a replacement set. Once refitted, I have to say it was looking rather smart. Now I can sell it.

    Knackered old water pump has been replaced. New water pump in place.
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    BMW’s decision to resurrect the #BMW-8-Series comes after an announcement by chairman Harald Krüger to position the brand further upmarket, giving it a more luxurious slant than its current premium positioning.

    / #BMW / #BMW-M8-Gran-Coupe / #2019 / #2019-BMW-M8-Gran-Coupe / #BMW-M8 / #2019-BMW-8-Series /

    “The 8 Series will be the next model in the expansion of our luxury car offering and will raise the benchmark in the segment,” Krüger said. “It will demonstrate that sharp dynamics and modern luxury go hand in hand, in a process strengthening our claim to leadership in the class.”

    The arrival of the Concept M8 Gran Coupe follows the unveiling of the #Concept 8 Series Coupe at last year’s Villa D’Este concours d’elegance in Como, Italy, as well as the unleashing of an #BMW-M8-Coupe prototype during a promotional event at the 2017 Nürburgring 24-hour endurance race in Germany.
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    STEVEN’S E31 850Ci / #BMW-E31 / #BMW-850Ci / #BMW-850Ci-E31 / #BMW / #BMW-8-Series / #BMW-8-Series-E31 / #V12 / #BMW-V12 / #M70 / #BMW-M70 / #exhaust-rust / #seatbelt-covers / #E31-specific-part

    The search continued this month to find small random jobs that needed finishing off before I sell the 850, and you’ll be pleased to hear that I managed to find a few. Therefore I couldn’t sell it until it was finished. Logical, no?

    The first job was on the seats. When I replaced the interior, the seatbelt coverings on the seats were worn. They are protected by a plastic coating which has worn away, presumably by people climbing in and out of the ridiculously small rear seats. I tried to source replacements from BMW and, surprisingly, pricing them up only came to about £100 for both seats. For an E31-specific part, this is amazingly cheap. Unfortunately I then discovered that they were no longer available (aargh!) so that simply wasn’t an option. Finding a decent set second hand was also impossible as most are in a similar condition, and breakers don’t like taking parts off interiors as they can’t then sell the whole interior as ‘complete.’ So I decided to recondition the set I had, and set to work removing them from the car (they simply unclip and unscrew). I sanded them down using some medium sandpaper followed my some wet and dry emery paper to flatten the remaining paint. I then coated them in several coats of primer, then paint. The paint I chose was a bit of a guess, but BMW Steel Grey seemed pretty close, so several coats of that went on.

    I finished by coating them in a satin lacquer to better reflect the original finish of the parts. I’m pretty chuffed with the results, and amazingly the colour match is pretty much bang-on. They definitely make the interior look less tired.

    The second job was rather more vital. My exhaust seemed to be hanging a bit low on one side, and a quick look underneath revealed why. One of the exhaust back box hangers had failed, tearing a hole in the exhaust. The other side was still attached but had torn due to the weight. This was clearly an issue that couldn’t wait so I arranged for it to be welded back up. It doesn’t look very pretty, but it doesn’t need to as no one can see it, and if it keeps my exhaust from falling off on the motorway then it’s probably a job well done.

    Any more jobs? Well, the #ABS light has come back on, and the brake pedal feels a bit weird. I might have to have a quick check before I advertise, just to be on the safe side, y’know…

    Worn seatbelt covers were removed, sanded and painted. Exhaust back box hanger failed and made a hole. Seatbelt covers now look good as new. Exhaust and hanger patched up.
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    Ultra rare 90s legend – manual gearbox V12 big BMW Coupe – Ferrari 456GT rival!

    / #Alpina-B12-5.7-Coupé / #Alpina-B12-5.7-Coupé-E31 / #BMW-E31 / #BMW / #Alpina / #Alpina-B12 / #Alpina-B12-E31 / #BMW-Alpina-B12-5.7-Coupé / #BMW-850CSi / #BMW-850CSi-E31 / #BMW-8-Series / #BMW-8-Series-E31 / #BMW-E31

    0-62 mph (0-100 km/h) 5,8 s
    Max speed 300 km/h
    Fuel consumption 18,7-litres/100km Super Plus 98
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    THE ROAD TO LE MANS! / #BMW-M8 / #BMW / #BMW-8-Series / #2018-BMW-8-Series / #2018 / #BMW-M8-GTE / #BMW-Motorsport

    No sooner had BMW announced that it was bringing the 8 Series back from the dead, than we’re standing in front of a car-sized tent, branded with the slightly strange legend ‘Too Many Secrets’, in the car park of the Nürburgring Nordschleife.

    Then, with the metallic bark that’s the calling card of a highly-tuned V8, the vehicle that’s shielded from us fi res into life and, with a rip of Velcro, the veil is removed and we get our first glimpse of the BMW M8. Yes, that’s right, while we’re still coming to terms with the resurrection of the 8 Series, BMW is already working on the high-performance version.

    Frank van Meel, president of M Division said: “The conception and development of the standard BMW 8 Series and the M model run in parallel. The future BMW M8 will build on the genes of the 8 Series, and augment its DNA with added track ability and generous extra portions of dynamic sharpness, precision and agility.”

    At this stage, of course, we don’t know much beyond what BMW is prepared to tell us on the quiet, and what we can see from looking at the heavily-disguised demonstrator in the metal. On the first point, it’s no leap of blind faith to assume that the M8 will run the drivetrain that powers the 2018 M5.

    That means a 4.4-litre turbocharged #V8 developing at least 620hp, with drive going to all four wheels. Hopefully, like the M5, there will also be the opportunity to switch to a two-wheel-drive ‘hero’ setting, for those occasions when you want genuine rear-drive balance.

    In terms of the new model’s presence; well, it’s a big old thing. In profile, just a casual glance is enough to confirm that it makes the outgoing 6 Series look almost delicate and demure. This is BMW’s attempt to distinguish the two; the Eight is going to take up the mantle of the luxury grand tourer, allowing the Six more room to become even more sporty and to properly challenge the Porsche 911.

    On which note, perhaps the most exciting news about the M8 relates to what that M stands for in the first place – the coupé is going to be taking BMW Motorsport back to Le Mans.

    Jens Marquardt, director of BMW Motorsport, explained: “The #BMW-M8-GTE development programme for our Le Mans comeback is in full swing. Developing a new racing car is always exciting and, in the case of the M8 GTE, the anticipation is that much greater still.

    “We’re planning an initial roll-out for later this year, and are scheduling the car‘s race debut in the Daytona 24 Hours in late January, 2018.”

    The new BMW M8 breaks cover at the Nürburgring.

    Big and brawny; it’s likely that the BMW M8 will make use of the existing, M5 drivetrain.
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    Join us this week as we venture into the plush leather seats of the ultimate retro techno-toy: BMW’s 8-Series. In order to pay proper tribute to the veritable king of rapid luxury, we’ve tracked down Taylor Patterson’s pristine example of the line-topping, limited-production #BMW-850CSi-E31 .

    While #BMW was revealed to have been making a bonafide go at an #BMW-M8 variant of the big grand touring coupe back in the early ‘90s—and in fact the company’s sole box-flared beast of a prototype still exists, complete with carbon-fiber wheel covers—that car never made it to the masses, or at least to that portion with the taste and means to acquire such a car that would have likely carried an MSRP somewhere in the Ferrari territory it was aimed at.

    Luckily for those people though (and for the second and third and fourth owners), M still left some incriminating fingerprints on the #BMW-8-Series-E31 , and as with most stews stirred by its hand, the result was an unmatched vessel of prowess that they simply called the 850CSi.

    At the time of its reveal in #1992 , the peer group for this car was almost nonexistent, and on a more abstract scale, there have been very few in its wake to attempt a similar blend of substance and poise. It never claimed to be a sporty coupe, yet it could outperform many of them. The car’s true domain however was a lengthy trip with the room to show off how comfortable 100+MPH can be; this was the kind of car whose essence was understated, yet its presence never went unnoticed.

    Though any form of the E31 chassis was and is a genuine rarity, the CSi stood even further apart. At the time, this was the end-all, be-all, the award-winning stew of a high-tech ecosystem paired to a taut motor that could push the impressive package well past the imposed safety speed threshold of 155 MPH. Further boosting the desirability of the CSi model was the inclusion of special staggered forged #M-System wheels with the distinctive “throwing star” bladed covers, a more robust and direct suspension, extra interior options, and a host of upgrades to the exterior paneling, as is the fashion for cars with the M treatment.

    It was a truly special car, and its production run reflected that. Exorbitantly expensive, and unable to continue production in line with updated emissions standards, only 1,510 units of the model were produced the world over. And to add enthusiast clout to such rarity, each of these cars came fitted with a six-speed transmission bolted to the back of a 5.6-liter #V12 stamped with the fastest letter in the alphabet.

    The 380-horsepower heart that resides under the hood of Patterson’s — and every — CSi has an interesting family history, and can claim to this day its title as the rarest production engine in a BMW road car. In a reversal of the typical German logic, BMW’s M-tuned and -built motors will often trade their “M” designation for that of an “S.” Such is the case with the S70B56 found in the CSi. Variations of this motor — which was essentially a pair of straight-sixes fused together — would go on to win the 24 Hours of Le Mans outright, in both the McLaren F1 GTR, and in BMW’s own #V12 LMR.

    Too often the #BMW-8-Series is categorized in that group consisting of once-expensive luxury cars that are now prohibitively costly to maintain, and so are left to wallow, undriven. Sure, it checks a lot of those boxes (the V12 E31s have an ECU per half-dozen pistons, which is just a piece of the massive amount of interconnected systems in this car that required the creation of a bespoke network to operate), but somehow it just doesn’t belong in the dealer lots full of S-Classes with all their trick bits already broken. Perhaps the 840Ci automatic that’s been given a hard life is beyond the rational point of saving, but cars like Taylor’s immaculately displayed CSi prove that the time when these cars become “dated” is still a long ways off yet.

    It’s understandable that one can look at something like the #BMW-850CSi and mistakenly view it as a compromise between two worlds, as an object somewhere on the muddled boundary between the disciplines of Motorsport and luxuriant indulgence. Of course it lives at such a meeting point, but the very fact that it does bring together these disparate worlds into a coherent package is the evidence that the last thing at play in a car like this is compromise.

    Revisiting what made the first #BMW-E31 a high watermark for the burgeoning world of luxury GTs in the 1990s makes us supremely excited for the modern interpretation of the flagship Ultimate Driving Machine, but no matter what comes next, the #BMW-850CSi-E31 will always be significant for what it stands for, and how good it looks doing so.
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    / #1998 / #BMW-E31 / #BMW-840Ci-Sport / #BMW-840Ci-Sport-E31 / #BMW-840Ci-E31 / #BMW-8-Series / #BMW-8-Series-E31 / #BMW

    The CSi might be the ultimate Eight, but the 840Ci is still a wonderful thing to drive and this one owner machine looks particularly inviting. Finished in silver with a cream interior and fetching Style 5 alloys it’s covered just 65k miles form new and really does look like it’s been cherished throughout its life. If it sells within its estimate bracket we reckon it’ll still be good value for money, but wouldn’t be surprised if it sells for more.

    ESTIMATE £15,500 - £18,000
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