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    The big Beemer’s oil consumption is worrying editor Trott / #BMW-M6-Gran-Coupe / #BMW-M6 / #BMW / BMW-M6 / #BMW-M6-Gran-Coupé-F06 / #BMW-M6-F06 / #BMW-6-Series / #BMW-6-Series-F06 / #BMW-F06 / #2013 /

    Oil is on my mind this month. The BMW M6 Gran Coupe has asked me, politely but firmly, to pour another litre into the engine – bringing the total to three litres in 3365 miles. There’s no sign of smoke or anything else that indicates excessive oil burning, and the car certainly isn’t leaving a puddle of oil underneath, so I’ve asked BMW to take a closer look. It may be me being paranoid, or it may be that the car is still burning a little extra due to its relative lack of miles, but neither of my previous long termers, the McLaren 12C and the Mercedes-Benz C63, drank this much oil in 10,559 and 18,004 miles respectively.

    The third month of ownership is always a crucial time in relation to the bond you develop with a car. The first couple of months are filled with the big issues: in terms of the M6 these were the eye-widening pace, the sheer size oft he thing and the divisive looks. But now attention turns to the smaller details, both positive and negative.

    On the positive side, the engine is loosening up nicely: it feels like a couple of kilos have been skimmed from the flywheel. You notice this most in M Dynamic mode, when the rears spin and the engine hits the red line in what seems like a micro second.

    And I have to admit the rears have been spinning rather a lot recently thanks in part to the greasy roads, cooler temperatures and my growing confidence in M Dynamic. As I write this, I’m looking at winter tyre options. Also on the positive side, the M6’s hi-fi is exceptional – and it’s one of the few standard-fit items on the car, rather than being the £3750 Bang & Olufsen optional upgrade. Continuing the interior trend, the 10.2in screen gets a thumbs-up for its clarity and effective infographics, but the low roof line at the rear makes inserting child seats and the kids that fill said seats a back-breaking exercise. I am, however, warming to the light beige BMW individual Merino leather – I t helps lift an otherwise drab interior even though it does seem to be absorbing the indigo dye from my jeans. Can anyone recommend a decent leather cleaner?

    The problem at the moment is that No matter how much the M6 Gran Coupe impresses me – an d overall it’s certainly doing that – I can’t get the price of the thing out of my head. £118,050 is a not insubstantial amount Of money. Not only that, but as I write there are three M6 GCs available on the #BMW-Approved-Used used programme – all highly specced and with very Few miles on the clock – for between £75,000 and £78,000…

    Driver’s log
    Date acquired Sept 2013
    Total mileage 5200
    Mileage this month 943
    Costs this month £16
    Mpg this month 18.5
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    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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    Dramatic podium / #BMW-M6-GT3 / #BMW-M6 / #BMW / #2017 / #BMW-M6-F13 / #BMW-F13 / #BMW-6-Series-F13 / #BMW-6-Series / #BMW-M6-GT3-F13 /

    A dramatic and rain-soaked finale, soaring summer temperatures and 205,000 thrilled spectators ensured quite a spectacle at the recent 24-hour race, held at the famous Nürburgring, known to many as the Green Hell!

    But the event proved anything but hellish for BMW, because Alexander Sims (GBR), Markus Palttala (FIN), Nick Catsburg (NED) and Richard Westbrook (GBR) completed 158 laps in the number 98 #ROWE Racing M6 GT3, and finished in second place. What’s more, the final podium places were only decided during a thrilling last lap.

    A heavy downpour about half an hour before the end of the race led to chaotic scenes all around the Nordschleife. But Catsburg kept a cool head as the final driver of the 98 car, and improved by one place on wet-weather tyres before celebrating a second-place finish with his team-mates. This is the best result recorded yet by #ROWE-Racing at the 24-hour race.

    After the heroic performance, British driver Alexander Sims said: “I’m ecstatic. It’s absolutely awesome. It’s my fourth time coming here and, just like the victory at Spa last year, I didn’t expect it. We didn’t put a foot wrong the whole race; everyone did a superb job.

    “I feel like we capitalised on every opportunity we had, so the team deserved to be on the podium. It was a really exciting final stint, and Nick did a fantastic job. I’m really pleased to be on the podium.”

    The 24-hour race at Nürburgring is one of the most challenging, so congratulations to ROWE Racing’s BMW M6 GT3 for its fine podium finish.
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    CAR: #BMW-E24 / #BMW-M635CSi / #BMW-M635CSi-E24 / #BMW-M6-E24 / #BMW-6-Series / #BMW-6-Series-E24 / #BMW-M6 / #M88 / #BMW-M88 /
    YEAR: #1988
    TOTAL MILEAGE: 164,021
    TOTAL COST: £148 (battery)

    ‘And now, the end is near, and so I face the final curtain,’ so sung the great Frank Sinatra, and indeed the end has arrived, the M635CSi is no longer with me. I’ve bored you all senseless with the news that I’m going to be leaving the magazine and pursuing a freelance career and one of the most upsetting upshots of this was the realisation that the M6 was going to have to go. Without a fixed monthly income and worries about who is likely to employ someone who know lots about BMWs but not a lot about anything else I just couldn’t justify keeping what was effectively a toy, especially as it was costing the best part of £100 each month just to keep it garaged. The possibility of something going bang in a major way and not having the funds to fix it was not one I wanted to ponder.

    I’ve never been all that good at selling cars – I think the bottom line is that I’m too honest and I’m likely to blurt out any known faults on a car. Having heard horror stories recently about people getting ripped off when selling cars and the amount of no shows combined with the inevitable low-ball offers chancers make I decided the best way to achieve a decent amount of money for the car with the least amount of hassle was to put it up for sale at a classic auction. I’ve always been somewhat fascinated with the cars that come up for sale at Anglia Car Auctions and as luck would have it the date of its sale in April dovetailed very well with when I wanted to sell the car.

    First things first though… before it would sell I needed to wash it and get it up and running. After dormant months of winter the battery was flat (surprise, surprise) so I whipped the battery off the car and gave it a thorough overnight charge. Popping it back on the car saw the interior lights glowing brightly but when I turned the key there was nothing. A big fat lack of M88 music reverberating around the garage. It felt a bit like when the starter motor had gone bad, but I thought I’d try and jump it from the trusty Passat so I walked home to get the jump leads. Now with the Six being bum in to the garage Halfords’ finest heavy-duty leads wouldn’t reach to the boot in the battery and when the M6 was manufactured #BMW had yet to pop a jump-start point under the bonnet. So I pushed the M6 out, connected everything up and hoorah, a running M6.

    I drove it round for half an hour or so and then parked it up at my house so I could go and get the Passat which can’t be left where I’d hastily parked it up… and yes, you guessed it by the time I got back home with the Passat there was no longer enough charge in the M6’s battery to get it going again. So… jump leads out again etc… and a quick call to the ever helpful BM Sport saying I was coming down with the M6 saw me cruising to Bexley with my fingers crossed that I wouldn’t stall it and that the range on the OBC was vaguely correct as I didn’t want to do a splash and dash with a car that would have to be left running on the forecourt. The chaps at BM Sport got it straight in the workshop, wired it up to its battery tester, and yes, the virtually brand new Halfords Yuasa battery was duff.

    A quick phone round for some quotes threw up the odd situation that the official BMW battery was actually the cheapest option so one was ordered and fitted and I could be on my way. The cruise up to Kings Lynn where Anglia Auctions are located was very pleasant and I let the M88 off the leash a couple of times before waving a tearful goodbye to ‘POW, POW, as it had become affectionately known. For some reason I had the romantic notion that it would be bought by a like-minded enthusiast, preferably one with some money, who would lovingly bring the M6 back to its former glory. Errr, no. It was purchased by an outfit called Eclipse Car Sales with the hammer falling at £15,500 – about what I thought it would sell for – which means that I got back around £14,500 after commission and fees which means I more or less broke even on the car in the 30 months I owned it. With the buyer’s premium Eclipse paid £16,275 for it… so it was a little bit of a surprise to see it advertised on eBay and its website a scant six days later for £30,000! At least Dick Turpin wore a mask. Personally I don’t think they have a hope in hell of achieving that sort of return on it as there’s just too much work that needs doing, but it has left a rather sour taste in my mouth which is a shame as I really did enjoy owning and driving the car. Such is life, onwards and upwards, live and learn etc…
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    Daytona’s a damp squib for BMW. BMW struggled for pace in the #GTLM class at the #Rolex-24-Hours at #Daytona-Speedway , the first round of the #2017-IMSA-WeatherTech-SportsCar-Championship . Prior to the event there was quite the razzmatazz around the BMW entry as it would be competing in the 19th Art Car, the #BMW-M6-GTLM / #BMW-M6 / #BMW / designed by John Baldessari. The #Art-Car made its race debut at what proved to be a very tricky event, hampered by wet weather and a multitude (21) of full course yellow flag phases – the longest of which lasted for over two hours.

    The M6s performed well in free practice, but when it came down to qualifying the two #BMW-Team-RLL cars in the GTLM class were resoundingly put in their place by the rest of the class entrants which comprised four Fords, two Porsches, two Corvettes and a solitary Ferrari. The Art Car (no. 19) driven by Bill Auberlen went round in 1:44.759 while the other M6 GTM piloted for qualifying by John Edwards recorded a time of 1:44.974 which equated to tenth and eleventh on the grid, or to put it another way, second last and last. Had there been a few hundredths of a second in between the GTLM entrants it wouldn’t have been so bad, but when you considered that Ford’s Joey Hand set a pole lap that was nearly a second a half faster than the BMWs one could tell that it was going to be a tough 24 hours for BMW.

    However, to finish first, first you have to finish, or so says one of the oldest expressions in motor racing so the BMW team was hopeful of a trouble free race for its cars which could well have put them in the mix towards the end of the race.

    Sadly this plan went out of the window early on when the 24 car encountered technical problems that necessitated a gearbox change and ultimate retirement from the race before it had completed 15 laps. Fortunately the Art Car managed to soldier on until the end through some truly appalling conditions but in the final analysis it was nowhere near the class leaders. Just a simple glance at the fastest race laps from each car again demonstrated that the M6s weren’t on the pace, with the M6s the slowest two cars in the class – 0.8 seconds slower than the quickest car. Ultimately the M6 #BMW-M6-GTLM-F13 finished in eighth position in class, a lap behind the top seven cars which were only separated by seven seconds when they crossed the finishing line as the extended periods of yellow flag running had kept the field pretty well bunched at times.

    It must have been hugely disappointing for BMW to not to have put a show on for its many fans, but ultimately it’s the Balance of Performance regulations which are to blame as the M6 is obviously being unfairly penalised. Hopefully the organisers of the WeatherTech SportsCar Championship will see fit to make some amends before the next round.

    It wasn’t all bad for BMW though as the #Turner-Motorsport-M6 in the GTD class made a good showing in an absolutely packed GTD field of 27 cars. At one stage the Turner car was vying for the class lead but unfortunately it had a tangle with a GTLM car (in which the Turner driver was completely blameless) which necessitated a track rod change and shortly after it suffered a rear puncture resulting in another unscheduled stop. Without these problems and another one right at the end where the car inexplicably stopped on the banking seemingly for no reason the Turner M6 could well have been on for a podium finish which would have been an exceptional result in such a packed and competitive field.
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    Forecourt find #BMW-M6 / #BMW-M6-Coupé-V10 (E63) (2005-2010)

    / #BMW-M6-Coupé / #BMW-M6-Coupé-E63 / #BMW-M6-E63 / #2006 / #BMW / #BMW-E63 / #V10 / #BMW-V10 / #BMW-6-Series / #BMW-6-Series-E63 / #BMW-6-Series-M6 / #BMW-6-Series-M6-E63

    With the current F13 model now firmly established in the UK second-hand market, values of the previous E63 V10 incarnation continue to fall – marking this generation of M6 out as a seriously good used buy. Something like this £18,995 65k-mile black Sapphire Metallic example, advertised at Birmingham specialist The Barclay Motor Company, would make an ideal buy. This particular car comes with a carbon roof, heads up-display, an eight-inch TV, Bluetooth telephone prep, black Merino leather upholstery, and 19-inch alloys. And with 507hp, a 4.6-second 0-62mph time and that exclusive V10 soundtrack, every journey will put a smile on your face.
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    E24 M635CSi

    I think I left things last month on the verge of taking the plunge on buying another shark-nose classic and part of me really wishes I had. The E28 I had my eye on came up on eBay and was being sold by James at JFI Classic Cars who I’ve met on several occasions when we’ve been featuring some of the cars he’s produced. You might remember an E28 Five running an E36 M3 engine or a 2000 Touring which he’d fully restored and having chatted to James he reckoned this E28 would be ideal. It was Dolphin grey with a tan leather sport interior and it really did look rather pretty. We agreed I would sleep on it and I’d get back to him the following day.

    However, in the ensuing 12 hours there were some fairly seismic shifts going on in the background that I’ll be able to tell you about next month, and the upshot was that it would not be financially prudent not to drop several thousands of pounds on a car that I really don’t need, especially as I’d then be pulling it apart and spending several more thousands trying to install a V8 into it. Especially when I’ve still got an M635CSi to look after too. Mrs H is pretty understanding, but it’s best not to push too far!

    Truth be told, the M6 has seen very little exercise this month. It’s generally been dark and murky both on my way to and from the office and combined with a fair amount of moisture in the air and the fact that I don’t really like putting the car away in its garage wet it means that it’s been slumbering for most of the month. I did fit a set of Osram bulbs to try and improve the headlights but to be honest the jury’s still out as I’ve yet to take it out of town and on to darker country roads with them fitted.

    What I have been doing this month is keeping a keen eye on how much #BMW M635CSis are selling for at auction as this may well be a route that I take in the new year should some additional funding be acquired. What I’ve found to be most interesting is where cars end up after some of these auctions. I’d spotted a black B-reg M6 at Classic Car Auctions’ sale in early December with 117k miles and a large history folder. Being a nosey parker I did a quick check on its MoT history and was somewhat surprised to see that it had failed recently on several counts, mainly corrosion to both the offside and nearside subframe mountings as well as both the offside and nearside front suspension component mountings, along with a few other odds and sods. What was a little odd was that it then passed an MoT a little under a month later with two advisories – an oil leak and ‘underside corrosion’. Maybe the work was done, or maybe a different MoT tester felt the corrosion wasn’t quite so severe but either way it sold for just under £16k including buyer’s premium.

    I was somewhat gobsmacked to see the same car back up for sale at a non-franchised dealer two weeks later for £24,995! That’s some profit margin. It’s always been the way I suppose, but to see what could be a really nice car if it had the money lavished on it being sold with glib statements such as ‘you will struggle to find another M635 that represents such good value for money’ does stick in one’s craw somewhat.

    Deadlines being what they are this issue was put together before the Christmas break, but I’ll do my best to give the Six some exercise while I’m away from the office.

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

    YEAR: #1988
    TOTAL MILEAGE: 163,925
    TOTAL COST: £18 (bulbs)
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    19th ART CAR TO RACE AT DAYTONA / #BMW-M6-GTLM / #BMW-M6 / #BMW-M6-GTLM-Art-Car / #BMW-M6-Art-Car / #BMW-6-Series-Art-Car / #John-Baldessari / #BMW-M6-John-Baldessari / #BMW-M6 / #BMW / #BMW-M6-F13 / #BMW-F13 / #BMW-M6-GTLM-Art-Car-by-John-Baldessari-F13 / #BMW-M6-Art-Car-F13 / #2016 / #BMW-6-Series-F13

    The 19th BMW-Art-Car by John Baldessari celebrated its world premiere at the Art Basel exhibition in Miami Beach at the tail end of 2016 where it was announced that it will take part in the Rolex 24 at Daytona at the end of January.

    Ludwig Willisch, President and CEO, BMW of North America said: “It is an honour to add this new masterpiece by John Baldessari to the #BMW-Art-Cars Collection today. As one of the most important contemporary artists working today, John joins an incredible group, from Calder and Hockney to Warhol and Koons, that has contributed to this collection over the past 40 years. He has used his signature aesthetic combining colour, shapes and text to create a visually stunning work which will stand out at both the museum and on the race track in Daytona early next year.”

    “I have done only one work in my life involving a car before, and that was an image of a car,” commented Baldessari. “So for the #BMW-Art-Car project I entered uncharted territory, not just in terms of the subject but also moving from two- to three-dimensional art. A challenge I did enjoy! The ideas all came at once: for instance, the red dot on the roof, so you can see it from above, FAST on one side, and a picture of the car on the other side. I like the ambiguity, having two-dimensions and threedimensions at the same time. Considering the car as an icon of contemporary life, my concept turned out playfully satirical but it also highlights some of the trademark ideas that I use. So you can say the #BMW-Art-Car is definitely a typical Baldessari and the fastest artwork I’ve ever created!”

    Launching its 19th Art Car was a slightly odd move from #BMW as what it is calling its 18th #Art-Cars (which will be designed by Chinese multimedia artist Cao Fei) won’t actually be revealed until the summer of 2017.

    As well as taking part in the Daytona 24-hour race Baldessari’s #Art-Cars , run by #BMW-Team-RLL , will be entered in the IMSA WeatherTech SportsCar Championship (IWSC). Bill Auberlen, Alexander Sims, Augusto Farfus and Bruno Spengler will share driving duties.
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    First up this month, I’m happy to report that the M6 is back on the road and feeling much fitter after the latest ministrations from the good chaps at #BM-Sport (, 020 8304 9797). Thanks to the refurbished starter motor it now starts on the button first time, every time, which is, after all, the most important aspect of car ownership… there is nothing that puts you off driving a car as much as the possibility that it’s not going to start.

    Once it’s running the good news is that it’s actually a much sweeter drive than it used to be thanks to the thorough cleaning of the throttle butterflies that were severely gummed up which was spotted when the plenum was off for the starter motor to be replaced. As far as I know the last major work that was carried out on the engine was the replacement of the timing chain around 15k miles ago, but I can only conclude that when the plenum was removed for this job no one thought it a good idea to clean up the throttle bodies. They were so dirty that it seems impossible that this build up of crud had occurred in the last 15,000 miles. The upside is that it now idles beautifully – it was always somewhat lumpy and a ticked over too low previously, but it now seems to be running like a dream. It pulls more cleanly from low revs in higher gears now and it may be a placebo effect but it seems faster than it was before.

    I put the new-found performance to the test when I ran it down to Munich Legends for a book signing by Tony Lewin. His latest tome, The #BMW Century, is a good read and while it probably doesn’t go into as much depth as a real hardcore BMW aficionado might be looking for it’s a fantastic introduction to the marque and cover BMW’s first century from the aero engine days right up to the latest Project i machinery with everything in between.

    If I’m popping down to Munich Legends I like to try and take the Six as bowling up in a dirty VW Passat company car doesn’t really seem the right image for the editor of a BMW magazine. The run down to Sussex was a very pleasant drive along the back roads with the #M88 singing its tunes and the chassis providing plenty of entertainment on the slightly damp and greasy Tarmac. The Falkens that came on the Style 5 wheels that I fitted to the car a while ago probably aren’t the grippiest tyres in the world but they do hang on quite well and when they do break away they’re nice and progressive, giving you plenty of time to catch the rear end before it gets too out of shape. I did enough miles in my previously owned E24s to know that the factory OE-fit Michelin TRXs would have been a far worse proposition on these roads.

    Once I’d chewed the fat with several other BMW owners at the Munich Legends event and spent some time poring over a very original 2002 that’s ripe for restoration, it was time to head home for a late supper and conscious that I’d been rather longer than intended I needed to press on if Mrs H wasn’t to end up serving my dinner to the dog. And that’s when I discovered the limitations of running a classic, or perhaps this particular classic, the headlights are absolutely atrocious. Never mind the fact that they’d just been realigned and are deemed fine to pass the MoT, the level of illumination they provide on dipped beam is utterly laughable – I would probably have done just as well by gaffer taping a couple of candles to the front bumper.

    It’s slightly odd really as on main beam it’s absolutely fine with the quad lamps illuminating things rather well, but as soon as you need to dip the lights because someone’s coming in the opposite direction you feel like you’ve been plunged into darkness and you need to weigh anchor pretty rapidly if you’re not going to be involved in an E24 shaped hedge interface. That’s reminded me actually, and sorry to depart on a tangent, but the brakes are now similarly much better than they were before. You get used to how the brake pedal feels in your car and really don’t notice the deterioration over time that occurs as your brake fluid slowly degrades. Having just had mine replaced the M6 has a much better feel through the pedal and is far more reassuring when you jump on the anchors. If you’ve not had your fluid replaced for a couple of years I really would recommend you have it done. Returning to the headlights though, it’s something I really will have to look into sorting – I’ve bought some upgraded bulbs – and once I’ve mustered up the energy to fit them I’m hoping things will have improved somewhat. If I can bring myself to stand out in the cold I might also see about removing the headlight washers – they’re currently seized up – as the wiper isn’t completely parked properly on the nearside light unit which must be obstructing the light somewhat.

    Last month I think I mentioned I was having a bit of a daydream about fitting a larger engine to another 6 Series and I have gone so far as to have a look at a couple of potential donor cars, but both were too crusty to be viable for what I want to do. It does seem that people have an overinflated view of what an old and rusty 6 Series is worth – both the cars I looked at were high mileage 628s in really not very fine fettle – just because it’s a 1980s BMW it doesn’t automatically mean it’s worth a lot of money. I saw another 635CSi on eBay that looked promising until I did an MoT history check on it… it was evidently rustier than the Titanic underneath and had failed its last MoT on ‘excessive corrosion, seriously affecting its strength within 30cm of the body mountings’ on ten counts! Currently I’m looking at E28 Fives as prices don’t seem to be quite so ridiculous and as I type a rather nice looking example has popped up on eBay… guess where I’m going this weekend…

    CAR: #BMW-E24 / #BMW-M635CSi / #BMW-M635CSi-E24 / #BMW-6-Series / #BMW-6-Series-E24 / #BMW-M6 / #BMW-M6-E24 / #BMW-6-Series-M6 / #BMW-6-Series-M6-E24 / #BMW

    YEAR: #1988
    TOTAL MILEAGE: 163,902
    MPG THIS MONTH: 23.2
    TOTAL COST: £398 (MoT, starter motor, throttle body clean up, brake fluid)
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    E24 M635CSi

    Not an awful lot to report this month I’m afraid, other than the fact that I’ve used the Six a fair amount as the weather has been pretty decent. Nothing’s fallen off, nothing’s broken and no other gremlins of any note have reared their ugly heads.

    Perhaps the highlight of the month was attending Munich Legends’ ‘Legends in the Fall’ meeting which was held one Wednesday evening in September. It was well attended with a selection of mouth-watering metal descending on the company’s Sussex HQ and taking over the pub next door’s substantial car park.

    The M6 performed faultlessly on the way there and back but, despite me having given it a quick clean beforehand, it did look a little bit like the poor relation when compared to the other E24s that attended! It did get me thinking that maybe I should get the bodywork attended to sooner rather than later.

    A wonderful Royal blue 635CSi Highline really caught my eye but chatting to the owner it was obvious that it had taken a lot of hard work to make it that way. There was also a lovely M6 Motorsport car in Misano red in attendance and this was a car that I knew quite well in its formative years as when it was new, back at the tail-end of the 1980s, it used to come to the dealership that I worked in for its servicing requirements!

    All in all it was a great evening and it was great to be able to have a look around the M1 that Munich Legends has recently restored for BMW UK. The guys there have done a wonderful job on the car and it is a tribute to what can be achieved with these older cars.

    The news on the way home was less good as my 1980s super coupé was comprehensively out-dragged by a new Ford Fiesta ST. I know these are quick little things but it was slightly sobering that the M6 was so comprehensively out-gunned and I went to sleep that night dreaming of more horsepower. Regular readers may remember an E24 we featured back in 2007 that had been enhanced by the fitment of an S62 V8 from an E39 M5… and I’ve been having evil thoughts about recreating that car!

    Back in the real world the MoT is due next month and I was planning an Inspection service and some investigation into the car’s rough running and overfuelling. However, thoughts of having the bodywork done soon means that I might leave the servicing until after that. Decisions, decisions.

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

    YEAR: #1988
    TOTAL MILEAGE: 163,689
    MPG THIS MONTH: 22.1
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