1974 BMW M6

M6 Coupe

6 - Cyl.

Manual

WBAEE31041050186

Gasoline

1984 EUROPEAN VERSION M-6 / RARE AND UNIQUE ! HISTORY OF A COLLECTOR'S CAR VIN: WBAEE31041050186 GERMANYE24 M635CSi/"M6"First generation[1][2]Production1983-1989Engine(s)3.5 L I6 286 PS (210 kW; 282 hp) USA and catalyst version 256 hp (191 kW)Transmission(s)5-speed manualWheelbase2,620 mm (103 in)Length4,755 mm (187.2 in) USA 193.8 in (4923 mm)Width1,725 mm (67.9 in)Height1,354 mm (53.3 in)In 1983 BMW took the M88/3 engine, a modified version of the M88/1 from the BMW M1 and put it in the E24 chassis of the BMW 6-Series, creating the M635CSi (called "M6" in North America). The "M6" was critically acclaimed throughout its lifespan for its elegant, aggressive "shark-nose" styling, its well-appointed luxury features, and its quick performance. A top speed of 158 mph (254 km/h)[citation needed] makes the European version the second fastest BMW ever built next to the M1. This is due to all other BMW models being electronically restricted to 155 mph (249 km/h). An M6 can be distinguished from other E24 models by a larger front air dam, a rear spoiler, BBS wheels, colour matching side view mirrors, M badges on the grille and back, and slightly larger front brakes.In North America (U.S. and Canada), the E24 "M6" was fitted with the catalyzed S38B35 motor, producing 256 hp (191 kW) and 243 ft·lbf (329 N·m) of torque. The non-catalyzed version produced 286 bhp (213 kW) and 251 lb·ft (340 N·m) of torque. The non-catalyzed versions were only available in Europe, though there were some 538 catalyzed M635csi models sold in Europe in 1988 and 1989. The 1988 and 1989 M6s were "World Cars" with the same bumpers and aerodynamic treatments in all markets.The "M6" was good for a 0-60 mph (97 km/h) time of 6.0 and 6.8 seconds for the European and American versions, respectively. Quarter mile times for the European version have been recorded at 14.5 seconds while the charge to 100 mph (160 km/h) is achieved in 15 seconds. However, Car and Driver Magazine tested the U.S. "M6" in July 1987 and achieved a 0-60 mph (97 km/h) time of 6.1 seconds.[citation needed] Also in 1987 Road and Track featured the U.S. "M6" as one of the 10 fastest cars in America.[citation needed] Production of the "M6" ended in 1989, with 5,859 cars sold, 1,767 of which were North American (U.S. & Canada) models.Birth of the E24 6 Series In designing the E24 6 Series to suit multiple markets, then chief pen-and-clay man Paul Bracq, who created the BMW Turbo in 1972, confronted the reality that BMW doesn't always mean the same thing in Germany as it does here. It was a time to revel in traditional BMW styling, performance and personality, even though the influence of the 1972 Turbo is clearly evident on the E24 exterior. As it is even today, the German concept of sporting luxury does not always translate into American notions of, well, luxury luxury. And in many other countries, it is not a stretch to say BMW is better known for motorcycles and police cars than luxury automobiles. Still, no one here complained about the look of the new car; it was the "go quotient" that garnered criticism, and for the same reason as the E24's stablemates--more weight and less power. It seemed, at least in the U.S., that BMW was reverting back to the pre-E9 era in terms of power-to-weight ratio.In fairness, the E24 had to weigh in heavier than the E9 due to added crashworthiness. BMW really got serious about the front and rear crumple zone, reinforced roof panel, a bar extending the width of the cockpit behind the dashboard and reinforced rear bulkhead behind the back seat. U.S. models, of course, carried on with the big aluminum "crash bumpers," which would mar our 6 Series until 1988 when BMW debuted world bumpers. In 1977, first year of the U.S. E24, that added up to 350 lb more than the last 3.0 CSi.Now, it's a fact of life that everything gets bigger and heavier in time--cars as well as people. We are willing to put up with added girth in return for function. But what happened to U.S.-spec E24 engines was just a sin. American emissions laws mandated use of a positively horrible exhaust gas recirculation (EGR) system incorporating an air-injection system component that was akin to bolting a two-by-four board across the cylinder head exhaust ports. High-compression pistons were out of the question, and, in fact, low compression was the order of the day due not only to the EGR system but also to the demise of serious high-octane gasoline--this was way before the knock-sensing ignition emerged to save the day for compression ratios. The result was that horsepower and torque nosedived. Due to the thermal reactor exhaust manifolds, cylinder-head warpage problems in the E24's M30 engine appeared almost instantly in the heat of American summers.You'll get varying opinions on this, but for me there were five distinct E24 generations in the U.S. market: 1977, 1978-79, 1980-84, 1985-87, and 1988-89. The prime factor here is engine configuration of the non-M models.1980-84: 633CSi The significant revisions BMW brought to the E24 for the 1980 model were all overshadowed by the wonders of Robert Bosch innovations. Using Bosch's ingenious new invention, the oxygen sensor, allowed efficient use of a three-way catalytic converter. The positively horrible and universally hated thermal reactor and EGR emissions control systems were dispensed with at once in favor of this new technology. A new factory electronic ignition system also appeared. The darkest chapter in U.S.-spec BMW engine history was finally at an end.While actual power output remained the same, driveability was immeasurably improved. More importantly, but unbeknownst to us at the time, electronic engine management systems would eventually allow U.S-spec BMW engines to achieve nearly the same power output as rest-of-the-world variants. It would take nearly 10 years, but the course was set in 1980. In 1983-84, Bosch Motronic engine management quietly entered our lives with Motronic version 1.0 basic. Ignition timing and fuel mixture were now computer-controlled.This early Motronic system, wonderful as it was at the time, is less than desirable today from a performance-tuning standpoint. No chips are available to upgrade the ECU--what you have is what you have. Even though the engines will still respond well to high-compression pistons and camshaft upgrades, electronic optimization is not possible. Similarly, while the catalytic converter is far preferable to the dreaded thermal reactor (writer looks down, spits), the exhaust system on these pre-1985 Motronic cars is incredibly restrictive forward of the cat. The end result was lots of header installations and de-catting prior to that becoming bad juju, and later, installation of 3.5-liter engines with advanced Motronics.A five-speed manual gearbox backed up the newly invigorated engine, but, contrary to popular close-ratio European fashion, fifth gear was overdriven to reduce engine speeds at cruising velocities. This allowed both increased fuel economy and use of lower (numerically higher) differential ratios to aid acceleration. Traditionally, BMW gears down cars when it wants to spiff up low-end zoot either as a result of engine size, automatic transmission or, in this case, emission controls. The automatic transmission option included cruise control starting in 1982.Outside, the lower front valence panel was revised, and the rear bumper ends were extended to the wheel openings in 1982. A silly federal law mandated an 85-mph speedometer, and BMW stuck a red LED clock in it for some reason. Independent techs sometimes played speedometer baseball out behind the shop with these units, as owners just couldn't stand to look at them. By 1984, we were back to the 140-mph speedometer. Central locking appeared; it was now possible to lock both doors and the trunk with one turn of the key at the driver's door. But the little flap covering that driver's-side door lock would wear out, and you had to replace the entire cylinder--a problem never solved on the E24.The 1982 model year saw a mid-production suspension revision to the now familiar wishbone front control arm design, which eliminated the front strut rods. No outward indications signaled this revolutionary advancement in BMW front suspension design. The wishbone design allowed far greater high-speed stability through increased control of caster angles and afforded greater control over ride quality independent of shock damping qualities. Suspension geometry under heavy cornering loads was also improved. However, the wishbone design is not a panacea, as technicians and do-it-yourselfers are well aware. The 06/82 production date marks both the beginning of the BMW wishbone control arm design and the beginning of the now-notorious BMW front-end vibration proclivities (previous vibration problems with the E21 3 Series were isolated to that model, which did not use wishbone control arms).The problem, near as anyone can tell, is two-fold. First, there is extreme sensitivity to wheel balancing. Second, the front control arm bushings, aka thrust arm bushings, are not stiff enough. BMW used different control arm bushings for every model 6 Series, E28 5 Series and E32 7 Series. All are too soft--except for the E32 750iL bushings. These can be made to fit the E24 and E28, but they have to be machined professionally. Aftermarket companies offer E32 750iL bushings already machined and ready to install. Among them are BMP Design (www.bmpd.com) and Bavarian Autosport (www.bavauto.com). If your post-06/82 production 6 Series has a chronic front suspension vibration and other possible causes have been eliminated, use these control arm bushings. They are also a good performance upgrade for modified cars.During this period, the now-dreaded Michelin TRX tire and wheel combination replaced the familiar 195/70-14 tires and 6x14-in. alloy wheels. The TRX promised revolutionary handling improvements but in order to deliver them required a specially shaped wheel bead area. In order to prevent TRX tires from being mounted on wheels without the specially shaped bead area, Michelin built it in a metric size, in this case, 225/55VR-390. In truth, the TRX did offer improved steering response when the technology was new, but it was quickly eclipsed by "regular" tire technology, after which the Michelin TRX became little more than a monumental pain in the ass. Drivers couldn't mount normal tires on TRX wheels. Instead, they could only buy Michelin TRX tires, which were very expensive and decidedly yestertech in terms of performance. Michelin TRX snow tires worked better for their intended purpose but were unspeakably expensive. Still, BMW would buy into TRX for the next five, long years.Meanwhile, BMW owners sought aftermarket wheels and factory alternatives. Today, TRX wheels are routinely junked in favor of the same options--aftermarket and factory alternatives and normal-sized tires. Typical replacement fitments include 195/70-14, 225/60-14, 215/60-15, 225/50-16 and 235/45-17. The 17-in. size often requires body modifications for increased clearance, especially on lowered cars--most drivers considering this fitment will also have a completely tuned suspension with sport shock absorbers and shorter, stiffer aftermarket coil springs. Replacement Michelin TRXs are now considered "vintage tires" and are sold by specialty vendors such as www.cokertire.com at sky-high prices.By 1983, 633CSi pricing was nudging the $40,000 mark in the U.S. The German-spec 635CSis could be personally imported to the U.S., so-called "gray market" cars so quick and fast they could suck a U.S.-spec 633CSi into the air intake and cough it out the exhaust while costing less money in the process. This was becoming a not insignificant sales threat. Moreover, the U.S.-spec 533i had nearly identical performance numbers at a savings of over $10,000. BMW of North America was confronted with the low power situation; something had to be done. BMW AG, typical of the era, could not understand why Americans wanted more power. After all, they reasoned, we could only go 55 mph--a speed considered laughably slow in Europe, where serious drivers had access to cars that could and did triple the U.S. speed limit. The notion that there could be wholesale disregard of speed limits here was inconceivable to the Germans, when in fact that was and still is precisely the norm in the U.S.HISTORY OF THIS SPECIAL CARTHIS CAR WAS PURCHASED ON GERMANY IN 1984 BY AN AMERICAN SOLDIER LIVING THERE AT THE TIME. HE BROUGHT THE CAR TO THE USA. THIS CAR WAS IMPORTED BY MARY ANNE MONTEL. THE CAR HAS THE USA PLATE BY THE BUREAU OF AUTOMOTIVE REPAIR. VIN: 50I86 / ENGINE: A 34381. THE CAR HAS BEEN OWNED BY 3 PERSONS. THE TITLE STILL HAS BEEN KEEP UNDER THE ORIGINAL OWNER. ALL PAPER WORKS, PARTS, KEYS, RIMS ECT COMES WITH THIS CAR. THIS CAR HAS BEEN GARAGE FOR THE PAST 15 YEARS. ONLY DRIVEN IN THE SUMMER AND SPECIAL OCASIONS. BMW VIN DecoderPlease input last 7 digits of VIN ( Vehicle Identification Number ) for searching vehicle information. iExample: If vehicle chassis number is WBABA91060AL04921 then input AL04921.)@@Chassis number1050186Vehicle code5531SeriesE24ModelM635CSiBody typecoupeCatalog modelECEProduction date1984 / 05EngineS38TransmissionManualSteeringLeftCatalyzerNONE Additional Information for Vehicle code 5531 ProductionFROM : 1984/04/01TO : 1988/09/30EngineS38 B35Engine Oil5.75 LiterTransmissionManualTransmission ModelGetrag 280/5Transmission Oil1.25 LiterRear Axle Oil1.90 LiterCoolant(w/o Air Conditioner)12.00 LiterCoolant(with Air Conditioner)12.50 LiterBrake fluid1.00 LiterRemarks : Engine oil content: in case of repair plus 0,75 l (oil cooler) [Notice] Results are just for your reference. MORE PICTURES AT: www.ismiorotary.com EXTERIOR OF THE CAR THE CAR COLOR, CODE, PRODUCTION & PERIOD: Henna Red052553112/83 through 9/8 THE CAR STILL HAVE FACTORY PAINT. VERY RARE FOR A EUROPEAN VERSION OF THIS YEAR. THE FRONT SPOILER HAVE BEEN PAINTED. NEVER IN AN ACCIDENT. EVERYTHING WORKS LIKE NEW. THE CAR HAVE THE EXTERIORS LINES, REAR & FRONT SPOILERS AND SIDES PACKAGE. INTERIOR OF THE CAR THE CAR IS FACTORY REGARDING ALL THE SEATS, CARPETS INSTRUMENTS, AIR, ECT. STILL HAVE THE FACTORY ISNTALLED FIRE EXTINGUISHER UNDER THE DRIVER SEAT. THE RADIO HAS BEEN CHANGED. I HAVE A BOX WITH ALL THE ITEMS THAT HAD BEEN SAVED OR CHANGED. ENGINE & TRANSMISSION OF THE CAR THE ENGINE IS SUPERB. ORIGINAL ON BOTH. WORKS PERFECTLY. THE SOUND OF THIS BEAST IS UNIQUE. THERE'S NO SMOKE OR LEAKS. THIS CAR CAN BE DRIVE TO ANY PLACE. EXTERIOR OF THE CAR I HAVE IN BOXES THE ORIGINAL BBS RIMS OF THE CAR. THE ACTUAL RIMS AND TIRES WERE INSTALLED A FEW MONTH AGO. I WAS LOOKING TO GIVE THE CAR A MORE MODERN EURO STYLE LOOK. THE RIMS WERE PAINTED TO MACTH THE CAR EXTERIOR COLOR. BOTH SETS COMES WITH THE CAR. THEY ONLY HAVE 100 MILES ON IT. TRUNK OF THE CARTHIS AREA IS PRISTINE. TERMS & CONDITIONS THE CAR IS BEEN SOLD WITH A RESERVE PRICE. IF YOU'RE INTERESTED IN MAKING AN OFFER PLEASE CONTACT ME AT: billydenizard@gmail.com THE CAR IS LOCATED IN ORLANDO, FLORIDA. A DEPOSIT OF $2,000.00 US HAS TO BE MADE BY THE WINNER AT THE END OF THE AUCTION. THE REST OF THE PAYMENT HAS TO BY A BANK WIRE TRANSFER ONLY OR CASH IN PERSON. NO OTHER METHODS WILL BE ACCEPTED. THE CAR ISN'T GOING TO BE RELEASE UNTIL THE FULL PAYMENT IS MADE AND VERIFY. NO DREAMERS PLEASE. THIS ISN'T A LOW PRICE CAR. IF YOU WANT TO SEE THE CAR IN PERSON JUST LET ME KNOW. I'M SELLING THE CAR LOCALLY AND THE AUCTION CAN BE CANCELLED IN ANY MOMENT. THANKS.