The BMW 8 Series E31 was launched in the late 1980s, promising high-tech and super-efficient innovation in the 1990s. It was powered by the new V12 that first saw the light of day in the 7 Series, helping to establish BMW at the top of the automotive tree at the time. It was significantly more expensive, grander than the 6 Series, and clearly aimed at a wealthier buyer. In short, it was the most expensive BMW of the 90s.
Produced between 1989 and 1999 and originally launched with a 12-cylinder 5-liter engine, the 8 Series cost over £60,000, or nearly £100,000 in today’s money. The reception of the BMW 850i E31 in the early 90s was tepid, and many potential buyers felt they could get a lot more for their money than what this bulky Grand Tourer offered.
While it was equipped with a huge V12 giving it 295 horsepower, it also had to churn out 2 tons of German metal, giving it a 0-100 acceleration of 6.8 seconds and a top speed limited to 230 mph. BMW listened to their customers, and in 1992 they updated their lineup by adding the 850CSI and 840CI. The CSI was powered by an improved 5.6-liter V12 and 375 horsepower, while the 840 was powered by a 4-liter V8 with 282 horsepower, with the later models being quicker to 100 than the early models.
When news came that BMW would be developing a new 8 Series coupe, cheers from Bavarian enthusiasts could seemingly be heard all over the world. While the original 8 Series wasn’t a perfect or even great car, it was incredibly charming and is still a fan favorite. In fact, the 8 Series is becoming something of a cult classic, and that enthusiasm is pushing the new series even further. So we decided to go back in time and ride the original Series 8 to see what we can expect.
In its day, the BMW 8 Series E31 was heavily criticized. It was something big, heavy, bulky and complicated. But BMW stuck to that policy and continued to develop it for 10 years. One of the cars that came out of BMW’s continued development was the BMW 840Ci.
Appearance
The profile of the 8 Series is dominated by a long, low-sloping hood that tapers even lower at the front. The long hood accommodates pop-up headlights and a shark-like nose with a very small, but unmistakably recognizable BMW twin grille. For BMW, the design of the 8 was important because the function and small details like the wipers that are picked up under that long hood give it a cleaner line and also help reduce aerodynamic drag.
Engine
BMW 840Ci Sport with a 4.4-liter V8 producing 282 hp and a five-speed automatic transmission. This power was directed only to the rear wheels, which were widened to improve traction. The suspension was also beefed up, reducing body roll and providing sharper handling. The punishment was ride comfort, which became less GT-like. Turning the key to two marks informs the familiar BMW dashboard tone. The fuel pumps hiss quietly far in the background as they kick in. A turn of the third click activates the futuristic-sounding starter, bringing the 5.6-liter V-12 to life.
Unlike the standard 5.0-liter V-12 850i (shared with the E32 750iL), the 850CSI version gets lighter pistons, a forged crankshaft and higher performance camshafts with freer flowing exhaust and intake. Power jumped to 375 hp and torque increased to 420 Nm. The scale of the M modifications allowed this engine to receive the coveted “S” designation code, denoting its official status as a genuine BMW Motorsport product. Called the S70B56, this engine was also the primary platform for the V-12 in the McLaren F1.
Getrag’s long-stroke six-speed manual transmission was the only gearbox offered in the CSi. When it first appeared in the 850i, this transmission was the first six-speed manual in conjunction with a V-12 in a production road car. Thanks to it, the speedometer blissfully climbs to 100 kilometers per hour in just under six seconds.
It was fast. Its sleek styling was a big departure from its last coupe, the 6 Series – in some ways echoing the sheer aerodynamics of the VauxhallCalibra. However, during the recession of the early 90s, sales were slow, so BMW introduced cheaper V8 versions under the Ci banner. However, when production ceased in 1999, the company decided not to replace the 8 Series, opting instead to abandon that market sector, and decided to reintroduce the 6 Series three years later.
With a 296-horsepower V12 under the hood and a six-speed manual transmission, you’ll be pleasantly surprised by the dynamics. But in reality, BMW intended the E31 8 Series to be a luxurious and grandiose car. More than that, it was a technological show-off and an attempt to show the world that anything Mercedes can do, BMW can do better.
The 850i weighed about 1800 kg – 300 kg or more than the old 635CSi. Consequently, it’s not surprising that the 8 Series was never particularly popular with the contingent of lightweight car enthusiasts. Those expecting the freshness of the 6 Series or the successor to the M1 instead found a sluggish accelerator pedal, a swaying automatic transmission as an option and a soft suspension that did little to control the car.
Moreover, when the 8 Series was launched in 1989, the world went into crisis and the idea of a 5-liter GT that weighed almost as much as the HMS Ark Royal lost its appeal. Sales plummeted early on, and BMW realized it held the losing cards.
Fortunately, the brand acted quickly. Plans for an M8 lineup were quickly shelved; instead, the M division was tasked with installing an 850i to improve the driving experience. The result was the sharper BMW 850CSI E31, joined in the lineup by the more fuel-efficient 840Ci with a 4.0-liter V8 engine – no longer a technological powerhouse, but instead a bulky square grand tourer. The 8 Series belatedly found its place in the world. And in 1995, the range was revised.
The V12 was expanded to 5.4 liters and 322 hp, while the V8 was replaced by a new 4.4-liter unit with the same 282 hp as its predecessor, but with more torque and better fuel economy. And an 840Ci Sport version was added, taking the 850CSi’s 850CSi dodger and stiffer suspension and applying it to the less powerful model.
The BMW E31 850i is arguably the best 8-series ever. Driving this car today, it’s easy to see how BMW fought valiantly to solve the 8-Series’ problems. The wider tires and stiffer suspension almost eliminate body roll, providing tremendous grip and allowing the 8-Series to pick up speed well and maintain it through smooth cornering.
Despite its flaws, the 8 Series is still easy to love. Nothing captivates the eye like the wide, enveloping interior. The V8 in the 840Ci “gurgles” even with a light pedal stroke, pillarless doors, and a huge sunroof that practically turns it into a convertible when the weather is nice
Interior
The original BMW 8 E31 series E31 is still a true treasure and its design will never get old. Especially with one of the most unique interiors ever created by BMW.
Jumping into the cabin, surrounded by a plethora of buttons, it was clear why this car was considered revolutionary in the nineties. A separate cassette deck to signify the era and below the autobox, with economy, snow and sport modes.
The interior layout of the original 8 Series is driver-oriented. You’ll find a whole bunch of buttons and dials. There are some orange pixel screens inside that show you how soon you’ll need to stop by for service and how many kilometers are on the odometer. The 8 Series was also the first with DSC, Dynamic Stability Control, and in the European specification BMW 850 CSI E31, rear-wheel steering.
Interior space is a bit limited due to the car’s sleek shape, meaning the 2+2 style rear seats are best used as a parcel shelf. But the signature driver-oriented dashboard of the BMW 8 Series E31 is perfect for the two front passengers.
Even more impressive in the BMW 8 E31 are the surprisingly comfortable seats, and while you might wonder if the car is quite dimensional, then why the small rear seats are virtually unusable – there’s no doubting the luxury on offer.
With a driving position that adjusts in every direction and supportive leather seats, you’ll travel hundreds of thousands of miles feeling fresh and relaxed.
And that’s really what this vehicle represents. And you’ll be able to spend that distance playing with the wide range of chips that come standard. You’ll find items like climate and cruise control, an excellent sound system, and a trip computer built into the expansive dashboard.
Astronomical sums were spent on the development of the BMW E31 – more than 1.5 billion German marks – enabling a number of revolutionary features that would eventually influence future generations of BMW and other luxury sports cars.
Electronics
The introduction of Dynamic Stability Control, seatbelt anchors, driver and passenger head restraints that allow for a neat, unsupported interior look, along with near-perfect aerodynamic performance, all contributed to this car being a game changer.
The 8 Series was among the first cars to use electronic throttle control (by wire), and V-12 versions used two engine control units, one for each cylinder block. Due to the lack of computing power required for the 8 Series, BMW teamed up with Bosch to create an entirely new wiring system for all the microcomputers needed to run the car.
From the engine controls to the comfort systems that are responsible for all the amenities. These computers have enabled the 8 Series to perform neat actions such as automatically lowering the windows when the doors are opened.
To cope with all this, the 8 Series pioneered the use of the CAN (Controller Area Network) system in the car – a series of microcontroller nodes connected to a network without the function of a central host computer. This allows the nodes to operate independently of each other when transmitting vital information, making it easier to diagnose errors. The 8-series CAN bus network eventually became the precursor to what we now know as OBD or on-board diagnostics.
There was a corded phone between the seats; the steering column was adjustable and had a memory function; the windows go up and down automatically when you open the door; the climate control was programmed to cool or warm the car when you weren’t there; and it had both stability control and traction control.
Features
It’s got pop-up headlights!
Call us kids, but there’s something about pop-up headlights that show off our inner child perhaps it was fashionable too many years ago, or because they look especially fun when one motor stops working. Either way, it’s a very distinctive feature. The 8er had a low coefficient of aerodynamic drag – 0.29, the same as the Porsche 918 – and it was designed entirely on a computer (something new at the time) with lots of wind tunnel testing to get that cool, wedged shape. It looks good.
It didn’t have a center stand.
This is the center pillar at the end of the front side windows, and BMW designed the 8 Series without it, allowing for an interesting and futuristic design at the time.
David Hockney immortalized it as the BMW Art Car.
BMW art cars are very cool, and this 1995 8-Series got the full service. Hockney added stylized intake manifolds on the hood, driver and steering column silhouettes on the driver’s door. And, cleverly shifting the dog art genre from the immortal Dogs Playing Poker mural, the British artist painted an image of his beloved dachshund Stanley on the rear side panel as if it were a passenger.
In 1991, an extremely powerful prototype was completed with: 8-series with a V12 with 550 hp and specially developed chassis technology to handle this extra power. This car, jointly developed by the BMW M and BMW Technik divisions, was kept secret for many years before BMW finally relented and admitted that yes, it was trying to create an “M8”.
However, it was never produced, and this M8 was used as a test bed for technology and innovation. One very cool use of this test bed was for the engine: this monster V12 would later become the basis for the monster V12 that powered the McLaren F1. That’s cool.
Bottom line
Unlike today’s robots on wheels, the 850CSi feels more natural. Embodying what a well-designed car should look like. The 850CSi has a magical balance of exquisitely precise handling, docile ride, stability, and naturally sharp cornering. No button-adjustable suspension or steering.
The 850CSi left a bittersweet feeling. The 8 Series may be making a comeback, but the march of time and “progress” prevents us from ever seeing one like the original again. Its unique shape, rarity, technological prowess and performance are seductive, but this conversion from the famed Munich-based BMW Motorsport division, elevates the 850CSI to one of BMW’s most legendary machines and my personal dream machine.
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