BMW E3 Series

Introduction

The “BMW New Six” was a line of full-size luxury sedans and GT coupes produced by BMW from 1968 to 1977. All models used the then-new M30 straight-6 engine - an engine that would become renowned for silky smooth power delivery which punched far above what its litre capacity should have allowed. The E3 sedan version, which marked BMW's return to the full-size luxury sedan market after a hiatus of 5 years, was introduced as a response to growing market segment dominated by Mercedes-Benz. It was important in establishing BMW's reputation as a maker of sporting, luxury sedans. The E9 2-door coupe version were produced alongside and racing versions of the coupé enhanced BMW's reputation in auto racing.

Development Of A Six-Cylinder

After a long hiatus, BMW decided to develop a six-cylinder car in the early 1960s. Work on what was to become the E3 commenced in 1965. The engine was based on the existing fours, sharing their overall layout but the engineers trying as much as possible to ensure the engine was not seen as an exercise in simply “tacking on two” cylinders. The design team was led by Wilhelm Hofmeister, with some detail work executed by Italy's Bertone and Michelotti studios. A goal was to allow for more passenger space and comfort than what the earlier "Neue Klasse" saloons had been able to offer. The new sedan was noticeably a "driver's car", focusing on the front-seat occupants, and the smaller coupé was only barely a full four-seater. It was to become the foundation for BMW’s just claim that they manufacture “the ultimate driving machine”.

A new feature was the twin headlights, set into the grille, a design which was to define BMW styling for decades. Early mock-ups of the E3 featured broad rectangular single headlamps with rounded corners, but these never went into production - perhaps as a result of the lukewarm reception of the similarly designed 2000 CS. The new car also required a new welding plant at BMW's Munich site. In spite of the car's all-new construction it only cost 70 million Deutsche Markto develop. This was less than half of what others would have spent on a similar exercise at the time.

BMW Model Names

Models were given names denoting their engine sizes, and suffixes to indicate the long-wheelbase (L) and fuel injection (i) available on later cars. The coupés were all named CS, followed by i (for fuel injection models) or L (for light-weight models, which also had fuel injection and higher power).

• 2500/2.5, 2.5CS (2494 cc, 150 PS (110 kW; 148 hp))
• 2800/2.8, 2800CS (2788 cc, 170 PS (125 kW; 168 hp))
• 3.0S, 3.0CS (2985 cc, 180 PS (132 kW; 178 hp) using twin Zenith 35/40 INAT carburetors)
• 3.0Si, 3.0Li, 3.0CSi (2985 cc, 200 or 195 PS (143 kW; 192 hp), depending whether Bosch D-Jetronic or L-Jetronic was installed)
• 3.3L, 3.3Li (3295 cc, 190–197 PS (140–145 kW; 187–194 hp))
• 3.3Li (3210 cc, 1976-1977)

E3 Sedans

The two initial models, introduced in 1968 and sold through 1977, were the 2.5 L 2500 and 2.8 L 2800. The airy design was roomier than BMW's existing range and appeared rather large, in spite of being no more than 1 cm (0.4 in) longer than Mercedes' midrange sedans, which were generally considered to compete in a lower class than the new E3. They were large six-cylinder cars that handled well and impressed contemporary reviewers. Road & Track called the later Bavaria "delightful" and "superb", concluding that it was "one of the world's best buys". Aside from the larger engine, the 2800 also had bigger tyres and a somewhat sportier suspension, as well as various creature comforts such as a heated rear window, a full tool set, Boge Nivomat self-levelling rear suspension, and a smattering more external chrome.

The big-bore, dual-carbureted 3.0 S was introduced in 1971, being a more powerful and expensive model than the 2800; a fuel-injected version was also made. Also produced were long-wheelbase L models (3.0L, 3.3Li, etc.), whose sharp handling was a stark contrast to the large Mercedes-Benz models of the time. Langley Motors in Thames Ditton UK also produced an estate (tourer) version. With a fully independent suspension along with four wheel disc brakes, the E3 was well ahead of its time in the early 1970s. Surprisingly quick, the 3.0 Si sedan was faster than the 3.0 coupe; which was a heavier car by 50 kg, with the same engine configuration.

1976 BMW 3.0 Si

The body was surprisingly light for its size, weighing less than the smaller E9 coupé. Vision is also good, with narrow pillars and no less than 2.5 m2 (27 sq ft) of overall glass area. At the end of 1973 the new, larger 3.3 Litre was presented, going on sale in January 1974. It had the longer wheelbase and a bigger engine, although the power was no more than that of the 3.0 Si. Instead, more torque meant to provide a more luxurious rather than BMW's usual sporting feel. This engine was updated to fuel injection in June 1975, with a few more horsepower. Subsequent to the introduction of a 3.2 litre version of this engine in the 1976 BMW 633CSi, this slightly smaller model found its way into the 3.3 Li as well. The E3 Sedan was in production from 1968 – 1978, with a total of around 190,000 cars were produced. Of these, 71,804 were of the US-only "Bavaria" model.

The Bavaria

In the US market, the 2500 and 2800 were introduced in 1969. The 2500 was shy of many of the luxury features included in the 2800, and with the smaller engine, it sold for about $5600 in 1970. The 2800 sedan was heavily optioned with such things as full leather interior, power windows, and power sunroof, which its price of $6,874 reflected. For the 1971 model year Max Hoffman, the BMW importer for the USA, convinced BMW AG to build the 2500 configuration car but use the 2800 engine - i.e. the classic "American Power Formula” of taking the lower option, lighter weight chassis and fitting the largest engine. This new E3 configuration was called the "Bavaria" and was unique to the US market. Priced at about US$5,000, considerably less than the $6,874 of its full-featured predecessor the 2800, the 1971 2500 and 2800 were soon replaced by the new Bavaria.

The Bavaria is generally considered the forebear of the modern BMW high-performance sedan as it combined excellent acceleration, good fuel economy, plenty of room for four people and a large trunk. The majority of them were sold with a four-speed manual transmission, reflecting the sporting nature of the sedan. For the 1972 model year, the 2500 was dropped while the M30 engine size in the Bavaria was increased to 3.0 litres. The former 2800 was now called the 3.0 S reflecting the 3.0 liter engine. These two models, the 3.0 S and the Bavaria, made up the North American E3 sedan line-up for 1972 through 1974. However, in 1974 the E3 received the ungainly, federally mandated 5 mph (8.0 km/h) bumpers front and rear significantly altering its profile.

Fuel Injection

In 1975 BMW introduced fuel injection to the US market for the big-six M30 motor replacing the twin two-barrel Zenith carburettors used on the M30 motor since its inception. The Bavaria was dropped from the line-up, and the 3.0Si was now the highest end of the BMW model range (the "i" added to the 3.0S to designate fuel injection). The bargain end of the 6-cylinder sedan range was now the newly introduced E12 530i. The fully optioned 3.0Si was sold during the 1975 and 1976 model years.

BMW 3.0S

In a year dominated by the launch of the wonderful HQ Holden, our Bavarian friends launched what was, at the time, almost unquestionably the greatest 4 door sedan the world had ever known. The 3.OS was a development of the 2800 sedan which it replaced in Australia. The cheaper and less powerful 2500 was continued and incorporated the minor styling and trim changes made on the 3.OS.

The Silky Smooth 3.0 Litre Straight Six

BMW first went to a 3-litre engine in the CS Coupe but inevitably the big sedan was destined to get the extra capacity. The increase was achieved by boring out the engine from 86 to 89 mm, this took it from 2788 to 2985 cc. Power went from 192 (SAE) bhp at 6000 rpm to 200 bhp and torque from 173.6 ft/lb at 3700 rpm to 188 ft/lb. That didn’t sound like much of an improvement even by the standards of the early 1970s, but BMW owners know that Bavarian horses are more genuine than most and small incremental increases did add up to a much bigger difference on the road.

To back this up there were new ventilated, four-wheel disc brakes and power steering and a heated rear window were now standard along with headrests for all four seats. The six cylinder models - both 3.OS and 2500 - were surprisingly easy to recognise. Extra bright metal around the windscreen and on the body, vertical extractor vents on the C-pillar and, on the 3.OS, a matt black grille and headlight surrounds gave both a longer, lower look and managed to make them seem more expensive and more tasteful at the same time. Inside there was much greater use of the traditional "real" tree wood. It was on the doors, gear knob, dashboard and steering wheel.

BMW engineers softened the suspension to quieten the ride – which was already pretty damn quiet. All these changes were discreet rather than revolutionary but they nevertheless took the 3.OS to an undisputed lead in the top sedan stakes. The 3.OS had slightly lower second and third gear ratios than the manual box fitted to the 2800 and the engine featured an ignition cut-out which restricted revs to 6200 rpm although some owners claimed it to be a little higher than that in reality. The improved performance wasn't really noticeable down low, although there was more torque, but in the upper reaches the 3.OS would surge forward in a manner which made a mockery of the relatively small 3-litre capacity. A sports car from the early 1970s wouldn't be disgraced with a standing quarter mile time of 16.2 seconds and the ability to reach 60 in under nine seconds and the ton in under 24 seconds.

Away from rest the BMW would squat its tail on the road, spin its wheels for the first few yards and then it was pure forward movement with the driver slicing the gear-lever through its positive gate as fast as their hand could move and without the synchromesh baulking or being beaten. The ratios were perfectly matched for the engine's power characteristics with first running to 35 mph at the redline of 6200 and second 60 mph and third 94 mph. There was sufficient torque down low to allow the car to pull away from even 20 mph in top gear - it would go lower but transmission snatch discouraged the practice - but the manual gearbox encouraged far more gear-changes than were necessary.

At the top end the 3.OS reached 5700 rpm which was close enough to 125 mph and such were the in-built reserves of roadholding, braking, engine power and quietness the Beemer had have no trouble maintaining two miles a minute – however there were few Australian roads then and now that were good enough. The 3 litre engine seemed quieter high in the rev range compared to the 2800 but in every other respect it is indistinguishable - totally without temperament, supremely smooth right through from idle to the redline and still surprisingly economical considering the performance.

The BMW E3 On The Road

Owners and road testers were reporting figures around 20 mpg in a mix of country and city driving, and with some serious flogging that figure would only rise to around 22 mpg. Even so, with a petrol tank of 16.5 gallons including a reserve of 1.65 gallons, this gave a touring range of just over 200 which was hardly sufficient in the BMW which was capable of putting away so many miles into each hour. Like all great cars the BMW flattered the driver with a balanced, incredibly stable feeling that came from magnificent brakes and incredible roadholding ability.

Making An Average Driver Look Good

Just like the BMW 2800, the 3.OS reinforced the feeling that this car combined the taut, precise feel of a solid sedan with the manoeuvrability and almost the agility of the then-best small sports cars. Of course it wasn't as quick around corners as a Lotus Elan but no other sedan of its ilk could be driven around corners as fast. Away from the long straights, which it covered in great strides, the 3.OS enjoyed tackling a twisty section, certainly any driver who claimed to love motoring would have got hours of pleasure driving the BMW. On normal or rough roads it was very predictable it just went around corners. Nothing more, nothing less. It just went around. It made an average driver look very good.

There was mild understeer to make the car inherently stable and it was only when the car was approaching its astonishingly high limits, and when the driver was trying very hard, that the understeer turned to a delightfully controllable oversteer under power. Lifting the throttle had the same effect - the tail moved out but a touch of correction and the car maintained the desired line. All this happened at speeds far beyond what you could expect from a five-seater luxury sedan. And when using all the available acceleration up through the gears it emitted a marvellous exhaust note that seemed to say efficiency – it is a chorus that BMW aficionados have come to enjoy over the following decades. At the same time when cruising ton-up with all the windows closed it left the engine noise behind and settled down to a quiet hum.

Road Safety 1970s Style

When driving fast there was always the knowledge that the huge vented discs were just a few pounds pressure away. Fade was almost non-existent and could not be induced even if you tried repeated hard stops from high speeds. The reassuring feel they provided was what true safety, 1970s style, was all about. They never locked up a wheel and stopping distances were almost absurdly short. The power steering was light but retained some resistance and feel. It was low geared and this was accentuated by the huge steering wheel (something common to German cars from this period) but the turning circle was very tight at only 32 feet and for most practical purposes the wheel required only small movements.

Softening the suspension improved the ride although body roll was increased slightly and the driver had an initial impression that the car tended to wallow around corners and at high speed. However this was an impression only, and the truth was that the Beemer afforded utterly brilliant handling and roadholding. That ride carried through to the seats which had been reshaped for greater thigh support. They were very comfortable and offered greater lateral support with curved edges on the squabs. There was generous adjustment fore and aft and the headrests were sensibly shaped and could be used for additional support on a long trip. The rear seats were just as comfortable with lots of leg and knee room and there was sufficient width for three adults.

Visibility through the large glass areas was outstanding and together with the light steering made parking easy. However the bonnet was so short it didnt have the ego boosting expanses of sheet metal which did so much for the driving appeal of a Mercedes-Benz. That was essentially the difference between the two. The Mercedes was a marvellous, prestige touring car for middle-aged gentlemen, the BMW was at least as comfortable and luxurious but it was for driving enthusiasts less concerned with badge kudos.

The layout and design of the interior confirmed this sporty image. The big steering wheel had a wood rim and the superbly lit instruments - limited to a speedometer, tacho and petrol and water temperature gauges - were white on black for easy read-out. All other information was provided by a row of multi-coloured warning lights. Two steering column stalks controlled the wipers and washers and the turn indicators and headlight flasher. The other minor controls were within easy reach on the dashboard.

The pedals were angled to the right to provide more room for the driver's left leg but even so their feet could become caught under the clutch pedal. Another complaint from some test drivers and owners alike was the angle of the accelerator pedal being too vertical, something that really only became bothersome on long trips. Not so much when the pedal was further depressed for when you were doing autobahn speeds, but here on crappy Australian roads with restrictive top speeds it did become an issue.

The heating was excellent for front seat passengers, not so good for those in the rear and ventilation wasn't quite adequate for Aussie summers. The finish was, as you would expect from BMW, outstanding, and befitted a car with a A$10,000 price tag – and that price did not include the Golde sunroof, which was an extra cost option. The problem with early models fitted with the sunroof was that it lacked a wind deflector on the forward edge and caused the body to develop unbearable drumming at anything above 40 mph. BMW wisely added a deflector on the later models.