The M30 EngineDespite being the functional equivalent of the small-block Chevy engine for BMW, the M30 has a few idiosyncrasies with which buyers should be familiar. There's a weak spot or two, but neglect is usually required to bring them out.
Early (1977-80) M30s suffered from a horrible EGR system that created excessive heat and warped cylinder heads. There was a classaction lawsuit, and BMW replaced most of the heads with an updated design that did not warp. The better solution was to remove the offending EGR system and replace the U.S.smog exhaust manifolds with free-flowing European exhaust manifolds. however, when the government of California lost its mind years later, and other states followed, sometimes the EGR system had to be refitted for smog testing.
Up to 1985, the M30 was a bit underpowered, due again to U.S. emission controls and low compression. Things got better in 1985, and from then on a Conforti chip really awakens this engine.
In 1989, the E34 5 Series finally received the 208-bhp European version of the M30 engine.
The M30 engine is very durable if well maintained.The problem is, most aren't.Valves must be adjusted approximately every 15,000 to 20,000 miles, and at the same time cam oiler bar torque should be checked unless the cam oiler bar banjo bolts were replaced with the new thread-locking style (pn 11 42 1 738 621, 2 required, 4 pn 11 42 1 252 343 washers also required). Coolant needs to be changed at something approximating a two-year interval, and phosphatefree original BMW antifreeze is highly recommended. Given these procedures, high-quality motor oil in the proper viscosity (20W-50 summer, 10W-40 winter, generally speaking) and changed at intervals appropriate to the product, the M30 can last hundreds of thousands of miles without the need for a teardown.
Failure to adjust valves and a loose cam oiler bar results in a worn camshaft. Failure to change coolant and use the right
E24 SuccessorsUnderachiever 8 Series and New 645CiThe E31 8 Series succeeded the E24 6 Series, arriving in the U.S. in 1991 and departing in 1997. With a V12 engine, a six-speed manual gearbox and an absolutely gorgeous design the likes of which we are unlikely to see from BMW ever again, the 8 Series stood poised to turn the Bimmer world on its ear. But, that didn't happen.
In the flesh, the 8 Series was a capable grand touring coupe with acceptable performance numbers in all iterations save the superlative 850Csi with its BMW Motorsport engine and suspension. But capable and acceptable are not enough when combined with stratospheric pricing and when following the E24's act. Financially, the 8 Series was a flop. The ho-hum performance numbers were largely the result of the E31's portly weight. BMW insisted that the new car be a showcase of wowie-neato technology, cramming black boxes in every conceivable unused space. In a nutshell, according to sources within BMW, the 8 Series didn't meet sales expectations because there was no convertible version. According to 6 Series owners, they didn't buy it because it was too expensive and their old car was faster, quicker and handled better.
On the bright side, E31 prices stabilized and are starting to fall. The cars respond dramatically to the tried and true BMW performance modifications-chips, exhaust, springs, shocks, wheels and tires, curing all ills. Best of all, the electronics are not nearly as troublesome as you might think. On the other, dim side, most 8 Series cars have automatic transmissions, and those transmissions break to the tune of $5,000 a whack.
By the time you read this, the elite automotive press will be deep in the throes of examining the new BMW 6 Series coupe, which debuted at the September 2003 Frankfurt Auto Show. Dubbed the E63, not a two-door 7 Series as originally feared, and not Bangle-ized quite as much as the limousines above it, the new coupe still promises to be a technological powerhouse in the manner of all new Bimmers.
BMW characterizes the E63 as the rebirth of an icon, referencing the E24 but not the E31 in its 645Ci press information released the day of this writing. Will the sins of the E31 be revisited, or was the world just not ready for that much why-tech? Time will tell, but for BMW coupe fans who either dismiss or embrace the eccentricities of particular times or particular BMW models, every new Bimmer is a good one!