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This was a great achievement in selling cars designed for no speed limits, in countries where national speed limits do exist. Zero to sixt y was a bit over 6 seco nds with top speed a bit over mph more with the M-Technic body kit , most unusual results for the period. The Iso Isetta was a successful Italian microcar, resembling a bubble or egg, and as with the earlier Austin Seven, BMW decided to enter the microcar business by building the Isetta under license. On the auto shifter surround , the Switchable auto had a 3-position dial.
Product Description. The 3. No need to look down at dashboard from time to time. It owns all parameters you need while driving. Over-speed warning, Engine Coolant Temperature warning, speed warning, Engine running voltage warning, supports self-definition warning.
Support unit switch, imperial unit and metric unit, or switch a single parameter unit separately, such as KM Mile, Fahrenheit to Celsius 8. Fast data update rate, low latency and fast response to real time information. Automatically turn off shut down when the voltage is lower than the engine off voltage, no need to unplug it from OBDII port. Automatic switching of brightness during day and night.
Supports multilingual language interface. The high resolution colorful LCD screen, can display the real-time parameters of your car to improve driving safety and not to bow your head. Alarm Set: It can be set to exceed a certain set value. The product will beep twice and the font will flash red to remind. Diversified display of automobile parameters function, supports real-time display of 95 pieces of data, including Fuel Level, Engine Load Value, Fuel Consumption 8.
Support OBD2 full protocol, including J dual protocol 9. Support unit switch, imperial unit and metric unit, or switch a parameter unit separately, such as KM Mile Fast data update rate, low latency and fast response After sleep, low power consumption does not need to be unplugged Support upgrade and update.
Automatically switch between day and night brightness. Even though it compatible with almost all cars, but different regions support the vehicle OBD2 protocol at different times, or some car is special designed, so it may not compatible with some cars which do not support OBD2 protocol.
Especially Japanese and Korean car brand at Please Leave us message in below format, we will reply you within 8 hours. Install and Settings. Enter the main interface after power on 2. Long press ESC for 3 seconds to enter to the function interface, then test and set according to needs. Short press the ESC button to return to dashboard interface. Short press "A" or "V" will flash on the menu.
When the function data is flashing , short press the OK button. When the function data is flashing, long press the OK button for 3 seconds. Support Protocols:. Support full obd2 protocols, include J 1. Bimmer fans had two alternatives to a Seville: drive away in a stock standard 3.
BMW had garnered a good reputation amongst small sports sedan fans with the , and some celebrities drove BMWs too. Some U. In deference to the lack of brand recognition in the U. This 4-speed manual spo rts sedan h ad the new 3liter M30 ecomotor. For BMW was forced to revise its emissions strategy for the U. Matters had moved on from the MY, when the e3 made its U. By having one hemisphere around th e intake, exhaust valves and spark plug, the engineers created a thorough burn swirl action.
The initial 2. The upside was that the 3-liter could now use leaded regular; previously the 2. Premium 99 octane gas, muscle cars and their premium fuel motors were becoming as extinct as the dodo. One had to be a maverick to meet emissions dictates without a cataly tic converter.
Apart from being restrictive, it made the engine hard to tune so that it could pass smog tests and ensure survival of the cat. Short-lived cats also tied the owner to a strict diet of unleaded, lest the cat should get poisoned by lead! Many gas stations used to like displaying a low-leaded regular price, only for the motorist to arrive and discover th at the unleaded price was exo rbitant. Emissions and drivabilit y were licked on leaded regular. This was combined with established tricks like exhaust gas recirculation EGR and an air pump.
EGR channeled exhaust gases back into the intake side. The air pump, a. BMW could be proud of th e result. In a net po wer rating of bhp SAE at 5, rpm was nothing to be sniffed at. The base-engined Corvette had bhp, and as a 4-speed car it was slo wer than the BMW i 4-speed, in spite of a 2. However, the i did have electronic-tuned port fuel injection years before Detroit.
The Bavarians also had a decided advantage over Daimler-Benz. I n contrast, the U. The European spec had bhp, claimed top speed of kph and 0— kph in 9. At a time wh en European power outputs were getting lost in translation, the i was delivering authentic BMW to U. As w ith the Bavaria 3. However, the life of a car lover is never an easy o ne.
No car is perfect, and even the i had its faults. Lift the hood on a i and a bewildering array of fuel injectio n and sm og gear plumbing gr eet the eye. The thermal reactor route involved retarded ignition timing, especially so for Californian is, which worked against crisp engine response.
An auto o xymoron, the i was a gasguzzling compact. The reactors were doing th eir job, glowing in the dark of night, but their close proximity to the aluminum cylinder head precipitated cracking of same. BMW decided, eventually, that it was w ise to keep U. If an owner experienced cylinder head cracking, even if it was outside the normal warranty period, he was entitled to a new head at no charge.
BMW had completely dumped thermal reactors by the MY, so the cracked head problem ceased to be an issue anyway. Insurance companies wishing to avoid payouts for low-speed fender benders pressured the U. As Consumers Union observed, the stricter law was to protect th e car, not its occupan ts! Side markers had been mandatory on cars sold in the U. Interestingly, Porsche and Volvo chose to sh are their 5 mph bumpers with the whole world. They did look decidedly chunky on the Volvo. The Swedes also thought th e seat belt warning lamp and buzz er were worth including for all world markets.
Weight-saving measures dropped th e curb weight to 3, lbs. Emissions and service ease saw the i switch to Bosch K-Jetronic and the 3. The latest injected 2-liter was a new version of the M10, designed for lower octane gas and to be used in the e21 i. The K in K-jet stood for Konstant or continuous mechanical injection. Emissions-aware K-jet was part of a reworked lower CR I4, down to 9.
Similarly the 3. The upside was th at K and L-jet wer e easier to deal with, and less prone to ECU-fooling vacuum leaks which affected the intake manifold vacuum pressure sensing D-jet. This modern unit used clutches rather than old-fashioned brake bands, which were known to stretch with age.
The 3HP22 was lighter, more compact and featured a Simpson planetary gearset. BMW would use this autobox on all its cars from to The 6 series tried out th e new box in ; the 5 series waited un til Previously the 5 series used dif ferent autos depending o n engine siz e.
This item came with automatic choke, and the 1. Horsepower stayed constant, torque suffered a bit, but claimed performance was unaffected. As usual the 1. The latest mini—M erc had st yling to match th e W S class, a new-look dashboar d and various mechanical amendments. As star ted by the BMW Turbo gullw ing sports car , the latest B immers had raised kidney grilles, taper ed into the nose and integrated into a narrow raised hood power band.
The e12s also took on the e23 7 series style rear lamps. The rear lamps were now larger and more visible compared to early e12s. Inside BMW gave the e12 adjustable dash vents, two at the center and one each at the outer ends. The e12 dash molding was also slightly alter ed so that the part with the 3 rotary HVAC controls came further forward. The main rotary temp dial now had a red segment and a blue segmen t.
The car stereo was repositioned in a m ore user-friendly place just under th e HVAC controls. The other main change for concerned the introduction of the Solex 4A1 carb. The Solex 4A1 was now used o n the and Horsepower rose to and bhp r espectively, and drivabilit y was also improved.
The revised hubcap design was sho rt-lived, as were the —78 black plaque m ounted trunklid m odel i. This practice also involved th e top versio n being manual only, w ith a lo wer tuned carb varian t acting as a special auto matic model. Thus, for the 3. The order was confused in —77, when the M30 big six-powered and arrived as range toppers.
Now BMW anointed the 2. The i h ad a claimed top speed of mph and upgrades to keep its bhp in 2. The and were also upgraded to inch front disks for , but their front rotors were solid. The L in L-jet stood for Luft, which means air. The electronic injection used a vanemeter, which operated on the amount of air aspirated. The vanemeter was a bo x w ith a m oving door.
The more power required, the more air was needed to go w ith the extra fuel. The vanemeter doo r would open w ider to admit greater amounts of air. The positio n of th e vanemeter doo r was r elayed v ia a poten tiometer to th e engine management computer in the glove box , which worked out how long to leave the injectors open. Now, according to th e words of a BMW e2 1 ad, even in th e economical 2-liter class one could take the farsighted step up to six cylinders. The e21 3 series was larger and h eavier than the 02 family it r eplaced.
The injected 2. It was a bhp straight six w ith cast-iron block, aluminum SOHC h ead, and a new development for modern Bimmers, a toothed rubber belt for the camshaft. In the 3 and 5 series th e 2-liter M60 soon gained a reputation for being the smoothest six in the world. Unfortunately the early small sixes also had a reputation for cracked heads. A well-cared-for engine would need a new h ead at the , mile mark.
BMW released a revised design wh en introducing a 2. The baby six needs regular inspection of the cooling system, and regular coolant changes.
The rubber cambelt must be replaced every 30, miles; if it snaps, your motor will come to a dead standstill. E12s from the MY also had new chrome side mirrors mounted in the corner of the window, rather than on the door as pr eviously.
The M60 baby six lacked the torque of the old M No more contact breaker points subject to wear and tear. The steering column of MY e12s received the nicer-feeling , chunky column stalk s found o n the e23 7 series. The lamp in the instrument binnacle that used to cover lo w gas tank level no w did brake pad wear. The chrome could glint distractingly if caught by the sun at a certain angle. It was also a good time to in troduce a new version of the e12 for North America.
BMW got to wo rk on a r eplacement for the i. It was the end of the road for thermal reactors. Better apparatus was at hand with the 3-way catalytic converter and Bosch Lambda sond oxygen sensor used by Saab and Volvo. The 3-way cat could control carbon monoxide, hydrocarbons and nitrogen oxide. Even with the displacement drop the i turned in a 0—60 mph time of 8.
The i was th e quickest-model BMW sold in America at the time. In the wake of the gas crunch of , BMW made overdrive 5-speeders available on all e12s from the up. It was also possible to choose a close ratio 5-speed, but not on the U. The Euro heavy duty suspension option was also unavailable, but one could specify a limited slip differential.
Most thinking with the U. In such oil-conscious times BMW put the e12 on a diet, trimming weight wherever it could: less sound insulation, thinner glass and sheet metal in places, different radiator hoses.
It was a modern upgrade at th e time, but 2. It is a company specializing in improvements for a cer tain make , or makes, of auto mobile.
Tuners dealing with BMWs service a niche demand within a niche, and one of the oldest and best known is Alpina. Burkhard Bovensiepen was a trailblaz er with his B avarian Buchloe concern when he created a hop-up kit for the BMW in BMW owners loved the hop-up kit, since it gave them the go of the latest BMW w ithout having to trade in. Right fro m the star t, if o ne owned an e 12, Alpina h ad something to upgrade it.
Alpina even h ad a special versio n of th e i injectio n motor yielding bhp. It had 10 to one CR and produced 0— kph in 8.
This was engine tuning similar to th e horse i fro m the house of R eppekus. The B2 was a triple carb M30 I6 th at made bhp. The B6 engine made bhp and became closely associated with the e21 3 series.
Even with the B6 the improvement on a normal was appreciable, The Alpina B6 did 0 — kph in 7. The e12 5 Series Motorsport Creations and Tuner Versions 45 In the ebased mph Alpina B7 sedan became th e fastest 4-door production car in the world These were not BMWs, they were Alpinas, complete haute couture creations sold as unique variants in their own right.
One could select th e Alpina B6, a 2. The naturally aspirated B8 was the Alpina e12 often seen in right-hand-drive markets, where it was often called th e Alpina i. A much spicier Alpina offering was available in West Germany and on the Continent, namely the B7 sedan and coupe. Why were these cars for Europe alone? The reason was turbocharging. The Alpina B7 was based on the e12; the B7 coupe used the e24 platform.
Fritz Indra felt a blown six was the sensible solution. To achieve th e target , Alpina used a KKK K27 turbo blo wing as h ard as 12 psi, at which point a bypass valve stepped in.
There may h ave been no black bo x w ith the injection, but th ere was w ith the ignition. This was cr ucial for reliability and po wer. In spite of an intercooler, there would be times when the turbo 3-liter would be making under bhp. Turbo motors already have to deal w ith hot exhaust gases, and o n a warm day so metimes not even an in tercooler is enough. I n th ese cases th e H artig ignitio n system optimally retarded ignition timing.
This was placed on the transmission tunnel; turn it in the right direction, stir the close ratio 5-speeder and your destiny would be mph. Thus, the e12 B7 was the fastest 4-door sedan in the world. Alpina also claimed 0— mph in The brand-new B7 cars th e company produced suited its scale of business, and th ere was always the next step.
The new version used slightly higher boost, No, any car with a tall 2. However, if Alpina was th e way to th e futur e, th e GS T uning was an example of traditio nal tuning. No black bo xes, just black tir e lines left behind as th e driver dropped th e clutch during a smoking start.
Modern Motor magazine recorded 0— kph in 6. The model started in and used a BMW as a base w ith e3 3. BMW also supplied vehicles to the police and ambulance medical ser vices. An engine oil cooler and degree sports cam were also present. At a time when the e12 was sold with solid front and rear disks, the GS Tuning was improved with the 4 wheel vented rotors of the 3. The 3. The GS Tuning sho wed the way things wer e; the smog-controlled U. In this formal, ordered market, there was no room for free 3.
The bhp I4 was last inserted in s before the summer of Almost all the U. IPD of Oregon and Volvo springs to mind. West Coast Alpina agent. And those Alpina seats were rather snug. Even though th e crime never actually occurr ed, the writing was o n the wall and th e 3. These went w ith shorter, stiffer springs and thicker adjustable sway bars, 26 mm front and 19 mm rear.
However, the car was certainly faster, 5 mph faster. With a top speed of mph and 0—60 mph in 7. The interior had somewhat more space and comfort thanks to large Scheel front buckets.
There would be a positive spinof f for sales if this branch of BMW was involved with road cars. Motorsport oversaw the development of the BMW 3. Motorsport was also involved with the BMW Turbo, with Adolf Fischer responsible for test assembling the bhp engine. The CSL was do ne by Karman n, and th e blown o n the regular assembly line , but Motorsport did build e 12s. For special patro ns they were willing to build custo m 5 series cars.
There was lots to choose fro m: Scheel bucket seats the 3. Two co mmon choices wer e th e bhp 3-liter dual carb using Z enith carbur etion from the 3.
His choice was an e 12 w ith a 3. When a U. Two racing 5 series cars wer e built , in st yle and substance 4-doo r CSL equivalents. The M sedan racers triumph ed on the track. In the period from the middle of to the two-car team achieved a run of 15 consecutive victories! To allow the racers to co mpete, BMW South Africa offered road cars to th e public in ; it was a homologation special.
Although these roadgoing Ms were assembled by BMW South Africa, they were the very car Motorsport had been making for special patrons at home, with one exception: they were right-hand drive! The M had the Motorsport front and rear spoilers designed for the e Measures were taken to reduce weight. Aluminum and thin steel body panels were used; the trunk lid support hinges and footwell pedals were drilled.
There was a special cutout in the trunk to place the battery in the interests of better weight distribution. Even the rear bench seat adh ered to a weight-sav ing foam base. In the cockpit one was greeted by a pair of blue cloth Sch eel buckets, w ith the driver stirring a close ratio 5-speeder , the usual Getrag dogleg box found in 5 and 6 series cars. The 5-speed interfaced with a tuned version of the e3 3.
Power was bhp at 6, rpm , w ith lbs. Ms were supplied in white , silver, light blue or dark gray, with Motorsport decals and a standard LSD. Using the series 2 e 12 body —81 , this Mi h ad the familiar e 12 Motorsport upgrades done since Seat choices were ASS or Recaros on this small run of to cars. The German environmental movement was quite a force, and examples of conspicuous co nsumption wer e fro wned upo n. Thus, M otorsport deliver ed th eir i sans badging in and The e12 was reaching the end of its currency, and something was needed to maintain buyer interest until the new F ive could arrive.
In addition, BMW was just star ting to exploit th e marketing power of the Motorsport entity. So it was that BMW revealed the e12 Mi at the Frankfurt autoshow, and in the wake of the second gas crunch, no less!
Production of the left-hand drive Mi started in April , but BMW was displaying the car earlier. The new 3. The early nature of this depicted car was shown by the presence of —79 chrome side mirrors, rather than the large black plastic equivalents found on later Mis. It actually states 3. Motorsport GmbH ended up cr eating 1, e12 Mi sedans. Power for the Mi came from the early big-bore, short-stroke 3. This 3, cc engine had 9. All three cars were provided with an engine oil cooler as standard equipment.
Motorsport also made right-hand drive Mi cars for the UK market. Autocar magazine tested an Mi and found it could do 0 —60 mph in 7. A special chrome front grille badge was done for the Mi, as per all I6 e 12s during —81, which read i.
It was also possible to o rder a new Mi w ithout fro nt and r ear spoilers, o r w ith th e spoilers, but no badging, or with or without striping. The Mi also used the same brakes as the Euro i, except that the front disks were 3 mm thicker. The close ratio 5-speed and the extra power and torque of the 3. The CSi had the same engine, CR gearbox and 3.
A repair kit was r eleased for the Mi to co rrect the problem. The Mi was to be h andled w ith care on the limit , lest th e rear end should suddenly let go! M ore power can sometimes mean more trouble. The chassis was upgraded with after-market springs and shocks and wide inch Hartge rims with Yokohama tires. The e12 needs an experienced driver , one that can judiciously jab the throttle to balance out the nose heaviness of this generation of Bimmers, yet feather the gas pedal to drive around the limit when necessary.
Only skilled pilots need enquir e w ithin. I f said pilots r emembered to bring ear plugs, th ey would cer tainly come in handy. At mph, an e12 Mi was a loud place to be. Still, it was some consolation that one bid farewell to a Corvette L82 4-speed at mph; one would be deaf , but victorious. South Africa is a nation that takes victory in sport seriously, but it is also a place of low-gasoline octane and high altitude , so the people like to rque.
No surprise then that this right-hand-drive market should get the Mi. It was a m ost stealthy vehicle , and one attuned to th e low-octane gas of th e country.
The Bavarians thought th at after 9 years th eir shoebox sedan could use a shine. The Munich men were still happy with the box; a box was still a safe place to be and a quiet place fo r deep thinking. Pennies were counted while the Munich moguls pondered th e futur e. O pen th e fro nt doo rs o n an e28 and w itness th e same raised circular monocoque pressing about the B pillar base.
Right out of th e box, as it wer e, the e28 became an ETCC champ. Rulebook changes had ushered in the new Group A era in the European Touring Car Championship, and with it the appearance of cars closer to the machinery one could actually buy. It was the usual success for BMW in racing, following in the winning tire tracks of the 3.
The e28 was about things away from the track, just exactly where one has to be to get mainstream sales. To be a winner a company had to be on the cutting edge. These were the years when BMW became positively associated with high tech, and much of the electronic wizardry and driver aids were introduced on the e The latter was ver y important in E urope.
The world had gone through a seco nd oil shock in and gasoline gluttony was no longer rewarded. D aimler-Benz h ad done much th e same w ith th eir W to W S class transition. MPGs mattered to the Bavarians, especially since, unlike their Stutt60 4. BMW was ready to go beyond mere overdrive boxes and pain ting e12 tachs w ith gr een and r ed segments.
In keeping w ith recent BMW success, th e e28 was a sales smash hit fro m the star t. Buyers knew the new one was coming and had put off their 5 series purchases until the e28 arrived. BMW was o n the march to of fer fuel injectio n across th e board, starting said policy with the revised i—i. The littlest F ive soldiered on w ith the rugged 1.
CR had risen to 9. The model weighed 1, kilos courtesy Stephan Becker. I n GP qualifying trim th e turbo four , using up to 2.
The earlier Ms wer e built fro m manual CKD base cars, w ith many co nverted to full touring car race spec b y privateers.
Such were the joys of turbo F 1 life once refueling was banned at the end of the racing season. Such racing success seemed to imbue th e e28 5 18 with extra v igor. At mph and with a 0—62 mph time of 14 seconds, it was 2 mph faster and 0. Not the kind of pace th at gets the heart racing, but it was th e thought that counted. The was o nce again manual o nly, with a choice of 4-speed o r optional 5-speed over drive. However, the could be optioned up with leather and sports suspension!
This Bosch L-jet injected varian t used th e same engine introduced by the e30 i in The e28 i star ted with Bosch K-jet and bhp, just like the — 77 i I4, but th e e28 i h ad an intake manifold just like the i. Even though the i now had a CR of 9. Steps were taken to improve th e i, for there was a switch from Bosch K-jet to electronic Bosch L-jet.
The e21 i style intake manifold was ditched because that car was out of production. Longer and narrower intake manifold pipes, plus altered cam timing, tried to eke out extra lo w-speed to rque; po wer output stayed at ho rses. Take the foot off the gas pedal and fuel to the motor was shut off until 1, rpm was reached. Why waste gas when coasting downhill? The i gained an extra 4 horses going into the MY, and yet this was a model that always majored in smoothness.
However, dreams of true Bimmer performance still lay with the Mpowered cars. The carb e 12 h ad CR, but th e new i boasted high er 9. Even the new e28 i still had just a 9.
The end of e 12 Mi productio n implied th at range-topper status no w fell to th e i, which had two standard fog lamps at the front and rear. Previously only one rear fog lamp was pr esent. The i was also th e only initial e28 to get a standar d 5-speed stick shift. As per the e12 it was an overdrive box with 0. Top speed was 1 mph up at mph, with 0—62 mph 0.
However, better aer o did impr ove steady speed cruising gas mileage with the new i on On the one hand BMW knew it had to improve its aero status quo, and th ey wanted the public to know they had done good work on the e However, at the same time BMW tried to downplay the importance of a low drag shape.
Out of 3 e12 replacement proposals, Munich management okayed the most conservative one. Even though rivals were cooking up ultramodern fare, BMW felt it was better to spend the money on oth er aspects, since cost and m odel cy cle co nstraints wer e key facto rs.
A total body makeover would be pricey, and would have to be applied to all m odel lines to keep things in synch. Such action was for a later date. The e28 was a detailed reworking of the e12 shell to cut drag. Apart from the need to move through the air more easily, the changes were directed at improving high-speed handling and reducing wind noise. The idea was to reduce lift at the front and increase downforce at the rear.
The leading edge of th e hood was carried slightly forward and downwards and the kidney grille, whilst still tapered into the hood, was now a bit squatter. This was the last new Bimmer brought out with a reverse slope shark grille. More noticeable were th e ch anges at th e back. Aero achievemen ts are all about th e little things.
H owever, even in fuel-economy-conscious Europe, most folks tossed out the covers in favor of the optio nal allo ys. Wh at good is a Bimmer w ithout some pizzazz? This was nadas and O pel S enators. B lockish though the e28 may still have seemed, not a gimmick courtesy Gary Langton. However, the winds of change were blowing a gale in auto design.
The Ford Sierra and Audi were two new E uropean cars th at took th e drag factor down to a 0. In Audi ran a comparison print ad featuring the Audi 2. Both cars had bhp, but the i was 10 mph slower than the mph Audi Audi highlighted th e difference by sho wing their car in th e foreground Audi said a lo w drag facto r allo wed th eir to get closest to achiev ing perpetual motion.
Th e Munich men had a growing test center outside Munich, with a new full-siz e wind tunnel that was ready in , but not soon enough for the e Cyr wind tunnel in Paris. In some ways BMW was even getting nostalgic over its past. The e28 was brought into line with the e23 7 series in terms of larger outboard low-beam headlights, and a body-colo red stale air extractio n slat fo r the rear C pillar.
Passersby and fello w road users may h ave thought a well-kept BMW Bavaria was at h and. The only chrome cut from e12 days was that on the central B pillar. This area was now blacked out , as o n the 6 series, 7 series and soo n-to-be-revealed second-generation e30 3 series. Family r esemblance is impo rtant, r esale value is key , fo r all this and m ore keeping things stable can be a good thing. Chrome on the bumpers, window surrounds and hubcaps made the e28 a chariot of bling, years before there ever was such a thing.
Other brands may have offered good cars, but badge magnetism meant buyers in this class were only ever going to choose between a Bimmer or a Merc. Here we spen t money on a lot of technical improvements and you say we should h ave spent more on cosmetics! Once more U. The side markers were no longer mounted on the fender sheet metal; they were now discreet little squares integrated into the sides of the plastic bumper.
As a sign of th e times, E uropean EEC law caused th e E uro spec e28s to get side marker lights of th eir own: small amber indicato rs on the front fenders behind th e wheel wells.
If the exterior seemed all too familiar , then the interior brought gr eater cheer with fresh thinking. Vinyl door tops and chrome strip trim were also absent, replaced by textured plastic that followed the tops of th e doors and met up with the new dash. The new plastic capping also inco rporated the ashtrays on the rear doors. Cars w ith a light sand beige in terior had the lower half of th e dashboard colored to match.
A ver y obv ious change from the e12, located in this ar ea, was th e mechanism for opening th e door from the inside. The older mech anism had become associated w ith cases wh ere occupants had mistakenly tried to open th e doors while the car was on the move! At th e h elm wer e two new steering wh eel designs. This design was new to BMW and would soon be shared with the e30 3 series. Optional was a leather-covered 3-spoke rim of mm diameter. The move was m ost likely done to appease the U.
Blower speed and air temp co ntinued to be set using dials. An ar ea of mar ked impr ovement inv olved th e po wer w indow control buttons, no w placed on the shifter surround. They intuitively suggested which button controlled which window. Daimler-Benz solved the seat snafu via a three-dimensional seat controller. Play with the mini seat and th e actual seat did likew ise BMW claimed th e e28 offered greater interior space than the e The new car may have lost a h alf inch from the wheelbase, but BMW said h eadroom increased by an inch, with 1.
They were now more deeply contoured, more bucket-like. For the adventurous, front sports seats were optional. From the i on up, the e28 had an electronic heater which acted independently of engine rpm or vehicle speed.
There were sensors in the footwell and on the heater itself. The new closer dash vents proved practical. Another featur e o ne r equires o n a lo ng deser t tr ek is cr uise co ntrol. Th e e 12 never offered this as a factory option; the Escort systems found on some cars were dealer-installed. BMW was also moving with the times concerning automatic transmission. This option was available on more Bimmers, and was being m ore fr equently chosen by custo mers.
The fourth gear in this box provided an overdrive ratio to cut rpm and noise, and thus boost fuel economy when cruising. On the auto shifter surround , the Switchable auto had a 3-position dial. Select Sport and the auto kicked down more readily and held a lower gear for longer; choose Economy and the auto lived in the taller gears longer to stretch the MPGs and improve winter traction.
A computer is superimposing its control over the automatic, hence electro-hydraulic. Each auto m ode r epresented a dif ferent co mputer program.
The computer knew which slot th e auto shifter was in , which m ode th e 3-positio n dial was turned to, and whether kickdown had been engaged. The result was a smart auto 4. Autocar magazine tested a i with the Switchable box and discerned appreciable behavior differences between modes. In spite of th e electro nic tricker y th e ZF 4HP22 unit was a co nventional auto ; it h as also proved less durable than the older 3HP22 box. In addition, being an overdrive 4-speeder, there was no accelerative advan tage over th e previous 3-speed.
Low engine oil, coolant level or an emptying windshield washer container, burnt-out brake lights, license plate illuminato rs and lo wbeam headlights: if there was a problem the driver would be informed, actively.
The Check Control panel was a regular on the 6 and 7 series, but w ith its e28 debut the driver got an instrument cluster warning light wh en something was wro ng. O n a subsequen t journey, pressing the test button would see the problem area illuminated on the panel for 5 seconds.
This was a useful dev ice and one that could inform about low oil level even while o n the move. The new e30 3 series had its Check Control panel similarly positioned. The computer tied in w ith an also optional anti-theft alarm system. Punch in a code on the keypad and electrical power was reinstated, allowing the electric fuel pump to come online and permitting the car to start.
The alarm system covered the doors, trunk and hood. These were worthwhile options if o ne did lo ng Autobahn trips, w ith occasions where the car had to be parked in high-risk urban areas, but expensive toys otherwise. So commenced the modern BMW-speak of Service I and Service II inspections, as the indicator system guided the owner between alternate oil changes and inspections with greater prescribed checks.
As more miles accr ued, fewer green lights would appear o n startup, then the yellow lamp would signif y that a ser vice appointment should be made. Procrastinate and the 3 red lights would progressively appear, letting the driver know that the need for service was going critical. The system was rigged up to go yellow if no service had been do ne w ithin a month period. BMW said m ost folk s would go lo nger before needing a service; the prescribed interval up to that time had been 7, km.
However, the device was cleared for U. A fair few owners took exception to the S. The dev ice soon appeared on the e30 3 series too, as well as 4.
This was especially the case once the cars got to 5 o r 6 years of age. Look behind th e dash of an e28 5 series and there was no mechanical speedo drum, but an electronic equivalent and other modern marvels. The S. The trouble occurred when the buffer battery started to lose its ch arge.
As a sensitive electro nic dev ice, th e S. As for the S. On the plus side , many garages, not just BMW dealers, carr y the service tool that resets the S. Indeed, there are retailers that advertise this tool in the back of popular magazines like European Car. It was a sign of th e times that a luxur y car maker was pushing eco nomy. Diesel, variable displacement motors: these were the buzzwords at the start of the s when the world energy picture was looking quite uncertain.
Cadillac put a 6-liter V motor in production. Using state-of-the-art electronics and selective valve-train engagement, this engine spent some of its time in V6 and V4 m ode to save gas. Unfortunately it spent too much time in V8 mode, was complex, and had reliability issues that saw it replaced by a new aluminum 4. It was a gas-mileage-improv ing strateg y th at co mbined establish ed ideas w ith modern engine managemen t to cr eate a balance of per formance and eco nomy never seen before in a gasoline power plant.
Eta Means Economy It all started out of necessity in Detroit. The two r easons wer e lo wer frictional and pumping losses. High r evs equal wasted energy, going to wards making th e moving par ts of an in ternal combustion engine m ove against each other. The latter was partly the reason why the variable displacement i produced such good gas mileage. By setting the test car to stay in 3-cylinder mode as much as possible, 4. It produced the best gas savings, and avoided s nail-pace progress, but o ne required the right package to pull it of f.
BMW had the car: it was called the e. BMW bamboozled lots of people wh en they replaced the i w ith the i. What happened to the old car? Was the new model a size down? When BMW re-engined the U. Fast forward to and th e U. The new car actually h ad a 2. The 2. A physically smaller and lighter block th an the usual BMW M30 big six, the Bavarians bored and stroked th e wee six so th at it nearly h ad the displacement of the much-loved i.
With dimensions of The engineers h ad squeezed whatever they could from the block. Compression ratio stood at 9 to one, much better than the U. The low redline was to safeguard the soft, lightweight valve springs, another move to cut frictional losses.
However, the good news was that this eta 2. The standard overdrive 5-speed 0. The best part was that the e felt fast; it was the torque that did it. The e liked to buzz along, and econowunder or not , its I6 engine was h appy to r ev, until it hit th at low redline.
At that point the driver was greeted by an abrupt fuel shutoff and it was game over, but there were sizeable compensations. It may have looked like a grown-up , but the e was a vision of the future. Master its special driving technique, take advantage of that low-end torque, and the economic gains were there.
This was an engine managemen t system umbr ella that incorporated Bosch L-jet , plus electro nic ignition. DME monitored engine rpm, chosen gear ratio, coolant temp and, for U. After considering all of the above, DME continuously retuned the engine, altering fuel mix and engine idle speed and choosing fro m ignition advance angles th at related to 4.
It used a bhp turbocharged I6 engine courtesy Chris Hinkel. Autoboxes like to ch ange up early, unless driven w ith v igor. They tend to make th e motor live in th e lower portion of th e tach. An auto suited eta , and encouraged the gas-mileage-maximizing driving style. Thus, in Europe the eta concept found a home in the auto-only e. Th e r esults wer e impressive, as an auto I6 it was nearly as fr ugal as th e i 5-speed, and m uch swifter in real-world motoring.
The power turned out to be bhp DIN w ith max torque of lbs. This was a quirky car that could do cool things like 1, rpm at 60 mph, unusual for a BMW. However, quirky was for Citroen, not for BMW. Whereas across th e pond the e was th e volume seller , in E urope it tended to be overlooked.
Not like, say, the i, CSi or i. In North America the e was being enjo yed in th e pr esent. BMW 5 series sales doubled in and better things were on the way. Karlheinz Radermacher instituted a 4. Those searching for something extra could chip a e. Swap the stock item w ith a superchip and enjo y the instant plug-and-play po wer trip. AutoThority provided for the e, and B. Brodie Brittain Racing had a Star Chip for the e.
Unfortunately the mods would mean gas mileage would go out the window. BMW effected more modest mods on their e. For the eta 2. While the idea of an oil-burning was once heresy, needs move as the devil drives.
As with eta the basis for BMW diesel would be th eir baby six. Engine man Karlheinz Lange oversaw the creation of a protot ype turbodiesel as early as In construction of a new factory started, as par t of a join t venture between BMW and diesel specialists S teyrDaimler-Puch to build the new turbodiesel.
BMW bought out Steyr in , with engine production starting that year which included the engines of the i and e. The Bavarians reasoned the squarerigged Five needed m ore of a publicit y boost th an the new e30 3 series, so th ey gave th e bhp 2. The new motor used a Garrett T-3 turbo to make max power at 4, rpm w ith boost limited to Maximum torque was lbs.
Others had rushed to convert gasoline engines to diesels in the wake of the fuel crisis, with mixed results. BMW gave their turbodiesel a new cylinder head, swirl-type combustion chamber and Bosch VE mechanical fuel injection.
The td was the fastest diesel sedan in the world. Here was an oil-burner a BMW enthusiast could love, if only it had reached America sooner. There was a time when diesel was king in the U. Daimler-Benz was there in those h appy days; BMW was not.
Steyr got a contract to supply Ford with the new stateof-the-art 2. Ford decided to rely on foreign diesel expertise. This econometer told it like it was, at any given m oment in time. Driving a car with a true gas mileage indicator does change behavior behind the wheel. A changed driving style commensurate with gas saving was the result. Plus, the e28 weight savings helped the new Five get more from every gallon.
The natur e of th e r eductions sho wed a t ypical Teutonic tho roughness. A part fro m obvious changes like thinner panels and glass, weight was pared from the rear semi-trailing arms, which were now seam-welded hollow units. The e28 doors seemed much lighter to the touch compared to the hefty equivalents on early e12s. More noticeable was the new hood.
A sign of how hard BMW was trying to turn their cars into meringues was given by the change in badging. A BMW i trunk lid i. In spite of improvements in the paint process the e28s seem to have a corrosion trouble spot concerning the fresh air ventilation hood grille vent. When inspecting an e28 fo r sale, simply look down through the vent grille of a closed hood; depending on the state of deterioration, rust may be v isible.
Open the hood and inspect th e r ubber seals th at cover th e inside of th e hood and seal it to the bulkhead, since these obscure the rust. Rust in this area has occurred on cars as young as 8—10 years in dry sunny climates, and can blemish what might otherwise be a mint car. It seems that the rubber seal adhesive gives way, allowing water to get trapped and rust out the sheet metal.
A U. The trouble was that for some the suspension was a little too speedy. The grip limit was high, but the propensity to let go was sudden. Thus, BMW set about Naderizing their suspension, commencing with the inclusion of the double pivot front suspension as seen on the e23 7 series.
Mods include pearl beige sport seats, CR 5 speeder, Alpina 16 in B9 rims and custom 6 branch tubular exhaust manifold courtesy Jamie Myles. The e28 would r un straight and brake evenly , even wh en the front wheels encountered two different surfaces. Front disk s on all e28s wer e These e28s also used 7-series-st yle high-pr essure hydraulic pump-po wered brakes. The biggest e28 chassis change concerned the rear suspension, and this alteratio n was unique to th e 5 series. To improve traction in slippery conditions, some added a sack of potatoes to the trunk, 4.
The engineers then raised the rear suspension pivot points to restore the static roll center, but higher pivot points would cause jacking up when cornering.
This additio nal link was added belo w th e r ear suspension outer pivot, allowing movement inwards of the semi-trailing arm to curb jacking up. Sway bars were smaller on th e new F ive, and m ore effective because th ey wer e mounted behind th e suspension.
BMW had nearly worked a chassis miracle. The double piv ot front meant more bite, but the tails of e28 —is still behaved very elike. It was better at letting one know when it was about to let go, but experience was still r equired to handle a i. The new rims h ad an easy-to-clean pattern. The Alpina-st yle rims had spokes that were a magnet to brake dust, with said brake dust being the very devil to remove.
Aluminum rims, metric and co nventional, were optional equipment on most Euro 5 18— i cars, even though th e i still h ad VR tires, even w ith steel rims. Alloys cost extra , and tire replacement for the TRX was exorbitant. In light of the cost of the System TRX had run out of road, but one concept that still had a home in Munchen was the e24 6 series coupe.
When the U. Was BMW dressing up their i, doubling its price and selling on style? After the e9 CS coupe, the e24 seemed like a method acto r short on motivation. BMW made adjustments and critics soon came around, but now there were fresh changes underpinning the masterpiece. In the —82 timeframe th e 6 series h ad shared its ch assis w ith the e12 5 series ; now the e24 was getting upgraded.
For the Munich masters decided to share the e28 improvements with their luxo 2-door. Th e 6 series got th e S. More importantly the 6 series received both the double pivot front suspension and r educed camber semi-trailing arm r ear suspension w ith TracLink. The e24 was an e28 under foot. The grace under pressure displayed by the iconic coupe was partly supplied by an e28 chassis, helping Dave and Maddy out of a few sticky situatio ns.
This concern in Pretoria started putting together a versio n of th e Glas sedan under license in The reason why so much local assembly takes place in S outh Africa is the high import duties on cars. The Glas-derived cars neatly slotted in belo w the e3 sedans, and wer e looking a lot like 4-door s. The BMW parts bin had been raided to give the old Glas sedans a typically BMW four circular h eadlamp grille complete with chrome kidney and black plastic surround slats.
At th e back BMW e 12 5 series taillights w ere utilized; just th e basic body shell and dashboard were visual reminders of Glas ancestry. BMW had plans to replace this locally-made model with its own 5 series.
Production of th e BMW and ended during Matters rolled along nicely until , by which time 53, e12 5 series cars had been assembled in S outh Africa. The arrival of th e European e28 range th en presented BMW South Africa with a choice: tool up for the new 5 series, or prepare the way to produce the new upcoming e30 3 series. Lack of production space and budget meant the company had to decide between the two options, and BMW South Africa chose the new 3 series.
Is it an e28? The South African market likes practical cars; it has long had a preference for 4-door rather than 2-door sedans. As a result the e21 3 series was never available in South Africa.
However, the growing worldwide popularity of the 3 series and the fact the e30 would be available with 4 doors, while the e21 was 2-door only, meant this was an offer too good to refuse. In short this new model incorporated the mechanical and technical e28 upgrades in to the old e 12 5 series body shell. The octane rating of gasoline can also be low in places.
