BMW 8 SERIES (1990 - 1999)
MODELS COVERED: 840Ci 4.0 8cy Coupe / 840Ci 4.4 8cy Coupe / 840Ci Sport 4.4 8cy Coupe / 850i 5.
0 12cy Coupe / 850CSi 5.6 12cy Coupe
BY JONATHAN CROUCH
If ever there was a car that said conspicuous consumption, this had to be it. Introduced with a gas-guzzling 5.0-litre V12 engine, comparable in size and weight to the biggest luxury saloons of the day, yet with a cabin that is best described as cosy, the 8 Series looked very out of place in the economic downturn of the early 1990s. Had it first appeared in the late 1970s or mid 1980s as a
Porsche 928 and
Jaguar XJ-S competitor, it probably would have been a huge success.
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BMW did its best to promote the car, highlighting the advanced electronics and quiet cruising abilities, but most potential buyers steered clear of BMW showrooms; they were far too busy wondering how they could keep their high-flying jobs. The 8 Series, however, has endured, with used examples now eagerly sought by enthusiasts. Resale values of newer models have strengthened considerably too, so if youre after a Bavarian bargain, youll need to search hard for an early 1990s model.
Big car, big engine, big wallet needed to take all the Tesco petrol points youll receive. An 8-Series wont quite deliver you into the lap of luxury the rides too sporty and firm for that but surrounding yourself in the aromatic leather of the cockpit is certainly a pleasurable experience. As far as equipment goes, youll want for virtually nothing, whichever version you look at, with most cars including everything from a premium sound system to electric mirrors, door-locks, windows, sunroof and dial a temperature air conditioning.
As little as £7,000 can secure you a 1992 J Reg 850i, believe it or not. Shed a few tears for the person who paid out £61,000 for it new, though. At the other end of the scale, the last 1999 V-plated 4.4-litre Ci Sport models still fetch £17,500.
Electronics, in a word. Mechanically, BMWs last and last but the advanced computing power of the engine management system in early 850s could go west, leaving the owner staring at a four-figure bill to replace microchips and other associated brain components. Major electronic failure is rare, though, and most problems will have surfaced in the first few years of the cars life. Never forget to check that the pop-up headlights lift and lower smoothly and that the electric roof, (self-lowering) windows, door locks and air conditioning are working perfectly too, as repairs will be expensive.
(Based on a 1995 840Ci) A full exhaust system will be about £1400, though that excludes the catalytic converter. Brake pads front and rear are about £65 a set, a starter motor is about £180 and an exchange alternator around £220.
The twelve-cylinder versions, surprisingly enough, are slower than the later manual 4.4 V8s. Though top speed is the same electronically-limited 155mph, zero to sixty takes 6.6 seconds in a 4.
4-litre manual, while the 5.0-litre V12 auto needs a still respectable 7.5 seconds. Hauling nearly two tonnes of luxury GT off the mark is one thing, stopping it safely is another.
Fortunately, every 8 Series has ABS as well as excellent braking power, though pad life can be understandably short, if you drive enthusiastically. The main problem that these cars have always had is the infamous Servotronic electronic power steering. The twelve-cylinder cars, in particular, can feel overly-light at higher speeds, making the driving a little unsettling. The ride too, may be too firm for those expecting a high-speed luxury car but for 90% of driving, such as traffic, motorways or just cruising and posing, an 8 Series is a pleasure to conduct.
A fast and luxurious Grand Tourer? Yes. A sports car? No
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