![\"E24](\"https:\/\/cdn.bmwblog.com\/wp-content\/uploads\/2021\/12\/BMW-635CSi-E24.jpg\" "\\"BMW")
<\/a><\/p>\nThe E24\u2019s story begins with a clash of visions within BMW\u2019s headquarters. Following the commercial success of the E9 coupes, company leadership initially proposed a conservative evolution: essentially the old 3.0 CS raised higher to ease entry and exit. It was practical, sensible, and utterly wrong.<\/p>\n
Enter Bob Lutz, BMW\u2019s recently appointed board member for sales, who rejected the proposal outright. The former Opel executive and future automotive legend understood that BMW needed something bolder\u2014a car that would capture the sporting spirit the brand was building its reputation on. His rejection of the safer proposal eventually led to the distinctive shape of the E24 in its production form.<\/p>\n
Paul Bracq, BMW\u2019s design director who had previously worked at Mercedes-Benz, penned the final design. The result was revolutionary: a distinctive shark-nose front-end design that drew inspiration from the CS models while incorporating a longer wheelbase and 2+2 seating configuration. The aggressive, forward-thrusting grille and taut, muscular lines created an instantly recognizable silhouette that earned the nickname \u201cSharknose.\u201d Unlike its pillarless E9 predecessor, the E24 featured a B-pillar\u2014a concession to evolving U.S. safety regulations\u2014but the design was so well-executed that it only enhanced the car\u2019s purposeful stance.<\/p>\n
The Longest Journey in BMW History<\/h3>\n
Production commenced in October 1975 at Karmann\u2019s Osnabruck factory, with the car making its public debut at the Geneva Motor Show in March 1976. Initially offered as the 630CS with a carbureted 3.0-liter engine and the 633CSi with fuel injection and a larger 3.3-liter unit, the E24 immediately established itself as BMW\u2019s flagship coupe.<\/p>\n What\u2019s remarkable is how long it remained relevant. Production totaled 86,216 units over its 13-year run, making it one of BMW\u2019s longest-produced model series at the time. This longevity wasn\u2019t merely about BMW extending an old design\u2014it was testament to how right they got it from the start.<\/p>\n The secret to this endurance lay in BMW\u2019s willingness to evolve the platform. In 1982, the E24 received a major mid-life facelift<\/a>, switching from the E12 to the E28 5 Series platform, enabling greater parts sharing in areas such as suspension, brakes, and electronics. The changes included updated bumpers, larger wheels, and improved interior appointments, but the fundamental design remained untouched\u2014because it didn\u2019t need changing.<\/p>\n All E24 models save for the M635CSi\/M6 were powered by variants of BMW\u2019s legendary M30 straight-six engine, produced between 1968 and 1994\u2014making it the longest-lived powerplant in BMW\u2019s history. This engine family would become synonymous with BMW\u2019s character: smooth, powerful, and utterly reliable.<\/p>\n The E24 range honored its E9 predecessor by continuing the \u201cCS\u201d (Coupe Sport) nomenclature. The lineup began with the entry-level 630CS, featuring a longitudinally-mounted 2.8-liter unit producing 185 PS. After 1979, this was replaced by the 628CSi with 184 PS, while higher in the range sat the 633CSi with 200 PS and the 635CSi with 218 PS.<\/p>\n The 1982 Life Cycle Impulse streamlined the range to just two variants: the 628CSi and 635CSi. By the second LCI in 1987, as emissions regulations tightened, the 635CSi received a power boost to 220 PS without catalytic converters, or 211 PS with them fitted. These were the compromises of the era\u2014performance traded for cleaner air\u2014but even detuned, the E24 remained a compelling driver\u2019s car.<\/p>\n The real story, however, begins in 1984. Introduced at the Frankfurt Motor Show in September 1983, the M635CSi was BMW Motorsport\u2019s second true \u201cM car\u201d after the legendary M1 supercar, and it brought that supercar\u2019s DNA to a practical four-seater package.<\/p>\n The M88\/3 engine was the star\u2014a 3.5-liter straight-six with double overhead camshafts, four valves per cylinder, individual throttle bodies, and Bosch Motronic fuel injection. It produced 286 PS at 6,500 rpm and 340 Nm of torque at 4,500 rpm, enabling a top speed of 255 km\/h and a 0-100 km\/h sprint in just 6.4 seconds. In 1984, these were supercar numbers in a car you could comfortably drive across continents.<\/p>\n But the M635CSi was more than just an engine transplant. BMW Motorsport comprehensively reworked the chassis with reinforced stabilizers, stiffer suspension, larger brakes, a limited-slip differential, and a close-ratio five-speed manual transmission. The exterior received a deeper front spoiler, rear spoiler, flared wheel arches, and distinctive M badges. Inside, Recaro sport seats, leather upholstery, and additional instrumentation including oil temperature and voltage gauges reminded occupants this wasn\u2019t just another luxury coupe.<\/p>\n Yet remarkably, it remained civilized. Power windows, power sunroof, air conditioning, cruise control, central locking, an onboard computer, and a high-quality sound system with cassette and equalizer meant the M635CSi could be both a weekend track weapon and a transcontinental express.<\/p>\n Global markets received slightly different interpretations of the E24\u2019s ultimate expression. In Japan and North America, the car was simply badged \u201cM6,\u201d but the differences went deeper than nomenclature. The North American M6 used the S38B35 engine<\/a>\u2014based on the regular 635CSi powerplant but modified to meet stricter emissions standards with lower compression, catalytic converters, and less aggressive camshafts.<\/p>\n The result was 256 PS and 243 lb-ft of torque\u2014still impressive, but noticeably less than the European M88\/3. The American M6 was also slightly heavier due to additional safety equipment including airbags and anti-lock brakes, resulting in performance figures of 0-60 mph in 6.4 seconds and a 155 mph top speed. Still rapid, but the European specification remained the purist\u2019s choice.<\/p>\n The second Life Cycle Impulse in 1987 brought further changes. All engines now required catalytic converters, and the M635CSi suffered accordingly. Power dropped from 286 PS to 260 PS, torque fell to 330 Nm, top speed decreased to 242 km\/h, and the 0-100 km\/h time slowed to 6.9 seconds. These were the realities of evolving regulations, but they also marked the beginning of the end for the naturally aspirated M engine\u2019s dominance.<\/p>\n While the E24 was designed as a grand tourer, it proved devastatingly effective on race tracks around the world. The 635CSi celebrated victories in the 1983, 1985, and 1986 24 Hours of Spa-Francorchamps and won the European Touring Car Championship in 1981, 1983, and 1986. The car also dominated in Australia, Germany, Japan, and New Zealand.<\/p>\n BMW 6 Series models won the 1984 and 1985 N\u00fcrburgring 24 Hours and scored significant titles, including Volker Strycek\u2019s overall victory at the inaugural German Production Car Championship\u2014the predecessor to the DTM touring car series\u2014in 1984. These weren\u2019t just participation trophies; the E24 consistently beat purpose-built competition machinery through superior engineering and reliability.<\/p>\n The racing program served a dual purpose. While BMW\u2019s 3.0 CSL<\/a> had established the brand\u2019s motorsport credibility in the 1970s, the E24 carried that torch into a new era, reinforcing BMW\u2019s \u201cUltimate Driving Machine\u201d positioning at a time when the brand was fighting to establish itself as a legitimate Mercedes-Benz competitor.<\/p>\n The M635CSi\/M6 was exclusive by design. Only 5,855 units were produced worldwide between 1983 and 1989, with 1,767 destined for North America and 524 built in right-hand drive for the United Kingdom. At around $60,000 in the US and \u00a337,000 in the UK, it was expensive\u2014but those who experienced it agreed it was worth every penny.<\/p>\n<\/a><\/p>\nThe Heart of the Shark: BMW\u2019s M30 Engine<\/h3>\n
<\/a><\/p>\nThe M635CSi: When Motorsport Met Luxury<\/h3>\n
<\/a><\/p>\nMarket-Specific Variants: The Devil in the Details<\/h3>\n
<\/a><\/p>\nRacing Pedigree: Proving Ground for the Ultimate Driving Machine<\/h3>\n
<\/a><\/p>\n