Your Handy 1990–99 BMW 8 Series Buyer’s Guide

Few modern classics have been on more of a roller coaster ride than the BMW 8 Series. These BMW flagships went from halo super coupes upon launch … to the doldrums of cheap used car lots by the mid-2000s. Now a delectable slice of 1990s automotive haute couture, the E31 has been there, done that, and come out the other side. All of it adds to the appeal of this luxury four-seater, which was every inch a rival to the Jaguar XJ-S, Mercedes-Benz SEC, Porsche 928, and even Ferrari’s 456 GT when new. As with any formerly cutting edge high-dollar luxury car, though, buying one should be a cautious exercise.

BMW started work on a replacement for its elegant E24 6 Series coupe as far back as 1981, which by then was five years into that model’s life. Yet the 6 Series continued selling in steady numbers, so BMW gently updated and improved it until finally ceasing production in 1989. By then, its replacement, in the shape of the E31 8 Series, made its debut at the Frankfurt Motor Show in the same year. 

With styling by Klaus Kapitza, the 8 Series was deliberately pitched at a higher level than the 6 Series. BMW was aiming for the same customers who were shopping the Porsche 928 and made its intentions clear by launching the E31 with a 5.0-liter V-12 engine. This was the first production V-12–powered car to be offered with a six-speed manual gearbox—or customers could opt for a four-speed auto. Given the type of buyer the car was intended for, a surprising number chose the manual, which perhaps says a lot about BMW’s loyal customer base at this point. With 296 hp, the 850i offered 0–62mph in 6.0 seconds and a top speed electronically limited to 155 mph. 

The German firm had toyed with the idea of an entry-level 830i powered by the 3.0-liter V-8 from the 7 Series sedan, but that was canned after 18 prototypes had been tried. Another early alternative was the M8, with a 629-hp 6.0-litre V-12 that could power it to 199 mph. However, the global recession that hit just as the 850i was introduced put an end to those plans, and the M8 prototype was hidden from view—until BMW acknowledged its existence in 2010. 

That was far from the end of the story for the 8 Series, of course. For 1994, BMW added the 850CSi, which was an M car in all but name thanks to its 372-hp 5.6-litre V-12 and six-speed manual gearbox. It was good for 0–62mph in less than six seconds, so not much faster than the 850i, but it was the way this car kept pulling that made it a contender against the Ferrari 456 GT and Aston Martin Virage. As grand tourers went, the CSi was right up there. To emphasize this, the 850CSi came with rear-wheel steering, a quicker steering ratio, stiffened and lowered suspension, and improved brakes. It also gained BMW’s distinctive “Throwing Star” alloy wheels. The sleek body, with its 0.29 drag coefficient, benefited from a deeper front spoiler and new rear bumper, different door mirrors, and four circular exhaust tips. 

In 1994, BMW renamed the standard V-12 car as the 850Ci, which reflected the name of a new entry-point model—the 840Ci. The 840 came with a 4.0-liter V-8 with 282 hp and helped bolster sales that only ever reached BMW’s expectations in the first couple of years of E31 production. The 850Ci, meanwhile, gained a 322-hp 5.4-liter engine from the new 750i. A final update arrived in 1996, when the 840Ci swapped to the latest 4.4-liter V-8, still with 282 hp but offering more torque, better fuel economy, and lower emissions. This was also the year when the 850CSi exited the market. 

There were two Alpina versions of the 8 Series, the 350-hp B12 5.0 and the 416-hp B12 5.7. Neither was notably quicker than the BMW on which they were based and remained vanishingly rare, with only 97 of the 5.0 model and 57 of the 5.7 built. 

Thankfully, the superb quality of the E31 8 Series that is a consequence of its elevated position in the BMW range when new means there is a good survival rate, despite its time in the used-car wilderness. BMW built a total of 30,621 E31 8 Series of all models, and today any 8 Series makes for an eminently usable, stylish coupe that expertly sums up BMW’s “Ultimate Driving Machine” ethos. 

What’s an 8 Series Like to Drive? 

There’s a surprising variation in how different versions of the 8 Series drive. Starting with the original 850i, and its later 850Ci incarnation, this is every inch the grand tourer BMW was seeking to attain. The 5.0-liter V-12 may not be as potent or sonorous as a Ferrari 456, or as punchy as the V-8 in later Porsche 928s, but it offers supreme smoothness. In most driving situations, the engine is barely audible and just gets on with delivering the E31 up the road quickly, quietly, serenely. Floor the throttle pedal with the automatic gearbox in Sport mode, and it provides decisive acceleration with a cultured, but never obtrusive, V-12 tone. 

Opt for a car with a manual gearbox and the 850i does feel a tad more sporting, as you can hang on to the engine’s revs a bit longer. It also offers more engagement on switcheroo back roads. However, in this form the E31 is not a sports car and definitely a GT in the true sense that it’s made to cover huge distances in comfort and composure. That’s not to say the 850i doesn’t handle well; it’s just a hefty car, albeit with traction control and antilock brakes on hand to help out. 

More relevant to many owners will be the 850i’s impressive refinement. As well as next to no engine noise, there’s very little wind rustle thanks to the car’s superb aerodynamics. So long as the window seals between the front and rear side glass are in fine condition, it will be very hushed. The same goes for the suspension—in good nick, there will be no noises in the cabin. 

Swap into the 840Ci and the change in engine proffers a different experience. You need to rev the V-8 a bit more, whether it’s the 4.0- or 4.4-liter unit, to get the E31 shifting briskly, yet either engine is happy to do this and adds a bit more soundtrack. It makes the 840Ci feel a little more sporting when hustling on a back lane, though it will be no quicker point to point. Turn-in to corners is just the same, and all 8 Series corner with only a little body lean. The steering isn’t as quick or full of feel as a Porsche 928’s, but the BMW makes for a brilliant all-day cruiser.  

Should you want something sportier, you need the 850CSi. Its recirculating-ball steering has a 15% quicker ratio that improves feedback and the way the nose of the car sniffs into a bend. Mix in the firmer, lower suspension and rear-wheel steering, and the CSi is a subtly but noticeably different take on the E31 recipe. With its manual-only transmission, it’s also quicker and feels like it could keep a contemporary Porsche 911 in sight. The 850CSi brakes also give more confidence, which is welcome. 

All 8 Series models will comfortably carry two-plus luggage, and you can fit two kids in the back seats; adults will find it a little too cosy. The driver gets the best deal with a near-perfect seating position, excellent all-around vision, and a dash that makes you feel happily cocooned. Even the center console that can appear like a festival of buttons at first is easily fathomed. And best of all, you can drop the four side windows for the pillarless fresh air experience that is such an inexplicable pleasure of driving an 8 Series. 

How Much Does an 8 Series Cost? 

There is a clear delineation between the 850CSi and the rest of the E31 8 Series range. Starting with the CSi, anything less than a #4 (fair) example at $50,000 is likely to need serious money spent on it to bring it up to a decent standard. That can be a false economy, so reckon this price as the base for decent cars. Something that is in all-around order that you’d be happy to use day to day (#3, good) is going to come in around double that, while a very smart #2 (excellent) example is a $150,000 car. The very best 850CSi cars are now achieving close to $225,000 as collectors have latched on to what a special car this is. 

Don’t despair if you are not in the six-figure bracket for your next classic, as the 840Ci can be had in #3 (good) shape from around $22,000. Up that budget to $49,000 and you’re into a very clean #2 car. The best V-8s are close to $65,000.

If you still want a V-12 but at a keener price, look to the 850i and 850Ci. The former, in #3 condition, starts around $28,000, while a great #2 example is $59,000, while the best in world will set you back about $84,000. Prices for the 850Ci are largely the same. Regardless of spec or condition, it’s wise to remember that any 8 Series will require expensive parts and service at some point.

What to Look for When Buying an 8 Series 

The sharp, crisp lines of the BMW 8 Series are quickly let down if the car has any dents or dings, which will be all too easily spotted on those wide expanses of steel bodywork. At nearly 16 feet long, the E31 has plenty of real estate that is vulnerable to parking knocks, so a thorough visual inspection is the best starting point. Also check the complex plastic front bumper for damage, as good used replacements are rare and pricey, so plastic welding may be the only solution to cracks. 

The majority of the 8 Series’ body is well protected from corrosion, but you still need to look in all the usual areas. That means the front edge of the hood, around the sunroof (if fitted), and the front and rear windscreen surrounds. You’ll also need to check the door bottoms, wheel arches, sills, and jacking points. Lift the carpets in the trunk and front footwells to look for dampness caused by worn rubber seals. 

It’s important to make sure all of the electrics are working properly. The E31 was packed with everything BMW could think of at the time, so there are electric windows, electric seat adjustment, digital displays as part of the dash, and even electric motors to operate parts of the ventilation system. All can be repaired and restored, but getting to some of these items—the digital dash display especially—takes time and patience. Also, be happy the pop-up headlights work quickly when asked and that the lens reflectors are in good shape. On the other hand, the cabin’s materials are very high quality so should only show signs of wear in keeping with the car’s mileage. Even so, the headliner becomes unstuck and the only complete fix is to remove and replace it. 

During a test drive, listen for any noises from the suspension and brakes. It’s all serviceable, but the rear Z-axle design uses copious bushings, and replacing them is a lengthy job that will be costly at a specialist. 

On the plus side, the automatic gearboxes in the E31—four-speeds in earlier cars and a five-speeder in later models—are strong and only need a routine fluid and filter service to stay in good health. The six-speed manual gearbox can suffer from worn synchromesh, which should be easy to diagnose by a notchy gear shift. 

When it comes to the engine, your first port of call should be the cooling system, regardless of which powerplant is nestled in the bay. If there’s no evidence of the hoses, radiator, fan, water pump, and expansion bottle being replaced in recent history, factor this into your costs. 

Due to the cost of repairs in period, these 8 Series cars often suffered from deferred maintenance. With that in mind, service records are nice to have. The earlier 4.0-litre V-8 engine gained a reputation for problems with its Nikasil cylinder linings. It did affect some cars when new, but any car that has survived to the present day likely will not be bothered with this issue. What you do need to check for are any signs of smoke on start up, which points to a bad pressure control valve and can also cause an uneven idle. Inlet manifold seals can also leak with age and cause poor running. More worrying is a worn timing chain tensioner, which allows the plastic guides to wear and can lead to engine damage if left unchecked. With the V-12 engines, there’s not a lot to concern yourself with if it’s running smoothly, and even the fly-by-wire throttle is reliable. 

Which Is the Right 8 Series for You? 

For some BMW fans, only the 850CSi makes the grade, and it’s easy to be seduced by its potent engine, M Division links in all but name, and rarity, with only 1510 built in total. If rarity is your thing, the 850Ci sold in even smaller numbers, with just 1218 made. However, it’s not much different than the more numerous 850i (20,072 produced for all markets), so there’s little barrier to owning a V-12–powered E31. 

The 840Ci in both 4.0- and 4.4-liter forms accounted for almost a quarter of all E31 sales, notching up 7803 global sales. There are plenty about in the classifieds, and an 840Ci with the later engine is a tempting mix of power, refinement, handling, and running costs. 

However, we’d put up with the higher running costs of an 850i for the creamy smooth V-12 that does so much to define the 8 Series experience. We’d take ours with a manual gearbox, too, for the perfect blend of grand touring credentials.