Fifty years ago, BMW embarked on a journey that would define what a grand touring coupe should be. Introduced in March 1976, the E24 6 Series wasn’t just another model in the BMW range – it became the car that defined the brand’s identity for an entire generation and proved that luxury and driving dynamics were not mutually exclusive.
A design born of rebellion
The story of the E24 begins with a meeting of visions at BMW headquarters. After the commercial success of the E9 coupes, company management initially suggested a conservative development: Essentially, the old 3.0 CS was raised higher to make entry and exit easier. It was practical, sensible and completely wrong.
Bob Lutz, BMW’s recently appointed sales board member, rejected the proposal outright. The former Opel manager and future automotive legend understood that BMW needed something bolder – a car that captured the sporting spirit on which the brand built its reputation. His rejection of the safer proposal ultimately led to the E24’s distinctive shape in its production form.
Paul Bracq, BMW’s design director, who previously worked at Mercedes-Benz, wrote the final design. The result was revolutionary: a striking shark-front design inspired by the CS models while incorporating a longer wheelbase and a 2+2 seating configuration. The aggressive, forward-facing grille and tight, muscular lines created an instantly recognizable silhouette, earning it the nickname “Sharknose.” Unlike its pillarless E9 predecessor, the E24 featured a B-pillar – a concession to evolving US safety regulations – but the design was so well executed that it only reinforced the car’s purposeful stance.
The longest journey in BMW history
Production began in October 1975 at the Karmann factory in Osnabrück, with the car being presented to the public at the Geneva Motor Show in March 1976. Originally offered as the 630CS with a 3.0-liter carbureted engine and as the fuel-injected 633CSi with a larger 3.3-liter unit, the E24 immediately established itself as BMW’s flagship coupe.
What’s remarkable is how long it remained relevant. A total of 86,216 units were produced over the 13 years, making it one of the longest-produced BMW model lines of its time. This longevity wasn’t just about BMW expanding on an old design – it was a testament to how right they got it right from the start.
The secret of this endurance lay in BMW’s willingness to further develop the platform. In 1982, the E24 received a major mid-life facelift, switching from the E12 to the E28 5 Series platform, allowing greater sharing of parts in areas such as suspension, brakes and electronics. Changes included updated bumpers, larger wheels and improved interior trim, but the basic design remained untouched as it did not need to be changed.
The heart of the shark: BMW’s M30 engine
All E24 models except the M635CSi/M6 were powered by variants of BMW’s legendary M30 inline-six engine, produced between 1968 and 1994 – making it the longest-lasting powerplant in BMW history. This family of engines would become synonymous with the character of BMW: smooth, powerful and absolutely reliable.
The E24 series honored its E9 predecessor by continuing the “CS” (Coupé Sport) nomenclature. The product range began with the entry-level 630CS, which has a longitudinally mounted 2.8-liter engine with 185 hp. After 1979 this was replaced by the 628CSi with 184 hp, higher up in the series were the 633CSi with 200 hp and the 635CSi with 218 hp.
The 1982 Life Cycle Impulse reduced the product range to just two variants: the 628CSi and the 635CSi. With the second LCI in 1987, due to stricter emissions regulations, the 635CSi received a power increase to 220 hp without catalytic converters or to 211 hp with catalytic converters installed. These were the compromises of the time – trading power for cleaner air – but even with detuning, the E24 remained a compelling car to drive.
The M635CSi: When motorsport met luxury
However, the real story begins in 1984. The M635CSi, unveiled at the Frankfurt Motor Show in September 1983, was BMW Motorsport’s second true “M car” after the legendary M1 supercar, bringing that supercar’s DNA into a practical four-seater package.
The M88/3 engine was the star – a 3.5-liter inline-six with double overhead camshafts, four valves per cylinder, individual throttle bodies and Bosch Motronic fuel injection. It produced 286 hp at 6,500 rpm and 340 Nm of torque at 4,500 rpm and enabled a top speed of 255 km/h and a sprint from 0 to 100 km/h in just 6.4 seconds. In 1984, these were supercar numbers in a car that could comfortably drive across continents.
But the M635CSi was more than just an engine transplant. BMW Motorsport has extensively revised the chassis and equipped it with reinforced anti-roll bars, stiffer suspension, larger brakes, a limited-slip differential and a close-ratio five-speed manual transmission. The exterior received a deeper front spoiler, a rear spoiler, flared wheel arches and distinctive M emblems. Inside, Recaro sports seats, leather upholstery and additional instruments, including oil temperature and voltage gauges, reminded occupants that this wasn’t just another luxury coupe.
Remarkably, however, it remained civilized. Electric windows, electric sunroof, air conditioning, cruise control, central locking, an on-board computer and a high-quality sound system with cassette and equalizer made the M635CSi both a weekend route weapon and a transcontinental express.
Market-specific variants: The devil is in the details
Global markets received slightly different interpretations of the E24’s ultimate expression. In Japan and North America, the car was simply called “M6,” but the differences went beyond nomenclature. The North American M6 used the S38B35 engine – based on the regular 635CSi powerplant but modified to meet stricter emissions standards with lower compression, catalytic converters and less aggressive camshafts.
The result was 256 hp and 243 lb-ft of torque – still impressive, but significantly less than the European M88/3. The American M6 was also slightly heavier due to additional safety equipment such as airbags and anti-lock brakes, resulting in performance of 0-60 mph in 6.4 seconds and a top speed of 155 mph. Still fast, but the European specification remained the purists’ choice.
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 hp to 260 hp, torque fell to 330 Nm, top speed dropped 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 of the naturally aspirated M’s dominance.
Racing Pedigree: Proving Grounds for the Ultimate Driving Machine
Although the E24 was designed as a grand tourer, it proved devastatingly effective on racetracks around the world. The 635CSi celebrated victories at the 24 Hours of Spa-Francorchamps in 1983, 1985 and 1986 and won the European Touring Car Championship in 1981, 1983 and 1986. The car also dominated in Australia, Germany, Japan and New Zealand.
BMW 6 Series models won the Nürburgring 24 Hours in 1984 and 1985 and captured major titles, including Volker Strycek’s overall victory in the first German Production Car Championship – the predecessor to the DTM touring car series – in 1984. These weren’t just participation trophies; The E24 consistently beat the specially developed competition machines thanks to its superior technology and reliability.
The racing program served a dual purpose. While BMW’s 3.0 CSL had established the brand’s credibility in motorsports in the 1970s, the E24 carried that torch into a new era, reinforcing BMW’s positioning as the “ultimate driving machine” at a time when the brand was struggling to establish itself as a legitimate competitor to Mercedes-Benz.
The M635CSi/M6 was exclusive in nature. Between 1983 and 1989 only 5,855 units were produced worldwide, of which 1,767 were destined for North America and 524 in right-hand drive for the United Kingdom. At around $60,000 in the US and £37,000 in the UK, it was expensive – but those who experienced it agreed it was worth every penny.
Today these figures benefit collectors. Well-preserved examples fetch top prices, especially early Karmann-built cars from before August 1977, which are exceptionally rare. Original colors such as Phoenix Orange, Mint Green and especially Golf Yellow are very popular, as are European specification M635CSi models with the powerful M88/3 engine.
What the E24 meant for BMW
The E24 6 Series reached a pivotal moment in BMW’s history. Under CEO Eberhard von Kuenheim, the company tried to move into the upper class and challenge Mercedes-Benz’s dominance in the premium segment. The E24 was crucial to this strategy – it had to prove that BMW could build cars that were both luxurious and sporty, refined yet attractive.
It worked out brilliantly. The E24 became the car that shaped the character of BMW for decades to come. It turned out that a luxury coupe didn’t have to be lavish like a Mercedes SLC or suffer from questionable build quality like contemporary Jaguars. It could be beautiful, comfortable, reliable and really exciting to drive.
The E24’s influence extends far beyond its production years. Every subsequent 6 Series – the E63/E64, the F12/F13 and the current G32 – owes its existence to the original. This is where the idea of a large, luxurious coupe was born, where the driver’s engagement takes precedence over pure comfort.
[Photos: BMW Group and BMW UK]
