IV. Interlude: Welcher Schwarze Montag? The BMW E31 8 Series (1990–1999)
Before the Ferrari 456 GT in 1992 and the Bentley Continental R and the Mercedes 600SEC in 1991, (and despite the shaky economy), BMW doubled down on its runaway V12 success with the 750iL and introduced the breathtaking E31 850i at the September 1989 Frankfurt Auto Show. It was a low-slung, wedge-shaped, two-door V12 flagship blending superlative performance with the best craftsmanship Munich could muster.
Thus, the 850i was the second post-war German car powered by a 12-cylinder engine. Development began in early 1981 to replace the 1976-1989 E24 6 Series, with designers leveraging computer-aided design (CAD) and extensive wind-tunnel testing to optimize weight and aerodynamics. The 8 Series’ mission was clear: marry the silken V12 refinement of the 750iL with the style and agility of a 2+2 GT.
BMW itself proclaimed a “challenge to the world’s finest sports coupes” with a design exuding “avant-garde elegance, arresting performance attributes, an exceptional wealth of innovations and a sprinkling of exclusive luxury.” The 8 Series was conceived as a rolling laboratory of technology with grand touring credentials in the league of Ferrari and Lamborghini, but with a uniquely Teutonic emphasis on civility and everyday usability.
Under the taut wedge bodywork (penned by Klaus Kapitza) lay a platform thoroughly engineered for high-speed touring. The wheelbase and track were wide to accommodate the big engine and ensure stability, and for the first time BMW deleted the traditional B-pillar for a pillarless profile with improved visibility. The shape was honed to a remarkably low drag coefficient of Cd=0.29, a dramatic improvement over the outgoing 6 Series (Cd≈0.39). Achieving <0.30 Cd was a key development target: designers employed flush-fitting glass, aerodynamically optimized mirrors, hidden wipers, and super-tight window seals to slip through the air. The use of CAD allowed a lighter, stiffer unibody and facilitated early integration of the complex V12 drivetrain.
At launch, the 850i came exclusively with the 5.0 liter M70B50 V12 engine—the same motor that had debuted in the 750iL three years prior. Channeled through either a standard 4-speed ZF automatic or an optional 6-speed Getrag manual gearbox, the M70 gave the 850i authoritative performance. Contemporary tests recorded 0–60 mph in the low 6-second range and it too had an electronically limited top speed of 155 mph (250 km/h). Such figures were on par with exotic sports cars of the late ’80s.
This got the attention of not just Mercedes-Benz but Ferrari as well, with its dated 412 model carrying over the 365 GTB 2+2’s design from the early 1970s. The 850i arrived two years before Mercedes launched its own V12 coupe, the enormous 600SEC, in 1991 and three years ahead of Ferrari’s stunning new 456 GT (1992)—positioning BMW as a leader in bringing twelve-cylinder performance to the grand touring segment.
Equally impressive were the 8 Series’ luxury and high-tech features, which reflected the 750iL’s DNA transplanted into a 2+2 GT. The cabin came swathed in rich leather and electronics. It was well-built and driver-focused, according to period reviews, with a dash wrapped around the driver and an advanced onboard computer system. The 850i introduced several BMW firsts: seatbelts integrated into the seats (facilitating the pillarless design), dual-zone automatic climate control, and even early forms of stability control. It boasted speed-sensitive Servotronic power steering and electronically adjustable damping (EDC), allowing the driver to choose between comfort and sport modes—features typically seen on flagship sedans.
As Car magazine described, the 850i’s interior was “an elegant, soothing and high-tech minimalist home from home” for high-speed continent-crossing—a tax-free extension of the boardroom for captains of industry. In short, the 8 Series delivered on BMW’s goal of a “personal luxury” grand tourer: it combined the effortless thrust and velvety refinement of the V12 with a lavish, gadget-filled cockpit tailored to devour autobahn miles in supreme comfort.
The initial excitement surrounding the 8 Series was met with sobering realities in the early 1990s. A global recession, the Gulf War, and rising fuel prices hit the market for expensive 12-cylinder cars hard. By 1991–92, sales of the 850i slowed, and the promising early orders never translated into sustained demand. BMW responded by broadening the 8 Series lineup. In 1993 the company introduced the 840Ci, an entry-level variant aimed at attracting new buyers to the fold. The 840Ci was powered by a 4.0 liter V8 (the M60B40) producing 286 hp—a considerable output in its own right—later upgraded to a 4.4 liter M62V8 (torque rising from 295 lb·ft to 310 lb·ft). This new V8 model retained the 8 Series’ core attributes (sleek design, luxury features) but offered improved fuel efficiency, lighter weight over the front axle, and a lower price point relative to the V12 cars. On paper, performance of the 840Ci was only modestly behind the 850i: 0–60 mph in the mid-6-second range and a similar limited top speed. Product strategy dictated that the 840Ci would broaden the car’s appeal beyond the ultra-rich—a recognition that not every buyer in this segment demanded twelve cylinders.
In practice, the 840Ci’s market impact was limited. Over the E31’s lifespan, more than two-thirds of all 8 Series built carried V12 engines. The V12 remained the centerpiece of the 8 Series mystique, and many buyers who could afford an E31 simply opted for the prestige of the 850i/850Ci. Still, the 840Ci filled an important role after 1993: it kept the model line viable during economic downturn by offering a (relatively) more accessible alternative. Reviews of the time often praised the 840Ci for its improved handling dynamics—the lighter V8 made the car feel a touch more agile and responsive at the limit—while conceding that it lacked the effortless torque and imperious character of the V12. In either form, the E31 remained a gentleman’s express rather than an outright sports car. BMW’s own 7 Series sedan, some noted, was no less of a driving machine—underlining that the 8 Series was fundamentally tuned for GT duty, not track days.
In 1993, as part of a mid-cycle update, BMW refreshed the V12 model and rebadged it 850Ci. The “Ci” suffix denoted Coupe/injection, aligning with BMW’s new naming convention, but the big news was under the hood: the original M70 engine was replaced by the new 5.4 liter M73B54 V12. This M73 was an evolutionary step—still a SOHC 24-valve design—but incorporated numerous improvements aimed at keeping the V12 powerplant at the forefront of refinement and emissions compliance. The bore and stroke were modestly enlarged (from 5.0×5.0 L to 5.4 L, via a 1 mm wider bore and 4 mm longer stroke) , raising output to 322–326 hp and 490 Nm of torque. These figures represented a healthy bump in mid-range thrust, giving the heavy coupe better acceleration. BMW continued to electronically limit all 850Ci models to 155 mph, but de-restricted cars could approach 170 mph given the extra power. Acceleration 0–60 mph improved slightly into the high-5-second range with the 5.4L V12, especially when paired with the available 6-speed manual.
Even as the E31 production wound down, the M73 would go on to power the E38 750iL and Rolls-Royce Silver Seraph into the early 2000s , attesting to its robust design. For the 8 Series driver, the M73’s mission was unseen refinement: to deliver the same 12-cylinder magic—instant throttle response, near-silent idle, turbine-like smoothness—but with less fuss and better manners. In that, it succeeded.
When the 850i debuted in 1989–90, Ferrari was still producing the last of its classic front-engine 2+2s (the 412) and preparing the all-new 456 GT, while Bentley was nearing the debut of its first bespoke design since being purchased by Rolls-Royce, the legendary Continental R. Other contenders were the Porsche 928, Mercedes’ new R129 600SL and C140 600SEC, the Jaguar XJS, and Aston Martin’s Virage.
In concept, the BMW 850i/850CSi was a different animal from most of the pack—essentially splitting the difference between performance and luxury. This was by design. Driving the two back-to-back, journalists observed that the Ferrari 456 GT felt alive and agile, with delicate steering and an engine that begged to be revved, whereas the BMW delivered its performance in a quieter, more insulated manner.
Against the Bentley Continental R, introduced in 1991, the 850i appeared positively futuristic. Where the Bentley was a classically styled grand tourer steeped in hand-built opulence and powered by a thunderous turbocharged V8, the BMW was defined by digital precision. The Bentley offered torque-rich muscle and extravagant presence, but with antiquated underpinnings and a ponderous curb weight of over 5,000 pounds, it couldn’t match the E31’s agility or advanced technology.
The E31 didn’t try to out-Ferrari Ferrari or out-Bentley Bentley. Instead, it forged its own path—less flamboyant, more precise, and deeply rooted in the German ethos of engineering integrity. In doing so, it carved out a new niche in the GT hierarchy: a car that could keep pace with Italian exotics and hold its own among British bluebloods, but that felt neither impulsive nor decadent. Porsche’s 928 GTS was for sports car buyers, and while it was a suitable grand tourer it lacked the polish of the E31 and carried nearly 20 years of age on its design. For many buyers, the E31’s blend of restraint and competence was compelling. Where the Ferrari and Porsche represented passion, and the Bentley stood for the ultimate in prestige, the BMW demonstrated mastery. As for Jag and Aston, well, you’ll have to ask their owners.
The 850CSi and the S70, S70/1, /2, and /3
BMW Motorsport recognized enormous potential in the M70 V12, evolving it into the storied S70 engine family. The first major step came with the 1992 BMW 850CSi, powered by the extensively upgraded 5.6-liter S70B56. This powerplant retained the M70’s fundamental two-valve SOHC configuration to emphasize torque and smoothness, while displacement was increased to 5,576 cc through a slight bore and stroke enlargement. Compression rose to 9.8:1, cam timing was optimized, and a freer-flowing exhaust system fitted, resulting in 380 PS (375 bhp) and 550 Nm of torque—a significant boost over the original 5.0-liter version. Mated exclusively to a six-speed manual transmission, the 850CSi also featured firmer suspension, larger brakes, wider alloy wheels, aerodynamic M mirrors, and distinctive quad exhaust outlets. Limited to just 1,510 units worldwide, it quickly became a sought-after collector’s item. Although never officially badged an “M” car unlike its predecessor the E24 6 Series’ M6, the 850CSi’s S-prefix engine code marked it as a product of BMW Motorsport’s hand-built precision. This “S” designation, S70 as opposed to M70, identifies true BMW Motorsport (now known as BMW M) engineering, despite the lack of “///M” badges. The M760i of 2017-2022, despite its M designation, used the N74B66TU, not an S-motor.
But there was an M8. As in one. The clandestine development of one BMW M8 prototype paralleled the 850CSi’s trajectory. It was a project denied for decades aiming to transform the E31 into a Ferrari-rivaling supercar. At its core was the bespoke S70/1 engine, a 6.1-liter V12 radically upgraded with dual overhead cams, four valves per cylinder, and individual throttle bodies featuring roller-barrel throttles rather than conventional plates. The S70/1 produced approximately 640 hp and 650 Nm of torque—exceptional figures in the early 1990s—targeting speeds beyond 320 km/h (198 mph) and 0–100 km/h acceleration in the low three-second range. Despite immense potential, BMW management halted the M8 project due to economic recession, uncertain market conditions, and tightening emissions standards, relegating the prototype to closely guarded secrecy until its public unveiling in 2010.
Yet the S70’s story was far from over. Gordon Murray selected BMW Motorsport to develop a bespoke variant—the S70/2—for his legendary McLaren F1 supercar. Enlarged to 6,064 cc and engineered for peak performance, this V12 introduced BMW’s first-ever four-valve, dual-overhead-cam V12 layout with individual throttle bodies, lightweight titanium connecting rods, dry-sump lubrication, and BMW’s VANOS variable valve timing system.
Delivering an astonishing 627 hp at 7,500 rpm and 480 lb-ft of torque without forced induction, the compact, 266 kg S70/2 propelled the McLaren F1 to a world-record top speed of 240.1 mph (386.4 km/h) in 1998, establishing it as one of the greatest automotive engines ever created.
Encouraged by McLaren’s success, BMW Motorsport further evolved the engine into the S70/3 (internally P75) for endurance racing. Installed in BMW’s 1998 V12 LM and victorious 1999 V12 LMR prototypes, this 5,990 cc V12 was restricted by racing regulations yet produced around 580 hp in race trim. The V12 LMR secured BMW’s first outright victory at the 24 Hours of Le Mans in 1999, achieving a milestone long pursued by the marque and achieved with a similar engine just four years earlier in McLaren’s F1 GTR. To highlight its adaptability, BMW later showcased an unrestricted S70/3 variant in the extraordinary BMW X5 Le Mans concept SUV, delivering over 700 hp. In 2000, racing legend Hans-Joachim Stuck piloted this one-off machine to a staggering Nürburgring Nordschleife lap of 7:49—setting an SUV record that stood for nearly two decades.
The allure of BMW’s V12 during this era extended into visionary concepts such as Italdesign’s Nazca M12 (1991) and Nazca C2 (1992–93). Designed by Fabrizio Giugiaro, these dramatic mid-engine prototypes combined carbon-fiber chassis technology with BMW’s V12 in progressive states of tune—from the standard 300 hp M70B50 in the original Nazca M12 to Alpina’s tuned, 350 hp version, and finally, the potent 380 hp S70B56 in the Nazca C2 Spyder. Weighing barely over 1,000 kg, the Nazca series projected top speeds exceeding 311 km/h (193 mph), vividly illustrating the potential of BMW’s V12 outside traditional luxury applications. Although never sanctioned for production, the Nazca concepts remain a testament to the engine’s broad appeal and the bold supercar ambitions inspired by BMW’s twelve-cylinder legacy.
From serene Autobahn refinement in the 750iL, through the pinnacle of road-going performance in the McLaren F1, to outright Le Mans victory, BMW’s original M70 architecture evolved into an extraordinary family of engines that cemented BMW’s reputation for luxury, technological sophistication, and motorsport dominance throughout the 1990s.
Ultimately, the 8 Series’ legacy in the pantheon of grand touring coupes is secure. It may not have been the fastest or the rarest of its contemporaries, but it was arguably the most advanced in engineering and the most civilized. It proved that a German manufacturer could play on the same field as Ferrari and Bentley, not by copying them, but by leveraging its own strengths—precision engineering, innovative tech, and holistic design. The E31’s fate—produced only until 1999 with just over 30,000 made—reflects both the boldness of BMW’s venture and the headwinds it faced. More than one journalist has called the 8 Series a “glorious failure;” a car that didn’t achieve commercial success equal to its ambition, yet one that left an indelible mark on automotive history.