In the autumn of 1968, BMW presented the successor to the 3200 S. More than four years after the disappearance of the “Barockengel”, the Bavarian manufacturer returned to the Oberklasse. The BMW E3 was launched to face competition from Stuttgart (Mercedes-Benz W108/W109) and Rüsselsheim (Opel's six-cylinder models) among others. The E3 – designed by Wilhelm Hofmeister – was available as 2500 and 2800 at its debut. In both cases, the power sources were six-cylinder in-line engines.
Financial recovery paves the way for development E3
It became clear during the 3s that BMW managed to wrestle itself from the financial malaise, partly thanks to the successful Neue Klasse and regained fat on its bones. It gave BMW room to work on a large top model. The efforts paid off as the BMW E3 was well received. In fact, the German press also saw the sporty Oberklasse limousine as a niche. E2800 was difficult to compare with the competition. The 3 in particular had a good reputation in terms of performance and handling, while comfort and finish had some criticisms. However, the sporty line of the EXNUMX and the ditto driving behavior made the new BMW top limousine a unique proposition, even compared to the domestic competition from Stuttgart.
Novelties with a long breath
The E3 was an innovator for BMW. Novelties were formed by the double headlights that found a place on either side of the well-known kidneys in the front. Furthermore, the M30 Reihen Sechs engines debuted in the BMW E3. The strong and smooth-running power units were used in other models from Bavaria for years to come. In the debut versions, two register carburettors were coupled to the power units.
modifications
In 1971 the BMW E3 was modified. The grille lost its chrome shine and was now made of plastic. Furthermore, the ventilation openings in the C-pillar now found a place next to the rear window and the light units at the rear were changed. The application became more valuable. The E3 also became more complete in terms of engines. The offer was expanded in 1971 with an 3.0 version, initially on the basis of carburation, later on the basis of D-Jetronic and L-Jetronic injection.
Growth of engines and bodywork
In 1974, the 2800 disappeared to make way for the 2.8 L, which debuted as the "Lange Version" of E3. Characteristic of the 'L' versions was the high degree of comfort and the 10 centimeters longer wheelbase. The sporty features and handling of the regular E3 were also retained for the extended versions. The 2500 was never available as an 'L'. That was true for the new stars in the firmament. After the arrival of the Mercedes-Benz W116, in order to be able to continue to compete with the competition from Stuttgart, BMW introduced a version with a 1974 cc power source in 3.299: the 3.3 L. A year later, the 3.3 Li appeared with the 3.210 cc injection engine. Both 3,3 versions were factory fitted with an automatic gearbox and an exceptionally rich standard equipment. Moreover, BMW did not mount these power sources in the shorter, regular E3 body styles.
V12 ambitions
It is worth noting that BMW also had plans to supply a V12 engine in the E3. The five-liter power source was even mounted in a few copies of the E3 - albeit experimentally. The oil crisis threw a spanner in the works for the E3-V12 combination. This variant was not put into production.
Bavaria
BMW also gained a foothold in the American market with the E3. It was best known as Bavaria – a 2500 configuration with a 2788 cc power source – and was known as a true performance sedan. Striking: the BMW was sold in the United States – after all vending machine country – especially with a four-speed manual transmission. The Bavaria in particular is generally regarded as the harbinger of the modern sports sedans from BMW.
Road preparer
During the nine-year construction period, not only the model range developed steadily. The E3 matured and only got better and better quality. The E3 also paved the way for the first 200.000 Series thanks to its specific driving characteristics and a production number of approximately 7 units. The longest-produced BMW E3 was the 2500. It was available from the beginning to the end of the E3 career and also became the most requested version. The 3.3 Li was the most exclusive at E3. However, the high price was also one of the reasons that this type became the least sold E3.
Images are from BMW AG
I always thought BMW was a sympathetic brand with nice cars. Too expensive though. I've had two (lease cars). I also knew that the Quandt/BMW family was purveyor to the Nazis. They were also among the first after the war to apologize and pay some kind of compensation. But I didn't know that it was such a wrong family as indicated above. Besides the fact that the current BMWs are just hideous bins, I don't like them anymore. Speaking of which: also look at what Porsche has been eating, then you no longer need products from it. That guy/family (Piëch) also has so much blood on their hands.
The cars became more luxurious over the years but of poorer quality.
Still have many parts and even a few cars.
However, have not come to know a car that was more sensitive to maintenance. Driving away after a service after 10.000 km was an experience every time. Motorsport technically the E3 was the best. Only a converted E9 with a lot of aluminum could deliver better performance. However, it was more difficult to drive.
Suddenly I wonder… is BMW AG still privately owned?
take a look at the Quandt family, they used to be the main shareholder with Varta and Mauser pistols, were one of the biggest war criminals with their own Konzentrationslager (60 deaths per month due to lead poisoning with regard to the production of batteries for submarines), are the dance after the war sprung for trial at the hands of the allies, still own a large share of the stock, check out where they came from!
Thanks for the tip!
https://nl.m.wikipedia.org/wiki/Quandt_(familie)
Interesting family… I now understand why Derrick drove BMW.
It's even worse. The Quandt family, from Munich, was one of the founders and biggest financiers of the NSDAP, the Nazi party, long before a Mr AH appeared there. As a thank you, BMW was one of the main suppliers during the build-up of the German armed forces prior to the war.
Of course, at that time, the entire German industry was committed to the Nazi war machine, but where that was enforced on one, the other was at the forefront. BMW and Ford were in front.
Before and during the war BMW indeed had its own concentration camps both near Munich and in eastern Germany where slave labor was done by forced laborers from the Soviet Union. The death was enormous.
The Quandt family not only had their own concentration camps but also their own police / security forces, their own judges and carried out their own death sentences with firing squads.
The family sent all male children to the SS where they naturally held high positions.
After the war, the Americans protected the family and no one was ever prosecuted.
Why would you give those people another 1 euro by wanting to buy a BMW, Rolls Royce, Varta battery or a Mauser? It turns out that for a century, that is, four generations, they have been evil people.
Now I must confess that I have never bought a BMW or something like that, but I will certainly advise against it! Bah.
Funny, About Mauser: it was quality steel, I still have a garden furniture set from Mauser in the garden, bought by my parents in 1953.
Has been standing in wind and weather for almost 70 years now.
(Mauser had switched from weapons to outdoor furniture shortly after the war)
I believe it right. But why would the Americans have protected them?
Oh it's just on the Wikipedia page. The Americans thought Quand was important for the German reconstruction.
At the end of the 70s, these cars attracted a special audience, figures in caps who listened to the police radio, drove to an incident with disregard for all traffic rules and there hindered the police. Not the audience desired by BMW. A shame, because the car is one of the most beautiful BMW's ever.
Nice car. But why are there so few left? Quality?
When building this BMW, the emphasis was on weight savings because the emphasis was on performance.
An acquaintance of mine had the smaller model from that time (1962 – 1972)
During an engine change, he unexpectedly encountered problems with the rigidity of the body.
I drove the successor model for 2 years (a 518 from 1974)
After only 120.000 km the engine was completely worn out and after 130.000 km the engine was completely broken
Quality was German-good but there was a notorious problem around the A-pillar where the bodywork tends to twist. This led to rust damage that was difficult to repair.
@Rjab:
I totally agree with that!!
That silky smooth run, that sound and the performance were and still are of a high level.
May I have a statue!
Beautiful car with an (addictive) beautiful sound.
May I go through car life with a scorpion on four wheels for more than four years, I sometimes miss the E21 323i with its “leise und starke” six-cylinder.
Basically the same engine.
They have a well-known ailment and that is oil consumption, which above 200.000 kilometers can suddenly lead to blue clouds and annoying refilling with every refueling. It is then time to replace the valve stem seals. Handy mechanics do that without disassembling the head; with compressed air through the spark plug hole.