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1. History of the E 3

The BMW New Six is a line of six-cylinder luxury cars produced by the German automaker BMW from 1968 to 1977. The series was introduced as a response to the Mercedes-Benz-dominated large luxury car class and was very important in establishing BMW's reputation as a maker of sporting, luxury sedans. A two-door coupé version was produced alongside. Racing versions of the coupé enhanced BMW's reputation in auto racing. The sedans have the internal name E3, while the coupés are E9.
Models were given names denoting their engine sizes, and suffixes to indicate the long-wheelbase (L) and fuel injection (i) available on later cars. The coupés were all named CS, followed by i (for fuel injection models) or L (for light-weight models, which also had fuel injection and higher power).

  • 2500/2.5, 2.5CS (2478 cc, 150 PS)
  • 2800/2.8, 2800CS (2769 cc, 170 PS)
  • 3.0S, 3.0CS (2966 cc, 180 PS using twin Zenith 35/40 INAT carburetors)
  • 3.0Si, 3.0Li, 3.0CSi (2966 cc, 200 or 195 PS, depending whether Bosch D-Jetronic or L-Jetronic was installed)
  • 3.3Li (3188 cc, 200 PS)
The New Sixes are the direct ancestors of the current 7 Series.

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The two initial models, introduced in 1968 and sold through 1977, were the 2.5 L 2500 and 2.8 L 2800. The Bavaria used the 2.8 L engine with some interior features stripped out for a price point well-below the 2500. In the US market, the pricing of the line ranged from US$5,000 for the Bavaria to $6,874 for the full-featured 2800.

They were roomy 6-cylinder cars that handled well and impressed contemporary reviewers. Road & Track called the Bavaria "delightful" and "superb", concluding that it was "one of the world's best buys". The big-bore 3.0S was introduced in 1971. It was more powerful and expensive than the 2800; a fuel-injected version was also made. Also produced were long-wheelbase L models (3.0L, 3.3Li, etc.), whose sharp handling was a stark contrast to the large Mercedes-Benz models of the time. Langley Motors in Thames Ditton UK also produced an estate (tourer) version.

In the US market, the 2500 and 2800 were introduced in 1969. The 2800 sedan was heavily optioned with such things as full leather interior, power windows, and power sunroof while the 2500 was a more spartan configuration. For the 1971 model year Max Hoffman, the BMW importer for the USA, convinced BMW AG to build the 2500 configuration car but use the 2800 engine — i.e. the classic "American hotrod" formula of taking the lower option, lighter weight chassis and fitting the largest engine. 

This new E3 configuration was called the "Bavaria" and was unique to the US market. Hence the 1971 E3 sedans available in the US were the 2500, 2800 and the Bavaria. The Bavaria is generally considered the forebear of the modern BMW high-performance sedan as it combined excellent acceleration, good fuel economy, plenty of room for four people and a large trunk. The majority of them were sold with a four-speed manual transmission, reflecting the sporting nature of the sedan. With a well designed fully independent suspension, front and rear, along with four wheel disc brakes, the E3 was well ahead of its time in the early 1970's.

For the 1972 model year, the 2500 was dropped while the M30 engine size in the Bavaria was increased to 3.0 liters. The former 2800 was now called the 3.0S reflecting the 3.0 liter engine. These two models, the 3.0S and the Bavaria, were the E3 sedan line-up for 1972 through 1974. However, in 1974 the E3 received the ungainly, federally mandated 5mph bumpers front and rear significantly altering its profile.

In 1975 BMW introduced fuel injection to the US market for the big-six M30 motor replacing the twin two-barrel Zenith carburetors used on the M30 motor since its inception. The Bavaria was dropped from the line-up, and the 3.0Si was now the highest end of the BMW model range (the "i" added to the 3.0S to designate fuel injection). The bargain end of the 6-cylinder sedan range was now the newly introduced E12 530i. The fully optioned 3.0Si was sold during the 1975 and 1976 model years.

2. My own E 3 history

My personal relationship to the BMW E 3 begins in 1973. My father has bought a brand new BMW 2500 in fjordblue. I was very impressed from this great car, not only concerning my little age of 5 years...


I was very sad when in 1977 the BMW was sold for a new Mercedes-Benz W 123. 
Many other Mercedes followed and should play n important role in the future for my automobile interests, but that's another story...

 

1986, my first car was a BMW 316 (E21), but it should be a long way to the first E 3 by my own.

 

1988, the  2nd BMW E 21, a 315, I have until 1993. Was always reliable, but with 75 PS it was not the fastest, however.

 

1993 the next change, a 324 d (E30), which i drive until 1997 up to 100000 km. A very comfortable six-cylinder car.

 

1996 reading car sale magazines, I found a 3.0 L, which I only wanted to look up for a little test-drive... 2 hours later it was mine!

In reality the 3.0 was a 2.8 L, restauration in 1997 and following optimization (5-gearbox, Alpina-alloys, leather-equipment, etc.). End of 2000 the car was sold to Madeira, where it is until today..

 

End of 1999 I bought the fjordblue 2500, which I own until today. Unrestored,  it is the optical gemini of my parents' E 3, including the license plate and (thanks to Ebay!) many little details which I could find.

 

E 3 are today nothing for daily use. From 1997 to 1999 I had for alldays driving a E 32 BMW 735i. A great car, it was a pleasure to drive it!

 

But there were always better cars, and the "new" 7 series E38 from 1994 was my favourite. In 1999 I bought a 730 i with V 8 engine. It was the finest BMW I ever had. Unfortunately, the car showed many rust and oil-leckage and I sold it in 2002.
The actual 7 series E 60 is (thanks to Mr Bangle) not my favourite. My BMW was not a BMW...