Within the mid-noughties, many column in . and forum posts had been dedicated to lambasting the work associated with Chris Bangle. BMW ‘s design chief from 99 to 2008, Bangle’s styles were criticised for being as well fussy and in some cases downright uncomfortable, but these days, the man’s work is looked upon a lot more fondly.
Given, the downright bizarre styling surprise tactics BMW is currently opting for make all of us yearn for the days of Bangle and his ‘flame surfacing’ greater than we might otherwise, but for one of the most part, it’s simply that will Munich’s products from the period have aged brilliantly. Perhaps the one to wear its yrs the best is the ‘E63’ 6-series, which just happens to be an complete bargain right now.
Prices of the earliest illustrations have started to level away, so now is a great time to purchase. Of course , low prices do suggest many are in the hands associated with less than fastidious owners who seem to won’t bear in mind that this is a vehicle that cost the equivalent of £80, 000 when new. You just can’t run one on the shoestring.
The typical depreciated luxury car guidelines apply here – search for a full-service history, and be ready to budget a decent amount of money meant for future remedial work. Having said that, E63s are easier to focus on yourself than you might picture, and although they’re poor in some areas, the 6er is plenty robust in other people.
Here’s what you should know before taking the dive:
The inline-six is the safest bet
You can’t go far incorrect with the 630i. The a few. 0-litre inline-six is as difficult as old boots, simple to work on, and makes a good din. You’re looking at 254bhp from the earlier N52-equipped versions and 272bhp with the afterwards models fitted with the N53, making for a 0-62mph amount of time in the six-second range.
That’s more than enough for many, and as the lightest 6-series with a kerb weight associated with around 1500kg, it’ll function as the best handling. It’s furthermore the only one you can easily find using a manual gearbox. Common failing points are generally quite pain-free – these include cracked coolant pipes and failed coils packs.
The particular N52’s ‘M57’ diesel version develops a similar amount of strength but a lot more torque. It is a relatively safe bet as well, but be wary of faltering thermostats that make the unit operate cold, clogging up the diesel powered particulate filter (DPF). Damaged swirl flaps in the consumption manifold have been known to fall short and cause serious motor damage, but these can be taken out with an aftermarket kit.
The V8 is usually lovely, but potentially challenging
Less troublesome although the six might be, it’s the V8 that best fits the 6-series’ character. However, the N63 is a bothersome brute, whether you go for the sooner 4. 4-litre version within the 645ci or the 650i using its 4. 8.
Most of the N63’s issues encircle seals. Easiest to spot whenever leaking are the rocker include and upper timing string cover gaskets. One that go unnoticed on the other hand is a close off near where the alternator will be mounted to the block. It is up to 10 hours work to replace it, and if still left too long, oil will outflow into the alternator and destroy it.
Most severe of all are the valve originate seals. The official oil alter intervals are arguably a long time and make the problem even worse – if they know their own onions, the previous owner may have renewed every year/10, 1000 miles. Be sure to take a shut look at the service history just for evidence of this, and also examine the state of the exhaust gas. Do a cold start, nonproductive until warm and then revolution – blue smoke indicates those stem steals are not happy. An independent garage charges you up to £2000 to replace all of them.
The most well known N63 issue regards the particular coolant crossover pipe. This sits between the cylinder banking institutions, meaning the consequences of a severe leak (common at close to 80, 000 miles) could be catastrophic. BMW in its unlimited wisdom designed the original component in such a way that the engine needs to be removed to make replacement achievable, but there is now a good aftermarket design that can be set up with the V8 still in position. It’s still a fairly big job, though.
If you’re after more power, a level better engine note and much more potential for big bills, there are the V10-powered M6 to think about, but that’s one to protect in detail another time.
Dynamic Drive increases handling but might not be worthwhile
The 6-series had been originally available with a ‘Dynamic Drive Pack’, which additional hydraulic anti-roll bars and also a variable-ratio steering rack. The choice noticeably sharpens up the 6-series’ handling, which is a fairly boaty thing to drive otherwise. We’d be tempted to avoid 6ers with it fitted, though : if it goes wrong, huge bills are guaranteed.
Gearboxes are solid
The ZF-supplied 6 spedd automatic fitted to most E63s is reasonably robust, and even though it’s technically ‘sealed regarding life’, you can and should possess the ‘box serviced at hundred, 000 miles. Most M6s have the seven-speed SMG 3 robotised manual gearbox (a small number of US-spec cars obtained a six-speed manual).
A six-speed SMG was available on the 630i, 645ci and 650i, yet avoid those like the problem. All 6ers apart from the 635d could be specced with a 6 spedd manual, but don’t make your heart set on one : they’re extremely rare.
Watch out for blocked draining holes
There’s the quartet of drainage openings between the engine bay as well as the bulkhead which are for expelling water that rolls over the windscreen. At least that’s exactly what they’re supposed to do until these people inevitably get clogged along with leaves and other debris.
Left unchecked, drinking water can enter the cabin, placing the carpets and possibly damaging electronics. On the E64 convertible, there are additional draining points behind the roof which could suffer the same fate.
The body is fairly strong otherwise – the most severe you should get is a little rust round the rear arches. The front wings and boot are made from carbon-fibre reinforced plastic, while the doorways and bonnet are aluminum. Be wary of damage to these, giving the more painful restoration costs associated with the material.
The chassis can be quite solid
The framework is nothing particularly spectacular since most components are usually carried over from the E60 5-series. It’s all the normal stuff to watch out for – unpleasant knocks and steering perform pointing to banjaxed bushing, and juddering caused by bended discs or pad materials transfer. On the latter front side, it’s best to stick to possibly OEM braking components, regardless of the additional cost.
Check iDrive is functioning
The E63 obtained one of the earlier versions associated with iDrive (upgraded to the third-gen ‘CIC’ unit from 2008), which is more useable these days than you might imagine. These types of have been known to fail, nevertheless , getting stuck at the boot-up stage. If the system is laggy, it may be on its way out. You will find aftermarket replacement systems throwing around with Android Car and Apple Car Enjoy compatibility.
About infotainment, if you’re into songs, you’ll be wanting the particular Logic 7 sound system choice. An easy way to tell if a 6er has this fitted is definitely by looking for the rear one fourth panel-mounted speakers.
An exhaust should be on top of your mods list
With much of the range offering naturally-aspirated engines, for the most part, generally there aren’t easy power increases to be had here. What you may want to be doing, particularly in the V8 models, is enhancing the soundtrack.
The N63’s sonic possible is squandered by the share pipes, although this isn’t actually BMW’s fault – exhausts were much simpler back then. You will need to budget about £2500 to change both back containers and the ‘X-pipe’ centre area.
Even the most recent E63s out there are now more than 10 years old, so suspension springs and dampers will likely be exhausted. While replacing components, you may wish to go for a lower, firmer setup to remedy that boaty handling mentioned further upward.
The one exemption for big performance improves on the cheap is the 635d. The M57 inline-six turbodiesel can be reliably remapped from the stock outputs of 280bhp and 428lb ft torque capacity to around 360bhp and 520lb ft – enough drive to give the 650i an operate for its money.
THE CAR came in for plenty of flak back in the E63’s day concerning the ride quality of the run-flat tyres it chose to match on many models. If you want to stick with them (which you might well, due to the insufficient spare), though, the Pirelli P7 Cinturato rides beautifully.
If you would prefer to go for something else, the particular optional 19-inch 595-design tires commonly fitted can be shod in ‘ultra high performance’ or ‘UHP’ tyres such as Goodyear’s Eagle F1 Asymmetric 5 for only a bit more than most mid-range choices.
For a complete set, it’ll be close to £700 fully fitted. You can spend more and go for a ‘UUHP’ tyre like the Michelin Pilot Sports activity 4 S or Continental’s Sport Get in touch with 6, but that’s possibly overkill considering the E63 much more GT than sports car. Size-wise, you’re shopping for 245/45/18 at all times (592 design wheels), 245/45/18 front and 275/40/18 back (593) or 245/40/19 front side and 275/35/19 rear (594, 595).
Costs start at £4000, but save money
E63s tend to from about £4000, but for that will, it’ll be a very leggy 630i. Up your budget £6000 or so and it’s achievable to find a tidy 645Ci, whilst a couple thousand more needs to be enough for a nice 650i. Expect to pay upwards of £16, 000 for an M6, having a few thousand more held in reserve as a backup budget for when something costly goes pop.