Origins: Replacing the E9
The BMW E24 6-Series was born out of necessity. By the mid-1970s, the E9 coupe, the elegant 2800CS, 3.0CS, 3.0CSi, and the legendary 3.0CSL "Batmobile", was showing its age. The E9 had been in production since 1968 and, despite being one of the most beautiful coupes ever made, it was built on the bones of the old "New Six" sedan platform that dated back to 1962. BMW needed a modern grand tourer that could compete with the Mercedes-Benz SLC and the emerging Japanese luxury market.
Development of the E24 began in 1972 under the internal designation "Project E24." The brief was clear: a two-door, four-seat grand touring coupe that was faster, more refined, and more technically advanced than the E9, while maintaining the emotional appeal that had made the CS coupes so successful.
Design: Paul Bracq's Masterpiece
The E24 was designed by Paul Bracq, the French designer who had previously worked for Mercedes-Benz (where he penned the W108 sedan and the stunning 600 limousine) before moving to BMW in 1970. Bracq's design for the E24 was revolutionary for BMW. The "shark nose" front end, with its forward-leaning grille and angled headlights, broke with the upright BMW tradition and established a design language that would define BMW through the 1980s.
The most distinctive feature was the pillarless coupe body. Unlike a conventional coupe, the E24 had no B-pillar, when both windows were lowered, the entire side of the car was open. This created an extraordinarily elegant silhouette and a light, airy cabin, but it also created engineering challenges. The roof had to be significantly reinforced to maintain structural rigidity without the B-pillar, and the windows required complex sealing mechanisms to prevent wind noise and water leaks.
The E24's proportions were near-perfect. The long bonnet, short rear deck, and gently curved roofline created a stance that was both aggressive and graceful. The glass area was generous, and the thin pillars gave the driver excellent visibility. At 4,755 mm long and 1,725 mm wide, the E24 was a substantial car, but Bracq's design made it look lithe.
Launch and Early Models (1976-1978)
The E24 debuted at the Geneva Motor Show in March 1976 with two models: the 630CS and the 633CSi. Both were powered by variants of the M30 inline-six engine that had served BMW so well in the E9 and the E12 5-Series.
The 630CS used the M30B28 2.8-litre six with a Solex 4A1 four-barrel carburettor, producing 136 kW (185 hp). The 633CSi used the M30B32 3.2-litre six with Bosch L-Jetronic fuel injection, producing 143 kW (197 hp). Both engines were mated to either a four-speed manual gearbox or a three-speed ZF automatic.
The early cars were well-received by the press. Road & Track called the 633CSi "the best GT in the world," praising its blend of performance, comfort, and handling. The E24 was faster than the outgoing 3.0CSi, more refined, and significantly better equipped. Standard features included electric windows, central locking, and power steering, luxury items in the late 1970s.
However, the early E24s had teething problems. Build quality was inconsistent, the L-Jetronic fuel injection was sensitive to electrical gremlins, and the carburetted 630CS was sluggish by GT car standards. The US-market cars, strangled by emissions regulations, were particularly disappointing, the American-spec 630CSi (with injection to meet emissions) made only 130 kW.
Production began at BMW's Dingolfing plant in 1976. The E24 was largely hand-assembled, with each car taking significantly longer to build than a 5-Series sedan. Annual production hovered around 10,000-12,000 units during the early years.
The 635CSi Arrives (1978)
The car that would define the E24 range arrived in 1978. The 635CSi used the M30B34, a 3.4-litre version of the M30 inline-six producing 160 kW (218 hp) with Bosch L-Jetronic injection. The additional displacement and power transformed the E24's character, where the 633CSi was brisk, the 635CSi was genuinely fast. The 0-100 km/h sprint fell to around 7.5 seconds, and top speed exceeded 220 km/h.
The 635CSi also received the Getrag 265 five-speed manual gearbox as standard (a first for BMW) and optional sport suspension with stiffer springs and dampers. The combination of the 3.4-litre six, five-speed manual, and sport suspension made the 635CSi one of the finest driver's cars in the world. Car and Driver rated it as the best GT available, ahead of the Porsche 928 and Jaguar XJ-S.
The 630CS was quietly dropped from most markets in 1979, unable to compete with its more powerful siblings.
Motronic Revolution (1982)
In 1982, BMW introduced the Bosch Motronic engine management system on the 633CSi and 635CSi. Motronic was a fundamental advance over the earlier L-Jetronic system, it integrated fuel injection and ignition timing into a single electronic control unit, allowing far more precise engine management. The result was smoother power delivery, better fuel economy, lower emissions, and significantly improved reliability.
The Motronic-equipped 635CSi (M30B34 with Motronic 1.0, later upgraded to Motronic 1.3) is widely regarded as the definitive version of the "standard" E24. The engine was smoother, more responsive, and more fuel-efficient than the L-Jetronic version, and the electronic ignition eliminated the distributor points and condenser that required regular replacement.
The 1982 model year also brought numerous detail improvements: revised interior trim, improved ventilation, and uprated suspension components. The E24 was maturing into a genuinely refined grand tourer.
The M635CSi: Motorsport Flagship (1984)
The pinnacle of the E24 range arrived in 1984: the M635CSi. Developed by BMW Motorsport GmbH, the M635CSi was powered by the M88/3 engine, a 3.5-litre DOHC twenty-four-valve inline-six producing 210 kW (286 hp) and 340 Nm (251 lb-ft). The M88 was derived directly from the engine used in the BMW M1 mid-engined supercar, with individual throttle bodies, high-lift camshafts, and a high compression ratio.
The M635CSi wasn't merely a faster 635CSi. BMW Motorsport fitted uprated suspension with revised geometry, larger ventilated brake discs with four-piston calipers, a 25% limited-slip differential, and an M-Technic body kit with deeper front spoiler and subtle side skirts. The interior received Recaro sports seats, an M-specific instrument cluster with a higher speedometer reading, and the M-Technic steering wheel.
Performance was superb for the era: 0-100 km/h in 6.4 seconds, with a top speed electronically limited to 250 km/h (delimited, the car could reach 265+ km/h). The M635CSi was faster than the contemporary Porsche 911 Carrera in a straight line, and the chassis, with its perfect weight distribution and communicative steering, made it a joy on twisting roads.
In the US market, the car was sold as the M6 with the S38 engine (a development of the M88 with Motronic management) producing 190 kW. US regulations prevented BMW from importing the full-power European M88, so the S38 was detuned to meet emissions requirements. Despite this, the US M6 was warmly received and is now a highly collectible car.
Production of the M635CSi was limited, BMW Motorsport hand-assembled approximately 5,855 units over the car's production run. This scarcity, combined with the M1-derived engine and the beautiful body, has made the M635CSi one of the most sought-after BMWs of the 1980s.
Racing Heritage
The E24 had a distinguished racing career, particularly in European touring car racing. The most significant competition programme was in the European Touring Car Championship (ETCC), where the 635CSi was campaigned by multiple teams from 1981 onwards.
The racing 635CSi used a highly developed version of the M88 engine, producing over 220 kW in Group A trim. BMW works drivers included Dieter Quester, Hans-Joachim Stuck, and Harald Grohs. The 635CSi won the European Touring Car Championship in 1981 (Helmut Kelleners/Umberto Grano) and was a consistent front-runner through the mid-1980s.
In Australia, the E24 was a popular choice in touring car racing. The Bathurst 1000 saw multiple E24 entries throughout the 1980s, with the most notable being Jim Richards' and Frank Gardner's entries. The E24 was competitive against the dominant Holden Commodores and Ford Falcons, and its presence at Mount Panorama cemented its reputation among Australian enthusiasts.
The E24 was also campaigned in the German DTM (Deutsche Tourenwagen Meisterschaft) in its early years, and in various national touring car championships across Europe. The 635CSi's combination of straight-line speed, chassis balance, and reliability made it an effective and popular racing car.
Evolution and Facelift (1987)
The E24 received its most significant update in 1987. While the exterior changes were subtle, revised bumpers, updated tail lights, and new alloy wheel designs, the mechanical improvements were substantial. The 635CSi received the updated M30B34 engine with Motronic 1.3 engine management, improved catalytic converter integration, and revised gearing.
Interior improvements included a new dashboard design with improved ergonomics, better sound insulation, and an upgraded climate control system. The seats were redesigned with improved bolster support, and new upholstery materials were introduced.
The 1987 facelift extended the E24's competitive life against newer rivals like the Porsche 928 S4 and the emerging Japanese luxury coupes. However, BMW was already developing the E24's successor, the E31 8-Series, and the E24 was entering its final years.
End of Production (1989)
The last BMW E24 rolled off the Dingolfing production line in April 1989, thirteen years after the first car was built. Total production across all variants was approximately 86,216 units:
- 630CS: approximately 3,691 units
- 633CSi: approximately 20,929 units
- 635CSi: approximately 54,873 units
- M635CSi: approximately 5,855 units
- 628CSi (Europe only): approximately 868 units
The E24 was succeeded by the E31 8-Series, a radically different car with a V8 or V12 engine, pop-up headlights, and significantly more complex technology. The E31 was more powerful and more technologically advanced, but many BMW enthusiasts felt it lacked the mechanical purity and visual elegance of the E24. The E31 was discontinued in 1999, and BMW did not produce another large coupe until the F13 6-Series in 2011, a car that, despite sharing the name, bore little spiritual resemblance to the original.
Australian Market
The E24 was officially imported to Australia by BMW Australia from 1977 onwards. The primary models offered were the 633CSi and the 635CSi, both in right-hand drive configuration. The M635CSi was available through special order.
Australian-delivered cars were generally well-specified, with air conditioning, electric windows, and power steering as standard. The Australian climate was both a blessing and a curse for E24s, the dry inland conditions prevented the severe rust that plagued European examples, but the intense UV radiation destroyed dashboards and interior trim.
BMW Australia sold modest numbers of E24s, these were expensive cars, priced above the Mercedes-Benz 380SEC in some years. The typical Australian E24 buyer was affluent, often a professional or business owner who wanted a sporting alternative to the Mercedes coupe. Many Australian E24s were dealer-maintained and garaged, which is why Australian-market cars are often in better structural condition than European equivalents.
Cultural Significance
The E24 6-Series occupies a unique position in BMW's history. It was the last BMW designed by Paul Bracq, the car that established the shark-nose design language, and the platform that introduced the M635CSi/M6, the first BMW Motorsport grand tourer. It bridged the gap between BMW's "New Six" era of the 1960s and 1970s and the modern BMW era of the 1990s.
For enthusiasts, the E24 represents the pinnacle of analogue BMW engineering. There are no electronic stability systems, no traction control, no drive-by-wire throttle. The steering communicates directly to the driver's hands, the throttle response is linear and predictable, and the M30 engine's power delivery is smooth and progressive. These are qualities that modern cars, regardless of price, cannot replicate.
The E24's design has aged beautifully. Where many 1970s and 1980s cars look dated, the E24's clean lines and balanced proportions remain timeless. It is regularly cited by automotive designers as one of the most beautiful coupes ever made.
In 2026, the E24 is firmly established as a classic. The market has recognised what enthusiasts always knew, the E24 6-Series is one of the great cars. Values have risen accordingly, and they are unlikely to decline. The E24's combination of beauty, mechanical integrity, and driving satisfaction makes it one of the most rewarding BMWs to own and drive.