Price goes up, Top goes down; thrills abound
The 6-series is dead. Long live the 6. At least, the 6 as we once knew it is no longer. Formerly BMW’s flagship 2-door luxury coupe, it’s been transformed into a 5-door fastback setup that’s polarizing, to say the least. With this newfound void, BMW turned to the history books to find some way to fill it. Enter the new BMW 8-series.
Back in the 80’s, BMW engineers were hard at work using then-pioneering CAD technology to design a streamlined coupe as the E24 6-series coupe approached the end of its production. Dubbed the 8-series, this new sleek and slippery design would stand apart from the rest of the lineup. Featuring a low, smooth nose, popup headlamps, a pillarless window design and initially, only a 5.0L V12 under the hood that was smooth enough to balance a coin on when running.
Courtesy: BMW AG
Later the company would offer more choice, including a lower priced V8 model and even a very limited M-tuned 5.6L V12. Tuners Alpina also had a go at the 8, putting out the Alpina B12 5.0 and 5.7 coupes – the 5.7 still being one of the fastest cars Alpina has ever produced. The original 8 wasn’t necessarily a sales success for BMW, with the brand pulling them out of North America in 1997, but they quickly gained a dedicated cult-like following in later years.
Courtesy: Alpina AG
If you’re thinking 'this guy sure is regurgitating a lot on that old 8-series,' it’s because I was lucky/deranged enough to have owned two of them in the past – an 850i and an 840ci. Though innovative at the time, the aging electronics did not always stand the test of time. The complex and over engineered car sometimes took a nearly primitive approach to find solutions – such as requiring two trunk-mounted batteries, or essentially mating two inline-6 engines together to form the V12, requiring nearly two of every engine component to function. But the way it looked and the way it made you feel behind the wheel was - and still is - extraordinary. It’s still one of my all-time favourite vehicle designs and I dare say, it’s aged remarkably well. With BMW repeating history and replacing a 6 with an 8 once again, I was both curious and skeptical to see how this new 8 both succeeds, differentiates or even detracts from the short-lived 8 of the past.
The most apparent difference to me is the lack of V12 engine. Instead, the new M850i receives a 4.4L V8 good for 523 horsepower. In our cabriolet model, the sprint to 100 km/h takes just 4 seconds. Those power and speed figures are far higher than the original 8, but delivery is just as smooth. We didn’t do the coin test though.
But speaking of cabrios, BMW never officially had a drop-top E31 8-series. A one-off prototype exists at BMW’s museum in Munich, but it did not make production. A number of aftermarket tuners also got to work chopping off the roof back in the 90s.
Courtesy: BMW AG
This time around - no need. The factory will do it for you. The soft-top roof takes about 15 seconds to raise or lower completely, and can be operated at speeds of up to 50 km/h. Personally I’m not a fan of the way the soft-top looks with the roof up, but if you buy a cabriolet, it’s all about how it looks topless. And with the top down, this thing is a stunner.
The 8-series of yore was a grand tourer first and foremost. This new model also follows suit, but can deliver more than a smooth and comfortable ride. With over 500 horsepower on tap, a crackly exhaust in sport mode and especially tight handling, the M850i does more to earn its M-badge than several other BMW’s we’ve driven. It’s a pleasure to drive on a comfortable cruise, and exciting when you want to plant your feet a little more. Sure it’s awful on gas, but if you can afford that $135k+ price tag, just how much does fuel economy really matter to you?
Speaking of value for money, the 8-series cabrio can be thought of as a bargain among the 1%. Luxury drop-tops are a small commodity in the marketplace. The most direct competitor for the new 8 might arguably be Mercedes-Benz’s S-class convertible. Otherwise you’re creeping into Bentley and Rolls-Royce territory. While you can see some areas where the cost-cutting measures come into play, largely some of the material and aesthetic choices in the cabin, not once will you ever think the 8-series feels cheap. Especially when the neck-warming seats hug you gently as you drive along on a crisp autumn day with the top down.
One final stylistic note. I found the new 8 looked a little too similar to the 6-series coupe it replaces. Which isn’t necessarily a bad thing. But (forgive my bias here) the original E31 8-series was such a drastic departure from the design language of the rest of BMW’s lineup and I almost wish a similar tactic was employed here as well. But I also realize that’s an unrealistic notion. The new 8-series eschews the smooth and slippery design of the original for something with much more edge and aggression and it works very well. Massive brakes peek out from behind the even more massive 20-inch wheels. The car just looks good. I personally don’t think it will be as timeless as the original. But I also couldn’t afford an original 8-series until 20 years of depreciation set in.
The original 8-series has cemented a place in BMW’s history. While it was (justifiably) not always the best received vehicle, it’s found a place in the hearts of those who have dedicated themselves to caring for the aging coupes. I was once one of them. And one day I hope to own a third. While I’m not sure this new 8 captures my heart the way the old one did, that doesn’t make it any less of a car. It’s one hell of a grand tourer, especially with the top down, and with over 500 horsepower to spare from its smooth V8, it’s unlikely you’ll find yourself wanting for more. Unless you’re like me and you see an old 8-series stranded on the side of the road.
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