Body panels are now in great demand, drivers doors are at a premium. Bright work, (bumpers etc) are a constant problem, engines, gearboxes and suspension are available from 1.8ltr through to 3.5ltr.E21 3 series 75 – 82/. Rust in the floor pan both sides can be terminal, also rear suspension towers (the springs DO come up through). Doors don’t seem to rust, but boot and bonnet ‘go’ around the seams. Other places prone to corrosion are below the rear windows, the front corner of the side windows and the rear wheel arches. But all is not lost as repro parts are available, and we can rebuild it.
E23 Seven series 76 – 86
Rust in the front suspension McPherson strut spring pan seems to be the most dire thing that goes wrong, other than fitful electrics, temperamental door locks and what a daft place to put an E.C.U.
E24 Series one, E12 based 76 – 81 and series two, E28 based 82 – 90
Beloved of us all, the series one rusts, rusts and rusts. The series two rusts, rusts and rusts as well, but is also prone to corroded front bumpers, flitch panels, rear wheel arches and of course the front wings. The later “highline” incarnation is both heavier and slower, with equally disastrous fuel economy due to its extra appendages This “face lift” version is also prone to the “red menace” but it is hidden behind the plastic add-ons, buyers beware!
E28 5 series 81 – 87
Much beloved by taxi drivers all over the world, the 518i lives on, the 520i is a bit of a lost cause, the 525e has its own cult following and remains a firm favourite with all that discover it, the 528i just stands up to scrutiny, and the 535i tops the list as ‘most wanted’ as are a good proportion of its drivers! The downside is, of course, rust, but this is not so bad as the six series. Jacking points are the Achilles heel, and now front floor pans are rearing their ugly undersides as the cars get older, electrical (the SI board), and assorted electrical problems along with tired engines are some of the downsides, but in their defence, the 535i’s can be made to fly…
E30 3 series
Evolution of the 3series into a “softer” feeling car, with a variety of engine sizes starting at l.6 through 1.8, 2Lt 2-3 and 2.5 at the top of the capacity tree. Often removed to be re-installed in E21’s, the 2.5 was always the one to have, in the two-door shell. The E30 is now a classic in its own right, where before it was cannibalised for its 2.5 engines and ‘boxes, E36 M3 wrecks are being dismantled and their running gears shoehorned in to the E30 chassis with devastating effect. Lesser power plants, derived from E34 and E36 series cars are finding their way into the lighter more responsive E30, with eye watering results. The M50 and M52 engines are regular candidates for this treatment, see the engines swop section for more details. Also worthy of note here is the 1.8 i.s. variation, one o f BMW’s best-kept secrets. Introduced to counteract the VW golf etc, B.Ms buzz “box packs a hefty punch of high revving twin cam engine, awesome handling, and incredible economy especially when driven “with enthusiasm” a gem of a car and often overlooked. .
Early 7 series type car, handsome machine with wonderful period touches, classic to its bones with choice of engine sizes. We’ve had a few and can locate parts.
CSi coupe, forerunner of the six series (E24) and loaded with style, used as the basis for BMW official race car in the seventies, and supplied with “batmobile” fins & wings as DIY bolt on’s.
The famous 1602 and 2002 sports saloon forerunner of the E21 and evolved into the E30, good solid examples are hard to find and can be expensive. We sometimes have them in stock please ask for what you want.
01823 674459 Email
Unit 1, Lobsgrove Park, Greenham, Wellington TA21 0LY