1973 BMW 3.0

After emerging from a difficult financial period, BMW turned its attention to moving upmarket and returning to six-cylinder power for its top-of-the-range models. These aspirations culminated in 1968 with the introduction of the 2500 and 2800 saloons together with a coupe, the 2800CS. They were known by their factory code 'E9' New Class Coupe and were essentially a development of BMW's existing, four-cylinder 2000CS. These Karmann-built cars were produced from 1968 until 1975. The first model produced was the 2800 CS which replaced the earlier 2000 C and 2000 CS coupe models. The engine bay was enlarged, which meant a longer wheelbase and length, to accommodate the new straight-eight engine code-named M30. The front of the car was restyled to resemble the E3 sedan. Powering the 2800 CS was a 2,788cc version of the engine found in the E3 sedan and offered 170 horsepower. The 2800 CS was lighter than the preceding 2000 CS, and it had a smaller frontal aspect, which helped improve the vehicle's overall performance advantage.

In 1971, the 2800CS was replaced by the 3.0 CS and 3.0 CSi. Engineers had bored the engine to a displacement size of 2,986cc. With twin carburetors fitted, the 3.0 CS offered 180 horsepower; with the Bosch D-Jetronic fuel injection system and a 9.5:1 compression ratio, the 3.0 CSi produced 200 horsepower. Both cars could be equipped with either a four-speed manual or automatic gearbox. The CSi was introduced to the U.K. in June of 1972, right around the same time as the arrival of the CSL. This, along with the following year's fuel crisis, meant the sales of the injected model in RHD form were limited, with around 450 examples making it to the U.K. market.

The E9 was comprised of the 2800CS, 3.0CS, 3.0CSi, and racing homologation version 3.0CSL. The E9 was modernly styled with its basic shape and numerous styling elements being retained through 1989 when the last 635CSi left the assembly line.

1973 BMW 3.0CS

In the United States, the BMW 3.0CS two-door coupe had a base price of just over $10,600. The 3153cc inline six-cylinder, single-overhead-cam engine had a cast-iron block, aluminum head, a Bosch D-Jetronic fuel injection system, seven main bearings, solid valve lifters, and produced 206 horsepower at 5,500 RPM. The steering was by a worm and roller, disc brakes at all corners, and the front suspension used MacPherson struts with coil springs. In the back were semi-trailing arms and coil springs. The wheelbase measured 103.3 inches, had a width of 65.7 inches, stood 53.9 inches tall, and had an overall length of 183.5 inches.

The BMW 3.0 CS was well equipped with leather upholstery, magnesium wheels, and tinted glass.

by Dan Vaughan

Coupe
Chassis number: 2240659

The BMW E9 New Class Coupe was introduced in 1965 and helped take the BMW brand to the next level in terms of style and performance. The relatively simple 200C and 2000CS evolved into the more voracious E9 coupes produced between 1968 and 1975, comprised of the 2800CS, 3.0CS, 3.0CSi, and racing homologation version 3.0CSL. They were not only popular, they were immensely successful in various racing series around the world. The 3.0CS and 3.0CSi replaced the 2800CS in 1971. A bored-out 3.0-liter, inline-6 cylinder engine could be found in the belly of both the CS and CSi. The CS featured twin carburetion and a 9.0:1 compression ratio offering 180horsepower, while the CSi was given Bosch D-Jetronic fuel injection and a 9.5:1 compression ratio for 200 horsepower. A manual and automatic gearbox were offered, with the manual being the more popular.

The E9 received only few styling changes through 1989, when the last 635CSi rolled off the assembly line, proving its design was both modern and desirable.

This particular 3.0CS Coupe has been given a bare-metal respray in modern BMW Blue hue. It is powered by a 3.3-liter, inline-6 cylinder engine mated to a 5-speed manual gearbox. It has a Magnaflow performance exhaust system, a black leather interior, and new carpet and headliner. The car rides on Pirelli low-profile tires and 17-inch BBS alloy wheels.

by Dan Vaughan

Sedan
Chassis number: 3105537

BMW's New Six, branded 'Bavaria' by importer Max Hoffman, and was powered by the company new inline six-cylinder engine. These were true touring cars with a refined interior, potent engine, and ample greenhouse. This particular example is finished in Verona Red paint and shows less than 18,000 miles on the odometer. It was manufactured on March 27th of 1973 and sold new on July 6th of 1973. It car currently retains its original Sekurit glass, date-coded wheels, jack, spare tire, and optional tool kit.

In July 2018, the car received a major service which included replacing the water pump along with a full flush of the cooling system, ignition system tune-up, and valve adjustment. The clutch and brakes were rebuilt and flushed, and the filters were changed.

This car is powered by a 2,985cc single overhead-camshaft 6-cylinder engine fitted with twin Zenith carburetors. It produces 176 horsepower which is sent to the rear wheels via a four-speed manual gearbox. Disc brakes can be found at all four corners. It has an independent suspension with MacPherson struts in the front and semi-trailing arms at the rear.

by Dan Vaughan

Alpina CS Coupe
Chassis number: 4310004

This BMW 3.0 CS ALPINA is powered by a 2,986cc single overhead cam six-cylinder engine breathing through three twin choke Weber carburetors and offering approximately 215 horsepower. There is a four-speed manual transmission and four-wheel disc brakes. When the E9 was launched, Alpina was still years away from being a factory partner and full-fledged manufacture. Prior to building their first official model, the company offered high-performance upgrades, including bolt-on parts which could be added by a dealer or an owner. Upgrades on this car include the tripe-Weber twin-choke carburetors, Alpina wheels, and an Alpina front air dam.

The current Southern California owner has owned this car since 2012. It is finished in Nachtbleu paint with most of it being original. The interior has new tan leather. Less than 2,000 miles ago, the car received a thorough mechanical refurbishment, with the engine being removed from the chassis and fully rebuilt with new pistons and bearings. It received new shocks and a new gas tank.

by Dan Vaughan

CSi Coupe
Chassis number: 2250475

The 2800CS was the first of the E9 lineage and was introduced in 1969 with a lengthened wheelbase compared to previous BMWs, making space for the 3.0-liter M30 engine. The 3.0 CS and CSi followed in 1971, endowed with greater power than the earlier E9. This particular 3.0 CS model wears the famous 'M' logo upon its engine, coupled with a manual shifter. Karmann built the bodywork of every E9, and this example wears the karosserie identification tag. It is finished in metallic blue over an interior that was retrimmed in tan leather by Cook's Upholstery, Redwood City, California, in 2004, at which point a CSL steering wheel was added. A custom stainless-steel exhaust was installed in 2005.

Many of the mechanical components have been overhauled with the installation of a BMW S38B38 motor and a rebuilt five-speed transmission from a European-spec M5. The engine received performance upgrades by Koala Motorsports of Ohio, featuring a 3.8-liter stroker kit, custom connecting rods and piston heads from Memphis Motorworks for a claimed potential of more than 400 bhp. A limited differential from an E30 M3 was installed, and the transmission conversion was carried out by La Jolla Independent in California to the cost of over $9,000.

The current owner acquired the BMW in December of 2013 and it has remained in California since that time. The owner has installed Alpina-look alloy wheels supplied by Coupe King of Long Beach, California, brake upgrades, a lightweight battery, stereo upgrade with Bluetooth connectivity, replacement window motors from a 328i, and new custom-wound coil springs.

by Dan Vaughan

Coupe

This 3.0CSi (imported from Italy in 1990) is part of BMW's L9 range produced between 1968 and 1975. The E9s were built for BMW by Karmann. The 2800CS was replaced by the 3.0 liter CS (carburetor) and CSi (injection) upping the horsepower in the process by 20 to 200. Both a 3-speed auto and a 4-speed manual were available although this example has a 5-speed retrofitted. The out-and-out race version was the 3.0CSL (L for leicht, or light).

Coupe
Chassis number: 2240623
Engine number: 2240680

This BMW E9 3.0 CS coupe is powered by a 2,986cc SOHC, dual Weber carbureted inline 6-cylinder engine paired with a four-speed manual transmission. It has an independent suspension and four-wheel disc brakes. It is believed to have been delivered new in California where it would remain for the majority of its existence. It has been given a photo-documented restoration and is finished in German Silver Metallic paint over a dark blue leather interior.

by Dan Vaughan

Considered to be BMW's pride and joy, the three-liter was in production for the following two decades. Replacing the 2800CS, the 3.0CS was introduced in March of 1971 and featured a bigger 180bhp engine and 4-wheel vented disc brakes. A total of 11,063 were produced until December, 1975 and included the Coupe 2 door, 4 seats. The 3.0CSL was introduced in May of 1971 and introduced a 3.0 Carb engine, plexi-glass windows, stiffer suspension and sports seats and alloy panels.

In September of 1971, the 3.0CSi was introduced and featured Bosch Fuel Injection, 200bhp and Longer Final drive. A total of 8,199 3.0CSi's were produced. The following August the 3003cc 3.0CSL replaced 2985cc 3.0CSL.

Each and every coupe was built by Karmann at Osnabrück, in north-west Germany, though saloons were all assembled at Munich. These models used running gear and were shipped 600km from Munich by train. The Karmann business is responsible for building numerous VW Golf's and Ford Escort cabriolets in the more recent years.

Originally priced at £5,345 in the UK, the BMW 3.0 CS came with power-assisted steering at an extra £119, and automatic transmission for £220, and air conditioning for an expensive £485.

The three-liter BMW coupes were very popular during the seventies in Britain. More of a symbol than a profit-making range, the 3.0-litre coupes were a statement that the Bavarian Motor Works had returned and would be successful. Stylish, high-performance, and a successful racing vehicle, the 3.0-litre did much to help breed a positive image of BMW. Struggling from near-bankruptcy, BMW had tried to repair this image in 1961 with the four-cylinder 1500 salon. The modern BMW's at this time had been well-engineered, but seemed boring and stodgy. The introduction of the 3.0 CS model was a major attempt to erase the previous image of a struggle.

During the 1960's, desperately plunging towards extinction, BMW attempted to appeal to the public once again. Designing larger, newer engines, the models introduced were more practical and led to profit and a new image. The big and costly 502s, 503s and 507s demand had ended, and BMW was ready for a facelift. The 1500 was introduced, the 2000, and finally the 2000 CS models which turned out to be the turning point for BMW.

Introduced in 1968, the original six-cylinders were launched, and has continued to be the engine type of choice ever since. Re-engineered, the Hofmeister-styled 2000 CS led way to the 2800 CS. Only half of a new model, the 2800 CS had an underpan that was based on that of the 2000 saloon, engine, transmission and a front end from the newer six-cylinder saloons.

Available with either manual or automatic transmissions, both versions came with 2,985cc and 180bhp. In July 1971, stick shift vehicles were first imported, though the original automatic 3.0 CSA wasn't available until March of 1972. In May of 1972, the fuel-injected 200bhp 3.0 CSi replaced the 3.0 CS. Besides the ‘i' on the trunk, the vehicle was identical to the previous vehicle. In October of 1972, the 3.0CSL was offered in the UK, with only 500 prototypes imported before mid-1974. These new models weren't as light as BMW had hoped, due to the insistence by the concessionaires' of electric windows, sound-deadening and real bumpers installed on the vehicle. Popular, and easy on the eye, the 3-litre coupe was expensive, but came with elegant styling, quick acceleration and a refined running system. Eventually becoming the ‘batmobiles', 39 models with aerodynamic add-on kit came with transverse rear aero-foils, roof panel hoops, rubber strakes along the front wings, and large front ‘chin' spoilers.

Until the end of 1975, the series production vehicles, the 3.0 CSi and 3.0 CSA continued on sale in the UK along with a ‘post-Energy Crisis' car, the 2.5 CS which was produced from 1974 to 1977.

The 3.0CS was considered to be too heavy, cumbrous and had a distressing tendency for rusting away. Unfortunately their value declined during the 80's. If one can afford the high restoration and maintenance costs required with the 3.0-litre coupe, this will be a vehicle you will love. The price of parts is high, and BMW makes no excuses for the costs. Classic Cars in May 1983 was quoted regarding the BMW model 'built and painted by a coachworks without the advantages of slipper dips, electro-coat and all other ways of penetrating box cavities.'

The CSL, ('L' stands for 'leicht' in German, or 'lightweight') is based on the 3.0 CS coupe, continued to win races even into the 1970's, although production ended in 1975. The first lightweight derivative of the 3.0CS, BMW introduced the CSL in September of 1972. It featured less luxury equipment, yet offered an aluminum hood, trunk lid, and doors in left-hand drive. Winning five European Touring Car Championships between 1973 and 1979 in addition to national championships in various countries, the 3.0 CSL continued on to be a success in the racing world. The BMW six-cylinder engine has grown from 3.2 to 3.5 liters during its span of development and due to the development of a four-valve cylinder head, it has increased its horsepower from 340 to 430. A total of 1096 vehicles were produced by BMW.

The 'Batmobile' CSL was also based on the 3.0 CS coupe, and eventually became one of the most successful production racers of all time.

by Jessican Donaldson