1990 BMW 750i (E32) Owned Feb' 2010-Present.
Discussion
Having owned this car for just over two years now and having read some comprehensive running and restoration threads in here, I thought it was probably about time I contributed my own accounts of the highs of running a modern classic luxury barge bought for a relative song, as well as the lows of the occasional bouts of financial self-abuse.
The V12 bug was sown early on in life and I'd prevaricated long and hard before actively setting out to get my own. This example is the second E32 750i that my derriere has graced to date, the former was a better condition example with half the mileage that I was using daily and quickly eroding the value of, so I did the only logical thing and bought one with twice the miles at half the value to use and abuse daily.
But as in the way of all of the best laid plans of mice and men, things didn't pan out quite like that and she's only seen occasional use since and spent the last couple of winters in hibernation, in deference to advancing years and a largely vain attempt to stem the spread of the dreaded tin-worm, which will need serious attention in due course, but that will only happen once the oily bits are 100%.
Some technical and performance stats for those not acquainted with the model:
Engine: 5.0 litre V12, 300 bhp & 330 lb ft.
Transmission: 4 speed switchable mode auto, rear wheel drive, 25% limited-slip differential.
Performance: 0-62mph: 7.4 secs, Top speed: 155 mph - this was the first car BMW fitted with a 250km/h electronic limiter.
Fuel economy: 16-24 mpg, average over my ownership to date of ~20.0 mpg.
VED: £215 per annum currently.
All that is well and good, but it seems what these threads really thrive on is pictures, so I shall attempt to document the car's gradual restoration to former glory over the next couple of years as present market conditions render her unsaleable and the best one available in two years of looking up to that point has already been and gone through my hands, foolishly.
As bought, following my initial cleaning to see what was under the light coating of grime of a then 20 year old bargain barge:
BMW beards will notice that the car was wearing wheels that were not originally offered on the 750i, they were 730/735i wheels, presumably adopted some years ago as an alternative to the OEM fitment (for SWB V12s) 415mm metric BBS cross-spokes, complete with their Michelin TRX/TRX GT tyres.
Aesthetically, I prefer the original wheels - however they are not a great tyre by contemporary standards, very stiff with poor wet weather grip and buttock-clenchingly dear to boot at £329 + VAT each when last I enquired and they still wouldn't be "new", just unused.
So instead I fitted a set of 15" cross-spokes until I eventually decide upon which wheels will adorn her permanently, I'm pretty much split between period staggered 17" ALPINAs (which were at least an original option) or a set of the BMW Style 5/BBS RC090 bolted cross spokes, also in staggered 17" sizes. They'll be the last thing sourced and fitted as they're reasonably rare to find in good condition and accordingly expensive for what is purely an aesthetic preference. The ride on 15s is however sublime, but it seems a fair trade-off.
So following that swap (and removal of the NI plate), she looked liked this:
Now following a summer of use and a winter of languishing in the garage (having been put away uncleaned and uncovered, I know, I know...) she looks a bit sorry for herself:
More pics of present body and mechanical condition to follow as I go along...
The V12 bug was sown early on in life and I'd prevaricated long and hard before actively setting out to get my own. This example is the second E32 750i that my derriere has graced to date, the former was a better condition example with half the mileage that I was using daily and quickly eroding the value of, so I did the only logical thing and bought one with twice the miles at half the value to use and abuse daily.
But as in the way of all of the best laid plans of mice and men, things didn't pan out quite like that and she's only seen occasional use since and spent the last couple of winters in hibernation, in deference to advancing years and a largely vain attempt to stem the spread of the dreaded tin-worm, which will need serious attention in due course, but that will only happen once the oily bits are 100%.
Some technical and performance stats for those not acquainted with the model:
Engine: 5.0 litre V12, 300 bhp & 330 lb ft.
Transmission: 4 speed switchable mode auto, rear wheel drive, 25% limited-slip differential.
Performance: 0-62mph: 7.4 secs, Top speed: 155 mph - this was the first car BMW fitted with a 250km/h electronic limiter.
Fuel economy: 16-24 mpg, average over my ownership to date of ~20.0 mpg.
VED: £215 per annum currently.
All that is well and good, but it seems what these threads really thrive on is pictures, so I shall attempt to document the car's gradual restoration to former glory over the next couple of years as present market conditions render her unsaleable and the best one available in two years of looking up to that point has already been and gone through my hands, foolishly.
As bought, following my initial cleaning to see what was under the light coating of grime of a then 20 year old bargain barge:
BMW beards will notice that the car was wearing wheels that were not originally offered on the 750i, they were 730/735i wheels, presumably adopted some years ago as an alternative to the OEM fitment (for SWB V12s) 415mm metric BBS cross-spokes, complete with their Michelin TRX/TRX GT tyres.
Aesthetically, I prefer the original wheels - however they are not a great tyre by contemporary standards, very stiff with poor wet weather grip and buttock-clenchingly dear to boot at £329 + VAT each when last I enquired and they still wouldn't be "new", just unused.
So instead I fitted a set of 15" cross-spokes until I eventually decide upon which wheels will adorn her permanently, I'm pretty much split between period staggered 17" ALPINAs (which were at least an original option) or a set of the BMW Style 5/BBS RC090 bolted cross spokes, also in staggered 17" sizes. They'll be the last thing sourced and fitted as they're reasonably rare to find in good condition and accordingly expensive for what is purely an aesthetic preference. The ride on 15s is however sublime, but it seems a fair trade-off.
So following that swap (and removal of the NI plate), she looked liked this:
Now following a summer of use and a winter of languishing in the garage (having been put away uncleaned and uncovered, I know, I know...) she looks a bit sorry for herself:
More pics of present body and mechanical condition to follow as I go along...
Things to address:
Interior:
Scratches to the driver's seat back:
An AWOL footwell light bulb and cover:
The Godawful head unit to be replaced by an OEM one, the steering wheel to be realigned to centre and following two years of not being used (despite working perfectly when I bought it), non-functioning air-condtioning. In theory it should need no more than a regas, however I severely doubt it'll be as simple as all that:
Both front seats could benefit from re-Connolising, the rear bench is fine:
The most worn part of the interior after 22 years and nearly 130k:
I've seen E65 and 66s at a quarter of the age and half the miles with considerably more worn interiors, they really don't seem to do leather like they used to any more.
Next up, engine room and the underside...
Interior:
Scratches to the driver's seat back:
An AWOL footwell light bulb and cover:
The Godawful head unit to be replaced by an OEM one, the steering wheel to be realigned to centre and following two years of not being used (despite working perfectly when I bought it), non-functioning air-condtioning. In theory it should need no more than a regas, however I severely doubt it'll be as simple as all that:
Both front seats could benefit from re-Connolising, the rear bench is fine:
The most worn part of the interior after 22 years and nearly 130k:
I've seen E65 and 66s at a quarter of the age and half the miles with considerably more worn interiors, they really don't seem to do leather like they used to any more.
Next up, engine room and the underside...
Edited by Zwolf on Tuesday 28th February 15:13
Thats really nice, I had a de-chromed dolphine grey E32 735iase for a few years, you never felt like you were driving a huge car.
My dads boss had a 750il, with the buffalo hide and dish alloys. He was presented, along with the other 50 first owners, a double book presentation pack showing the building, prototypes, story etc. some really lovely photos. He gave that to me and have it still to this day it. 'One day it will be worth a fortune' lol.
I don't think people realise how much of a milestone the E32 was. Very advanced and important car.
My dads boss had a 750il, with the buffalo hide and dish alloys. He was presented, along with the other 50 first owners, a double book presentation pack showing the building, prototypes, story etc. some really lovely photos. He gave that to me and have it still to this day it. 'One day it will be worth a fortune' lol.
I don't think people realise how much of a milestone the E32 was. Very advanced and important car.
Bodywork:
OSF wing tip:
Front bumper trim:
OSF fog-lamp lens:
Leading edge of bonnet and door mirror covers fly-stricken and stone-chipped:
Lacquer damaged on bonnet and bootlid by bird-lime I expect:
Scratches on bonnet:
OSR quarter panel and inside fuel filler area:
NSF lower door trim strip:
NSR door trim lifted and faded, lacquer damage to NSF door:
NSR door lower portion has brush strokes from previous paintwork:
Inner door edges and bottoms going crusty:
OSF wing tip:
Front bumper trim:
OSF fog-lamp lens:
Leading edge of bonnet and door mirror covers fly-stricken and stone-chipped:
Lacquer damaged on bonnet and bootlid by bird-lime I expect:
Scratches on bonnet:
OSR quarter panel and inside fuel filler area:
NSF lower door trim strip:
NSR door trim lifted and faded, lacquer damage to NSF door:
NSR door lower portion has brush strokes from previous paintwork:
Inner door edges and bottoms going crusty:
Nice car mate, was gonna pull you up about those alloys! I had a de-chromed dolphine grey E32 735iase for a few years, you never felt like you were driving a huge car.
My dads boss had a 750il, with the buffalo hide and dish alloys. He was presented, along with the other 50 first owners, a double book presentation pack showing the building, prototypes, story etc. some really lovely photos. He gave that to me and have it still to this day it. 'One day it will be worth a fortune' lol.
I don't think people realise how much of a milestone the E32 was. Very advanced and important car.
My dads boss had a 750il, with the buffalo hide and dish alloys. He was presented, along with the other 50 first owners, a double book presentation pack showing the building, prototypes, story etc. some really lovely photos. He gave that to me and have it still to this day it. 'One day it will be worth a fortune' lol.
I don't think people realise how much of a milestone the E32 was. Very advanced and important car.
Thanks a lot. In their original condition, they're a great drive - I very much look forward to getting this one back to that state from her present "smoker barge" status. It will take a lot of work, but I'll be learning as I go along and the end result will justify the labour of love.
I originally set out to buy an E38 750i SWB, but on average, they were in worse condition than the average E32s and even greater dependence upon electronics swayed me toward the E32. I've also run them in 730i and 735i form and again found them enjoyable beyond all logic. They don't feel as big, heavy and cumbersome as they in theory *should*. But then model-for model, they weigh less than current Fives.
I originally set out to buy an E38 750i SWB, but on average, they were in worse condition than the average E32s and even greater dependence upon electronics swayed me toward the E32. I've also run them in 730i and 735i form and again found them enjoyable beyond all logic. They don't feel as big, heavy and cumbersome as they in theory *should*. But then model-for model, they weigh less than current Fives.
Edited by Zwolf on Tuesday 28th February 15:20
Engine Bay:
Inlet manifolds and rocker covers to come off and be refurbished:
Underbonnet sound-proofing/insulation to be replaced:
Empty box to be replaced as cover clip is broken and held on by a cable-tie:
Radiator, thermostat, water pump and all pipes to be replaced:
Find out what this electrical connection does and why it was bridged:
Clean up or replace PAS/self-levelling suspension fluid reservoir - and stop it leaking the £15/litre central hydraulic fluid:
Fit a new cover to the engine bay +ve terminal:
Additionally, fully service the engine, change the various sensors for new, strip, clean and rebuild the two electronic throttle (DK) motors and change the auxiliary drive belt and tensioner, check the timing chain and tensioner condition too.
Inlet manifolds and rocker covers to come off and be refurbished:
Underbonnet sound-proofing/insulation to be replaced:
Empty box to be replaced as cover clip is broken and held on by a cable-tie:
Radiator, thermostat, water pump and all pipes to be replaced:
Find out what this electrical connection does and why it was bridged:
Clean up or replace PAS/self-levelling suspension fluid reservoir - and stop it leaking the £15/litre central hydraulic fluid:
Fit a new cover to the engine bay +ve terminal:
Additionally, fully service the engine, change the various sensors for new, strip, clean and rebuild the two electronic throttle (DK) motors and change the auxiliary drive belt and tensioner, check the timing chain and tensioner condition too.
Underside:
Jacking points:
Weepy diff casing, oil to be drained, changed and new plugs and seals installed:
The other moisture in the picture above is petrol, from the fuel tank that leaks when filled above 2/3rds:
Brake lines that were an advisory item at the last MoT in Feb 2011:
Fuel and self levelling rear suspension lines:
Front cross-member wet from leaked PAS/SLS fluid and one engine oil leak from a notorious O-ring seal somewhere on the front of the OS cylinder bank:
Thankfully the exhaust system seems in solid order throughout, despite its external appearance:
Not shown, but the suspension bushes all look as if they're original and I plan to change them to sharpen up the handling to as BMW originally intended.
Jacking points:
Weepy diff casing, oil to be drained, changed and new plugs and seals installed:
The other moisture in the picture above is petrol, from the fuel tank that leaks when filled above 2/3rds:
Brake lines that were an advisory item at the last MoT in Feb 2011:
Fuel and self levelling rear suspension lines:
Front cross-member wet from leaked PAS/SLS fluid and one engine oil leak from a notorious O-ring seal somewhere on the front of the OS cylinder bank:
Thankfully the exhaust system seems in solid order throughout, despite its external appearance:
Not shown, but the suspension bushes all look as if they're original and I plan to change them to sharpen up the handling to as BMW originally intended.
I like this a lot! The E32 is a very pretty car when it has all its chrome, to my eyes better looking than its replacement which to me looks a little frumpy in comparison. It looks to be in good condition too, particularly the interior, so an excellent base on which your improvements will not be wasted.
Leather in cars of this age definately lasts far longer than leather in more modern cars, and not just in BMWs. I have a Jaguar XJ40; the leather used in them lasts as well as your BMW - and far longer than the leather used in the later X300 or some late model XJ40s with X300 style leather like the 4.0S.
Incidentally, does reconnolising leather shorten its life in any way? - Provided the leather was not damaged, does reconnolised leather last a long time before it is shabby again?
I look forward to reading more posts on your lovely old BMW!
Leather in cars of this age definately lasts far longer than leather in more modern cars, and not just in BMWs. I have a Jaguar XJ40; the leather used in them lasts as well as your BMW - and far longer than the leather used in the later X300 or some late model XJ40s with X300 style leather like the 4.0S.
Incidentally, does reconnolising leather shorten its life in any way? - Provided the leather was not damaged, does reconnolised leather last a long time before it is shabby again?
I look forward to reading more posts on your lovely old BMW!
olly22n said:
If only there was some sort of computerised list! 
Ergo threadage. dbdb said:
Incidentally, does reconnolising leather shorten its life in any way? - Provided the leather was not damaged, does reconnolised leather last a long time before it is shabby again?
No reason it should if done properly, as I understand it.hornetrider said:
Wow. The 'to do' list is pretty long...
...and expensive
Man-maths are in full effect and I've been inspired by Bogracer's E34 535i project and similar logic. In the fullness of time, it shouldn't stand me any more in the fullness of time than the purchase price of 4 Star's B12 as it stands today. Bearing in mind that will need its own running repairs in future too....and expensive
Balmoral said:
Judas won't sleep tonight.
mig25_foxbat2003 said:
With that level of attention to detail, it's going to be lovely! With reference to the lacquer damage on the bonnet, can a bodyshop spot-repair that sort of thing, or will it need a full-panel respray?
With all the rest of the bits that will need bodyshop attention, it'll only end up with a couple of panels that don't need paint, so a full respray and de-rusting seems the only really logical conclusion. If a job's worth doing...
t 
thats alot of photos....has great potential.well done zwolf, lovely car which needs little bits of attention to make it a lovely example.
as i said to bogracer, i'm glad there are people like you out there who go through the effort of restoring these fabulous cars. otherwise landmark cars get consigned to the history books. i mean, as far as i'm aware, that E32 750i was the first german car (if not road car full stop) to have a V12 engine since WW2.
good work. i'm still deciding whether mine is an absolute keeper or not. after driving the old mans E92 M3 again at the weekend, i wouldn't say no to more power one day hoping it'll become mine. decisions, decisions. as you're fully aware (and even more so with an old V12 model) you can spend many thousands of pounds on these cars to return them to their former glory, which will never be returned, hence they must become keepers.
as i said to bogracer, i'm glad there are people like you out there who go through the effort of restoring these fabulous cars. otherwise landmark cars get consigned to the history books. i mean, as far as i'm aware, that E32 750i was the first german car (if not road car full stop) to have a V12 engine since WW2.
good work. i'm still deciding whether mine is an absolute keeper or not. after driving the old mans E92 M3 again at the weekend, i wouldn't say no to more power
one day hoping it'll become mine. decisions, decisions. as you're fully aware (and even more so with an old V12 model) you can spend many thousands of pounds on these cars to return them to their former glory, which will never be returned, hence they must become keepers.Gassing Station | Readers' Cars | Top of Page | What's New | My Stuff