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
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:
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.
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...
sleep envy said:
Worth catching the tin worm now before it really does get hold.
That's my thinking, it's just at that surface stage presently, so *should* hopefully prove cheaper/easier to sort than the deeper rot it will otherwise become if left. E38Ross said:
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.
E38Ross said:
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.
I can and shall. I've done the chopping and changing thing for many years and only the E32 V12 has both held my attention and pulled me back time and again, so it'll be money well spent for the learning experience and end result. I hope...Both.
Yes in hindsight, I'd have kept that one and never bought this one. But hindsight is always 20/20 isn't it?
The proceeds from the sale of that one did in very large part pay for this one though, so it depends how you view it.
They'll all eat similar money over time is my basic logic and by the time much has been refreshed and replaced by the time they're 25 years old, the mileage is far less relevant than condition.
That one lacked the sports seats of this one, which were a must once I'd tried them and it also had full EDC suspension, rather than the relatively simpler and less potentially costly LAD self-levelling that this one has. It was also running the metric rims and TRX GTs referred to earlier.
Ultimately it's a case of swings and roundabouts of many ponderable factors, but decisions were made at the time for reasons that made sense at that time - before things changed.
I have missed that car greatly in the almost two years since we parted ways and it has since passed on again to pastures new. By now there's the possibility it's in a less than ideal state too - I doubt it and hope not, but who knows?
Yes in hindsight, I'd have kept that one and never bought this one. But hindsight is always 20/20 isn't it?
The proceeds from the sale of that one did in very large part pay for this one though, so it depends how you view it.
They'll all eat similar money over time is my basic logic and by the time much has been refreshed and replaced by the time they're 25 years old, the mileage is far less relevant than condition.
That one lacked the sports seats of this one, which were a must once I'd tried them and it also had full EDC suspension, rather than the relatively simpler and less potentially costly LAD self-levelling that this one has. It was also running the metric rims and TRX GTs referred to earlier.
Ultimately it's a case of swings and roundabouts of many ponderable factors, but decisions were made at the time for reasons that made sense at that time - before things changed.
I have missed that car greatly in the almost two years since we parted ways and it has since passed on again to pastures new. By now there's the possibility it's in a less than ideal state too - I doubt it and hope not, but who knows?
thebrush8 said:
Are you on the7seriesregister.co.uk ?
I am, but am a fairly infrequent visitor there, but will no doubt pop up more as I start fighting the bork gremlins - the guys there have helped address a couple of minor annoyances and queries already. I may well duplicate the thread there too as I don't know how much cross-pollination there is between there and here. Due to my work schedule, updates to this thread will not be especially frequent, but will most likely be longer and more detailed in stages as and when I can spare both decent chunks of time and money so as to show a decent bit of progress at each stage. I will document events and costs at every step though in the vehicle's PH blog in my profile though.
bmthnick1981 said:
Len you should consider making this chap an offer for his wheels;
http://www.ebay.co.uk/itm/BMW-750I-v12-/1906557772...
In need of a refurb but once done would set your car off a treat.
Indeed, thanks. Duly added to watch list, could almost be worth it for the wheels and spare bits alone. http://www.ebay.co.uk/itm/BMW-750I-v12-/1906557772...
In need of a refurb but once done would set your car off a treat.
I did like: "engine runs in limp mode... engine runs like a dream".
Yeah, a f
king scary dream In reality, both the trans prog error and limp mode could be sypmtomatic of merely having been left unused for a length of time and low battery charge.
Infrequent use seems to be the primary cause of bork in these things, as experience with four E32s and three E38s tells me. Use them daily and they're fine, requiring "only" fuelling. Use them much less and they punish you.
I've done little more on mine since posting this thread than buying a battery charger/conditioner, charging the battery fully (as it had been out of the car and in the house since the end of Sept), sticking it back in the car, starting her up and letting her run up to temperature and the vital fluids to circulate etc.
Thankfully she started on the button and one the Digital Motor Electrnics had been through their various cycles, ran as well as she ever has done and the suspension system pressurised itself and rose to a level stance as it should have although the pump that it shares with the steering and braking systems was a bit noisy upon turning the wheel and pressing the brake pedal, so that will need attention as a priority, along with repairing the leaky fuel tank. Replacement I thought about only as long as it took me to find out how much a new one costs, £680 plus VAT and fitting!
I can tell, that and I supplied much of it
The saving grace is that E32 tanks are more accessible than E38s. Bumper and two straps, no need to drop exhausts, subframes or the prop to get to it all.
I think it has gone at the usual point of where the filler neck joins the main tank, so that'll get patched up and I'm thinking of some sort of plastic/resin coating for the rest of the outer.
Thereafter, rusting from the inside out can be mitigated by storing it with the tank full (which I used to with my previous Sevens), rather than empty as I foolishly did this time.
The saving grace is that E32 tanks are more accessible than E38s. Bumper and two straps, no need to drop exhausts, subframes or the prop to get to it all.
I think it has gone at the usual point of where the filler neck joins the main tank, so that'll get patched up and I'm thinking of some sort of plastic/resin coating for the rest of the outer.
Thereafter, rusting from the inside out can be mitigated by storing it with the tank full (which I used to with my previous Sevens), rather than empty as I foolishly did this time.
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