My stop gap - 1998 BMW 840Ci Sport Individual
Discussion
After seeing my first E31 about 18 years ago - without really knowing it was a BMW - I knew I'd have to get one. I got close to buying one about 5 years ago but with one thing and another, I shelved the plan.
After selling my Alpina B3, I realised I was without a car to get me to my annual trip to the Nuerburgring as my daily driver would be useless and my other Alpina is in the middle of some intensive engine work which meant it wouldn't be ready in time.
Whilst it would have been easier (and far more sensible) to get a car better suited to tearing around the Nordschleife, I figured it was time to get myself into an 8.
I'd been following the market quite closely for the last few years and prices have climbed in the last 3 years in particular. I wanted to get a late Sport that hadn't been messed with. Mileage was largely irrelevant and I was happy to take on a higher mileage car that showed signs of regular use as I don't like overly pampered cars as they tend to have their own problems.
After taking a look at several cars (inevitably, miles away from me) that appeared great in the adverts as well as on the surface, I soon became disheartened with them close up. After looking at more expensive cars, they weren't much better.
This was far from inspiring, so, I reverted to a classified ad on ebay that I'd largely ignored for a few weeks. It was relatively close to home so figured it was worth checking out.
After a bit of organisation, I got myself to Coventry for a test drive. There was quite a decent service history and receipts for a lot of very recent work including a full cooling system overhaul. Good news.
After the car cover was peeled back, I was semi-hooked already. The paintwork was in excellent order and whilst there were signs of wear to the drivers seat which is mandatory on BMW seats, it was still very firm and the interior still had the new car smell and feel which was at odds with the 150k on the clock. This was more like it.
A test drive illustrated that the car was in very good shape indeed - save for a shimmy up front. However, the car was runing on E39 rims so this was easily explained away. As the rest of the feel from the suspension was very much in order, I was safe in my prognosis that the shimmy was influenced by the difference in hub size.
I left with a handshake to consider what I'd want to do. Getting new wheels and tyres would certainly bump up the spend (particuarly with what I wanted to fit) so I had to have a good think.
After a few phone calls over the following days, a deal was struck and on May 17th I went to pick it up. This is how it looked.
Finished in Estoril Blue Metallic with piped Silver Gray interior sports seats and alcantara headlining from BMW's Individual programme, the spec sheet is as follows:
M SPORTS PACKAGE 782 M LT/ALY WHEELS SYSTEM II
401 SLIDING/VENT ROOF, ELECTRIC 812 ENGLAND VERSION
416 SUNBLINDS 850 ADD FUEL TANK FILLING FOR EXPORT
423 FLOOR MATS, VELOUR 863 EUROPE/DEALER DIRECTORY
428 WARNING TRIANGLE 877 DELETION CROSS-OVER OPERATION
431 INTERIOR RR VW MIRROR W AUT ANTI-DAZZLE 880 ENGLISH/OWNERS HANDBOOK/SERVICE BOOKLET
459 SEAT ADJUSTM., ELECTR. W MEMORY F DRIVER
481 SPORT SEATS F DRIVER/FRONT PASSENGER
500 HEADLIGHT WASHER SYS/INTENSIVE CLEANING
528 AUTOMATIC AIR RECIRCULATION CONTROL(AUC)
669 RADIO BMW BUSINESS RDS
676 HIFI LOUDSPEAKER SYSTEM
694 PREPARATION FOR CD CHANGER
704 M SPORT SUSPENSION
710 M LEATHER STEERING WHEEL
715 M AERODYNAMICS PACKAGE
775 INDIVIDUAL ROOF-LINING ANTHRACITE
The addition of an Alcantara roof trim was very welcome and really suits the plush feel of the car. As you can see, the original wheels (M Tech System II) were missing so this needed to be rectified. Other than that, I just needed to give it a bit of a clean up and get out there to drive it.
After selling my Alpina B3, I realised I was without a car to get me to my annual trip to the Nuerburgring as my daily driver would be useless and my other Alpina is in the middle of some intensive engine work which meant it wouldn't be ready in time.
Whilst it would have been easier (and far more sensible) to get a car better suited to tearing around the Nordschleife, I figured it was time to get myself into an 8.
I'd been following the market quite closely for the last few years and prices have climbed in the last 3 years in particular. I wanted to get a late Sport that hadn't been messed with. Mileage was largely irrelevant and I was happy to take on a higher mileage car that showed signs of regular use as I don't like overly pampered cars as they tend to have their own problems.
After taking a look at several cars (inevitably, miles away from me) that appeared great in the adverts as well as on the surface, I soon became disheartened with them close up. After looking at more expensive cars, they weren't much better.
This was far from inspiring, so, I reverted to a classified ad on ebay that I'd largely ignored for a few weeks. It was relatively close to home so figured it was worth checking out.
After a bit of organisation, I got myself to Coventry for a test drive. There was quite a decent service history and receipts for a lot of very recent work including a full cooling system overhaul. Good news.
After the car cover was peeled back, I was semi-hooked already. The paintwork was in excellent order and whilst there were signs of wear to the drivers seat which is mandatory on BMW seats, it was still very firm and the interior still had the new car smell and feel which was at odds with the 150k on the clock. This was more like it.
A test drive illustrated that the car was in very good shape indeed - save for a shimmy up front. However, the car was runing on E39 rims so this was easily explained away. As the rest of the feel from the suspension was very much in order, I was safe in my prognosis that the shimmy was influenced by the difference in hub size.
I left with a handshake to consider what I'd want to do. Getting new wheels and tyres would certainly bump up the spend (particuarly with what I wanted to fit) so I had to have a good think.
After a few phone calls over the following days, a deal was struck and on May 17th I went to pick it up. This is how it looked.
Finished in Estoril Blue Metallic with piped Silver Gray interior sports seats and alcantara headlining from BMW's Individual programme, the spec sheet is as follows:
M SPORTS PACKAGE 782 M LT/ALY WHEELS SYSTEM II
401 SLIDING/VENT ROOF, ELECTRIC 812 ENGLAND VERSION
416 SUNBLINDS 850 ADD FUEL TANK FILLING FOR EXPORT
423 FLOOR MATS, VELOUR 863 EUROPE/DEALER DIRECTORY
428 WARNING TRIANGLE 877 DELETION CROSS-OVER OPERATION
431 INTERIOR RR VW MIRROR W AUT ANTI-DAZZLE 880 ENGLISH/OWNERS HANDBOOK/SERVICE BOOKLET
459 SEAT ADJUSTM., ELECTR. W MEMORY F DRIVER
481 SPORT SEATS F DRIVER/FRONT PASSENGER
500 HEADLIGHT WASHER SYS/INTENSIVE CLEANING
528 AUTOMATIC AIR RECIRCULATION CONTROL(AUC)
669 RADIO BMW BUSINESS RDS
676 HIFI LOUDSPEAKER SYSTEM
694 PREPARATION FOR CD CHANGER
704 M SPORT SUSPENSION
710 M LEATHER STEERING WHEEL
715 M AERODYNAMICS PACKAGE
775 INDIVIDUAL ROOF-LINING ANTHRACITE
The addition of an Alcantara roof trim was very welcome and really suits the plush feel of the car. As you can see, the original wheels (M Tech System II) were missing so this needed to be rectified. Other than that, I just needed to give it a bit of a clean up and get out there to drive it.
very nice!! - hope its a good un and doesn't turn out to be a money pit.. I always thought these suffered from electric gremlins that were often costly and this is why I was generally put off them.
It does look fantastic in EB with the interior!! - with regards to the leather - you should invest in some Gliptone Liquid Leather - the stuff works wonders on worn leather seats -here's a before and after picture of a black leather interior i put into my wife's old E36 Compact a few years back (it was still like new when we got rid of it!):
Here's a link to a guide I pulled together for it: LIQUID LEATHER GUIDE
Hope this helps!!
It does look fantastic in EB with the interior!! - with regards to the leather - you should invest in some Gliptone Liquid Leather - the stuff works wonders on worn leather seats -here's a before and after picture of a black leather interior i put into my wife's old E36 Compact a few years back (it was still like new when we got rid of it!):
Here's a link to a guide I pulled together for it: LIQUID LEATHER GUIDE
Hope this helps!!
Thanks for the link. I've been using liquid leather for about 9 years or so. It really is very good stuff.
I have a bit of a thing for BM's so I tend to experience the bolster issue quite a bit.
May 21st 2013
After a few days or poor weather, I get the chance to give the car a degrease, clay and quick wash which highlighted quite a bit of fallout on the paintwork. Even after the small effort made so far, the colour is coming to life which helps accentuate the lines of the car and those fantastic, bulged arches.
I also set about the rectification of the front end shimmy. I've 'borrowed' the wheels from my B10 (which is resting in my garage) as the tyres are the perfect size. A quick test drive reveals my initial diagnosis was correct.
It's taking a while to get used to the heft and size of the 8er but it's tight and responsive which helps me get to grips with it.
Whilst the wheels look good, I need to get some 'Throwing Stars' sorted. These are quite sparse on the market and generally in very poor condition. As it happens, I manage to find a set that have been recently refurbished.
First up, though, is a trip to RAF Cosford for the Breakfast Club. My mate - equipped with an E46 M3 joins me for a nice backroad blast through the countryside on a lovely morning for some early morning bacon and metal.
Whilst the car is just a touch too big for a lot of country lane shenanigans, it does inspire confidence in you on pretty much all but the tightest of corners where you really need to scrub the speed off before the front end washes away in a wave of understeer. Nevertheless, it's a cracking drive and it's good to feel how the car reacts when under duress. That's until we're 5 minutes away from the meet.
Pumelling down the M54, there is noticeable steam coming out from the back of the car. When I pull up the slip road, I can see steam escaping from the bonnet around the light units. Arse.
The temp gauge is happy as is the engine so I nurse it to the car park - somewhat embarrassingly - with steam and water leaking everywhere.
As it's the first real drive I've had with the car, I figure it's a loose hose or clip following the recent cooling system work. I think about all possible eventualities over breakfast and decide to investigate further once things have cooled down a little.
After an hour or so, I start topping up the water. It takes about two litres before I notice it leaking on the floor. The good thing is that it hasn't lost much. The bad thing is that it's coming from the back of the engine and I have no tools with me. I then suffer the indignity of calling out the AA.
Cut a long story short, a pressure test confirms a leak from the rear so it's time to get a low-loader to ferry me home.
Once I get back, I start stripping down the various cowling and components from the engine to access the rear hoses which feed the heater control valve...
I have a bit of a thing for BM's so I tend to experience the bolster issue quite a bit.
May 21st 2013
After a few days or poor weather, I get the chance to give the car a degrease, clay and quick wash which highlighted quite a bit of fallout on the paintwork. Even after the small effort made so far, the colour is coming to life which helps accentuate the lines of the car and those fantastic, bulged arches.
I also set about the rectification of the front end shimmy. I've 'borrowed' the wheels from my B10 (which is resting in my garage) as the tyres are the perfect size. A quick test drive reveals my initial diagnosis was correct.
It's taking a while to get used to the heft and size of the 8er but it's tight and responsive which helps me get to grips with it.
Whilst the wheels look good, I need to get some 'Throwing Stars' sorted. These are quite sparse on the market and generally in very poor condition. As it happens, I manage to find a set that have been recently refurbished.
First up, though, is a trip to RAF Cosford for the Breakfast Club. My mate - equipped with an E46 M3 joins me for a nice backroad blast through the countryside on a lovely morning for some early morning bacon and metal.
Whilst the car is just a touch too big for a lot of country lane shenanigans, it does inspire confidence in you on pretty much all but the tightest of corners where you really need to scrub the speed off before the front end washes away in a wave of understeer. Nevertheless, it's a cracking drive and it's good to feel how the car reacts when under duress. That's until we're 5 minutes away from the meet.
Pumelling down the M54, there is noticeable steam coming out from the back of the car. When I pull up the slip road, I can see steam escaping from the bonnet around the light units. Arse.
The temp gauge is happy as is the engine so I nurse it to the car park - somewhat embarrassingly - with steam and water leaking everywhere.
As it's the first real drive I've had with the car, I figure it's a loose hose or clip following the recent cooling system work. I think about all possible eventualities over breakfast and decide to investigate further once things have cooled down a little.
After an hour or so, I start topping up the water. It takes about two litres before I notice it leaking on the floor. The good thing is that it hasn't lost much. The bad thing is that it's coming from the back of the engine and I have no tools with me. I then suffer the indignity of calling out the AA.
Cut a long story short, a pressure test confirms a leak from the rear so it's time to get a low-loader to ferry me home.
Once I get back, I start stripping down the various cowling and components from the engine to access the rear hoses which feed the heater control valve...
Edited by Frances The Mute on Thursday 25th July 17:43
27th May – 1st June 2013
I leave early for a drive to Cheshire to pick up my new wheels before heading back and stripping the engine down further.
After an hour or so, I’m left with this.
In the process, I notice that whilst there are a lot of new parts from the cooling system overhaul, some corners have been cut which I’m not happy about. Re-using old gaskets, anyone? However, there's no sign of any perished pipes or loose fixings. Hmmmm.
I’m happy in a way as this is definitely one area that I don’t want any ambiguity or weakness – especially after severely injuring my beloved E36 328 touring on the Nordschleife the year before last due to water pump failure.
It also gave me the opportunity to check the oil breather pipes as these are notoriously troublesome on the M62 V8’s. It was a little gunged up but nothing too bad. Still, it felt good to soak everything and clean it all up prior to refitting.
With that in mind, I call up my local dealer and place an order for a box full of bits to ensure everything is as tight and fresh as it can be.
I get just enough time strip out the watermpump to fit a few bits before I’m out of the country for three weeks on business. Bummer.
I leave early for a drive to Cheshire to pick up my new wheels before heading back and stripping the engine down further.
After an hour or so, I’m left with this.
In the process, I notice that whilst there are a lot of new parts from the cooling system overhaul, some corners have been cut which I’m not happy about. Re-using old gaskets, anyone? However, there's no sign of any perished pipes or loose fixings. Hmmmm.
I’m happy in a way as this is definitely one area that I don’t want any ambiguity or weakness – especially after severely injuring my beloved E36 328 touring on the Nordschleife the year before last due to water pump failure.
It also gave me the opportunity to check the oil breather pipes as these are notoriously troublesome on the M62 V8’s. It was a little gunged up but nothing too bad. Still, it felt good to soak everything and clean it all up prior to refitting.
With that in mind, I call up my local dealer and place an order for a box full of bits to ensure everything is as tight and fresh as it can be.
I get just enough time strip out the watermpump to fit a few bits before I’m out of the country for three weeks on business. Bummer.
Hey Andy - long time no speak.
I did plan on taking it to Gaydon but I'm away on holiday.
I did plan on taking it to Gaydon but I'm away on holiday.
SVX said:
Probably my favourite BMW shape (this coming from a self-confessed Mercedes addict).
Hope that the OP can get her back together - 3 weeks away? O&G by any chance?
I'll be on my way this time next week. What's O&G?Hope that the OP can get her back together - 3 weeks away? O&G by any chance?
ImDesigner said:
Lovely car, great colour but the spoiler has to go IMO.
I've had some difficulty in resolving that in my mind, too.I'm very much a fan of the spoilerless look on the E31, but as it's original, I don't know if I want to mess with it. That and the fact I'd need to do a proper job have the boot panel welded and resprayed.
I will be taking care of some small areas so the bodyshop is on standby for the middle of August, anyway. I have a few weeks to think about it more.
21st June 2013
I'm finally home so I can crack on with finding the source of the leak.
I've checked and double-checked all hoses and fixings, refitted the waterpump and metal auxillary pipework with new gaskets and bolts and a basic fit of the radiator.
I fill up the cooling system and all looks well. I pop into the garage to get some other tools and notice some water collecting on the floor. Arse.
A quick check of all areas confirms that all replaced parts are fine. However, I find this.
I'm not sure how I missed this before but there is a small hole in the casting for the lower timing case. I've never seen this sort of problem before. Granted, it's close to thread where a fixing for the waterpump goes, but given the accuracy and quality of BMW parts, I find it very unusual.
After considering a few options, I decide to remove the waterpump (again) before cleaning up the area and sealing it with chemical metal.
I'd pre-made and hardened a small conical-ish piece which I essentially use as a mushroom plug and
fix it in place with a fresh mix. It needs a few hours to fully cure so I elect to leave it overnight.
22nd June 2013
Eager to get everything refitted and get back on the road, I make an early start.
The repair is rock solid so I fill the system back up again. No leaks! I head back into the garage to start collecting the injectors, injector rail etc to start putting everything back together. Guess what? I come out to find another pool of water on the floor.
Feeling vexed after checking everything again, I get under the car to see where it's coming from as it's all dry up top.
The water is coming through the bell housing. Safe in the knowledge that everything I've done thus far is solid, I need to think a little more laterally.
It's at this point I lift the plastic cowling that covers the valley pan. It's full of water. As the job of the valley pan is to keep water on the inside of the engine to cool it, it's clear something has been breached.
Water is flowing from under the pans surface into the gallery around the pan and through a small drain hole at the back of the block which explains the water coming through the bell housing. It's ben a ballache of a job and it's had a few twists along the way, but at least I've finally found the source of the leak.
BMW M62 owners - take note!
A quick review of RealOEM shows that the valley pan comes with a semi-viscous gasket fitted. I've no problem with spending money on my cars to fix them, but this seems quite wasteful when the valley pan is a non-moving part.
I decide to pick up some Loctite gasket which is over and above the quality of the OE stuff and set about removing the valley pan to clean it up and crack on with putting the car back together. Then it gets interesting!
Here's where the gasket has 'failed'.
Doesn't look too bad, does it? Infact, I think it would hold up quite well even though it's clearly tired.
I start to examine the valley pan prior to cleaning it up for the new gasket...
...is that a hole?
Yes, yes it is.
Here's some more corrosion in another area.
A colleague reckoned it could be as a result of cavitation. I doubt it very much given it's in two specific areas. It's more likley as a result of corrosion from cheap coolant which is one of the reasons I only use BMW coolant in my cars.
I give my local dealer a shout to get me one. Lo and behold, they can get one by lunchtime. That's less than 2 hours away. Spot on!
Sure enough, I drive over to collect it and it's waiting for me, looking all shiny and new.
Of course, to get it out, I need to remove the waterpump, AGAIN, so I can remove the coolant pipes that run to the auxillary pipes at the rear of the engine so that's another new gasket.
After another hour of removing items, cleaning them up and refitting, it's time to fill the system up again to confirm that I have indeed solved the leak. Guess what?
I'm finally home so I can crack on with finding the source of the leak.
I've checked and double-checked all hoses and fixings, refitted the waterpump and metal auxillary pipework with new gaskets and bolts and a basic fit of the radiator.
I fill up the cooling system and all looks well. I pop into the garage to get some other tools and notice some water collecting on the floor. Arse.
A quick check of all areas confirms that all replaced parts are fine. However, I find this.
I'm not sure how I missed this before but there is a small hole in the casting for the lower timing case. I've never seen this sort of problem before. Granted, it's close to thread where a fixing for the waterpump goes, but given the accuracy and quality of BMW parts, I find it very unusual.
After considering a few options, I decide to remove the waterpump (again) before cleaning up the area and sealing it with chemical metal.
I'd pre-made and hardened a small conical-ish piece which I essentially use as a mushroom plug and
fix it in place with a fresh mix. It needs a few hours to fully cure so I elect to leave it overnight.
22nd June 2013
Eager to get everything refitted and get back on the road, I make an early start.
The repair is rock solid so I fill the system back up again. No leaks! I head back into the garage to start collecting the injectors, injector rail etc to start putting everything back together. Guess what? I come out to find another pool of water on the floor.
Feeling vexed after checking everything again, I get under the car to see where it's coming from as it's all dry up top.
The water is coming through the bell housing. Safe in the knowledge that everything I've done thus far is solid, I need to think a little more laterally.
It's at this point I lift the plastic cowling that covers the valley pan. It's full of water. As the job of the valley pan is to keep water on the inside of the engine to cool it, it's clear something has been breached.
Water is flowing from under the pans surface into the gallery around the pan and through a small drain hole at the back of the block which explains the water coming through the bell housing. It's ben a ballache of a job and it's had a few twists along the way, but at least I've finally found the source of the leak.
BMW M62 owners - take note!
A quick review of RealOEM shows that the valley pan comes with a semi-viscous gasket fitted. I've no problem with spending money on my cars to fix them, but this seems quite wasteful when the valley pan is a non-moving part.
I decide to pick up some Loctite gasket which is over and above the quality of the OE stuff and set about removing the valley pan to clean it up and crack on with putting the car back together. Then it gets interesting!
Here's where the gasket has 'failed'.
Doesn't look too bad, does it? Infact, I think it would hold up quite well even though it's clearly tired.
I start to examine the valley pan prior to cleaning it up for the new gasket...
...is that a hole?
Yes, yes it is.
Here's some more corrosion in another area.
A colleague reckoned it could be as a result of cavitation. I doubt it very much given it's in two specific areas. It's more likley as a result of corrosion from cheap coolant which is one of the reasons I only use BMW coolant in my cars.
I give my local dealer a shout to get me one. Lo and behold, they can get one by lunchtime. That's less than 2 hours away. Spot on!
Sure enough, I drive over to collect it and it's waiting for me, looking all shiny and new.
Of course, to get it out, I need to remove the waterpump, AGAIN, so I can remove the coolant pipes that run to the auxillary pipes at the rear of the engine so that's another new gasket.
After another hour of removing items, cleaning them up and refitting, it's time to fill the system up again to confirm that I have indeed solved the leak. Guess what?
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