1971 - 1973 BMW 3.0 CS Coupe

A Lifelong Quest Continues

Today Im forty. What a thought. Sitting up the other night on the laptop, writing yet another piece on a new car vying for our collective attention, a Silver Years life insurance TV commercial caught mine. In bold print the words "IF YOU WERE BORN BETWEEN THE YEARS 1918 and 1963" flashed across the screen reminding me that Im now part of the aging demographic that needs to think about such things.

I couldnt help let my mind slip back to a simpler time, of youth and carefree obsessions, music, cars and girls, usually in that order as the first two most often brought plenty of the latter. I fell hard for a few, and I wonder now and then where they are and how theyre doing. Being happily married I cant just take off and find out.

One of my first automotive loves was a particularly beautiful BMW 3.0 CS that I effectively drooled all over at a used car lot. My Dad was with me at the time, and we both fell in love with it. Fjord blue metallic paint, deep blue leather seats and just the right amount of real wood on the dash and door trim, it was gorgeous.

At the time my Dad either didnt have the money or was too intelligent to buy something that frivolous while attempting to raise three kids. Either way, it wasnt to be.

As I grew older I kept clippings of E9 coupes - their BMW code name - that I found in magazines. I pasted them on my schoolbooks and stared at them when I was supposed to be listening to my teachers. While it is possible I could have afforded one by now if I had only paid attention in class, that wasnt to be either. Other than Ferraris and Porsches, the average supercars that kids dream about, the CS and a certain Maserati Mexico, that I later purchased, were two that I wanted above all others.

When I reached the age of maturity (and what is that for guys anyway?), I set out to find the car of my dreams. As I soon figured out, it would be no easy task. The first 3.0 CS that I looked at was painted silver and gray two-tone with a hot red leather interior. The color combination wasnt exactly what I wanted but I investigated its condition nonetheless.

This is when I learned of my dream cars one fatal character flaw - rust. It was so corroded underneath that the floorboards were just that, boards! How can something that appears so beautiful on the outside be so corrupted under the skin? Many a person has asked this same question soon after uttering the words "I do", but I digress.

Fortunately even at my young age, I had the good sense to run as fast as I could in the opposite direction of this car. Having had a previous fling with a black on red 64 Mercury Montcalm coupe that literally split in half while on a hoist, I knew this 3.0 CS was way beyond my ability (technically or monetarily) of resuscitation. And more, it was much too extravagantly priced to justify having someone else do the work. In retrospect, my choice was a wise one. The car sat in the very same spot for an extremely long time. Obviously, others felt as I did.

Soon after an ad appeared in the local paper for a 3.0 in excellent shape for what I thought to be a reasonable $4,000. Even though I didnt have quite that much available, I decided to go take a gander. One look and I was head over heals! Its light blue paint and dark blue leather hides were exactly like the one that got me hooked way back in my youth. I climbed inside and out, unconcerned with the gaping hole of what used to be metal in the trunk, and went through a thousand creative purchasing scenarios in the space of 20 minutes.

Choosing not to pass up the opportunity to finally get behind the wheel of the car Id been dreaming about for more than 20 years I jumped into the drivers seat, turned the ignition key and thrilled at the 3.0-L inline 6-cylinders blatting exhaust note. Pulling down the alley and out onto the street, the clutch surprisingly well modulated for a 1973 model year car, I feathered the accelerator to get a feel for its sponsiveness. Immediately the car shot forward, all 180-hp raring to charge at my command.

Once fully warmed, I commanded. I had read that when new the coupe was capable of reaching 60 mph in only 8 seconds, and it didnt seem like it took much more than that as it roared to 6,500 rpm, even though the speedometer showed 72,000 miles. BMWs 3.0-L engine offers up quite a bit of torque too, causing little need to shift up and down through the gears for the desired output. Power is simply there when called upon.

One thing I especially like about the BMW 6-cylinder is that parts are easy to find. BMW built a lot more Bavaria sedans that use the same block and most of the coupes engine parts. I owned a 74 Bavaria 3.0S, which was basically a CS mechanically. These cars can be purchased for a song, rolling warehouses of spare parts. There are many that have upgraded to newer 3.5-L engines as theyre even easier to come by. The benefits of the larger displacement mill are obvious, while they supposedly bolt right into place and pose no disconcerting weight penalties. I even know of a fellow who dropped an M5 engine and brakes into his CS coupe - now thats more like it.

But Im getting ahead of myself. The wear of the leather drivers seat and rubber pedals of the car I was driving looked like the 72,000 miles were original, not too new but then again not falling apart, and the owner further swore on it. The 3.0 CS has a superbly crafted interior, incorporating high-grade materials and surprisingly intuitive controls - excepting the backwards placement of the turn signal. Theres plenty of room inside, front and back, and headroom shouldnt be too much of a problem for taller occupants if in the front, even with the sunroof in place which was the case for this example.

Even more impressive than the ergonomically designed interior was the cars superb driving dynamics. At that point I had owned a variety of newer Audis and BMWs, and the CS was at least as well sorted as these. I was amazed at its nimble character, how connected to the road it felt. The steering, though not rack-and-pinion, was precise with virtually no dead spot. In truth, its balance was so predictable I found myself tossing it about tight corners with an ease of familiarity, as if wed been good friends since time immemorial. But then, while I hadnt yet experienced it in the flesh, I had digested so much written material on the car up to this point its no wonder I felt at home.

I did everything I could to raise the necessary funds to purchase this car, yet try as I did it too wasnt to be. The exercise wasnt fruitless however as I was able to arrive at the conclusion that the CS was a car I could easily drive every day, as many of its owners do. And now owning one, if previously only a dream, had become an obsession.

Every week I scanned the Auto Trader and newspaper classifieds, but only a few coupes looked worthy of a closer look. I went to see these and the majority sounded better than they actually were. I eventually found an ad in a local paper for a one-owner example. The same doctor who originally purchased it in 1971 was attempting to sell it to me in 1996. Again it was a blue on blue example yet this time it wasnt so perfect. The rocker panels and strut towers were rusted through. The bottoms of the doors and fenders (just over the wheel wells) were also perforated.

To add insult to injury the owner had recently backed into a fence and dented the complex curve at the passenger-side rear corner, just above the tail lamp. I debated over purchasing this car for quite some time. What would I regret more - buying it or not buying it? I played with the numbers, got a few estimates and played with the numbers again. In the end it just didnt feel right. As much as I wanted a 3.0 CS coupe, this car didnt make financial sense. The search continued.

A year or so later, while living in a sleepy seaside community outside of Vancouver, I saw a rusty, moldy 1971 2800 coupe in a garage just up the road. He offered it to me for $500. I figured it might be good for parts if I could find somewhere to store it. Just at the same time, another 2800 coupe showed up on the other side of town for $2,000. What a coincidence, it must be an act of God or something. For just under $1 per cubic-centimeter (a good price by any standard) the 2800CS wasnt in bad shape. It was missing many of the parts that were still somewhat attached to the donor car, and with a little TLC (OK a lot of grueling work) it could be coaxed into shape.

There were only a few drawbacks. First of all it was a 2800 and I had my heart set on a 3.0-liter. This 2800 didnt have a sunroof and only a cloth interior. Also 2800 coupes came with rear drum brakes instead of discs. Although affordable it was still a major undertaking, and after all the work that would be required to make it roadworthy I wouldnt end up with what I had been wanting in the first place. I reluctantly walked away yet again.

By now it might appear that Im commitment-phobic, but I attest to having had two marriages, two children, a few employees and even a money-sucking Maserati that prove otherwise - but I digress once again.

Since the 2800 Ive seen a few fine examples for sale. Unfortunately their proud owners were asking more money than I could afford (usually $12,000 to $20,000) and debatably more than they were worth. I have to admit that my dream has been blurred over the last few years from the realities of life. Recently however, I was pleasantly surprised to see a 3.0CSi being driven by Andy Garcia in the film "When a Man Loves a Woman" - Meg Ryan and a 3.0 CSi, lucky dog. My desire for the elusive CS has been re-ignited once again.

This time Ive learned what to look out for and will gladly pass this half lifetime of information onto you if you too, are looking for the perfect CS. Like in all old cars check the dipstick to make sure that the oil and water havent mixed, this may mean a blown head gasket.

While older BMW valves can be a tad clattery, a rattling top end could mean the tappet adjuster cams may be out of adjustment. Look for a noisy cam, or excessive over-run smoke. It also should be mentioned that Zenith carbs are typically a challenge to set up but usually run well once tuned.

The coil springs can crack too, while new shocks can make drastic improvements to ride and handling. The power steering might need a check as well, especially if vague at center. Depending on the miles the syncro may be weak on original gearboxes. When the brake discs become too thin the servos can fill with brake fluid. The diff mounting bushes are also prone to wear. Also, beware of cars that have been sitting for too long without being driven. While the mileage may be low the corrosion and need for immediate parts replacement can be costly.

Last but hardly least, even if it looks gorgeous on the outside poke around under the floor mats, under the trunk carpeting, the strut towers, lower doors, and especially the rocker panels where they join the fenders, front and rear, for rot. Rust is the worst and most costly enemy of any CS, and these areas are particularly prone.

But after all is said and done the question still remains, will I ever find a BMW 3.0 CS that is right for me at the same moment in time that I have the money necessary to make the right deal for its owner? That one I cant answer, but Im leaning towards spending more for a car someone else has devoted time and money to rather than finding a fixer-upper. Its usually cheaper in the long run.

On the other hand, if by chance youd like to assist me in my quest theres still time to tie a bow atop a nice 3.0CS and deliver it to my garage. It would make a wonderful fortieth birthday present dont you think? A 5-speed manual would be best and Id take a CSi instead of a CS if necessary. Why only a 1971 to 1973 model when BMW made the coupe right through to 75? I like the smaller chrome bumpers better. Oh yes, silver, gray or any shade of blue would also be appreciated. Heck Ill take any shade of any color, just not rust.