BMW Bavaria
Sports sedans are big business in today's automotive world. Most automakers offer some sort of sporty sedan, ranging from the European executive luxo-liners, to stylish entry-level sports sedans, to high-horsepower family sedans, to purposeful-looking Kias. Today's high-performance sedans can accelerate and corner like sports cars while carrying four adults in comfort and style, and as a result they're wildly popular.
BMW is of course at the epicenter of the sports-sedan phenomenon; with its 3-, 5-, and 7-series sedans it sparked the rise of sports sedans as status symbols in the 1980s, and those sedans are still held up as the gold standards of their collective classes even today. Audi, Acura, Infiniti, Lexus, Jaguar, and Mercedes all make excellent sports sedans, but they are invariably compared to BMWs. When those automakers go back to the drawing board, BMW is invariably the target in the crosshairs. BMW is to the sports sedan market what Lear is to executive jets and what Rolex is to high-end watches--if not always the best in class, always excellent and revered even by the hoi polloi.
Let's rewind to the early 1970s and to the BMW Bavaria--the car that I would argue served as at least a partial foundation for the proud BMW sports-sedan tradition and, by extension, today's obsession with European-style high-performance sedans. When the Bavaria appeared in the United States in the early 1970s, most high-end sedans were either opulent American luxo-barges or severe but unsporting European bank vaults. Straight-line performance in sedans was found primarily in association with large engines and a reluctance to turn; agility was found primarily in small, light cars that had a reluctance to accelerate.
The Bavaria and its confusingly named E3 sedan siblings--the 2500, 2800, 3.0S, and 3.0Si--was much more like what we would recognize as a modern sports sedan. If the much-revered BMW 2002 and 20002tii were the antecedents of today's BMW 3-series, the Bavaria was an Ur-5-series. And just as the 5-series sedans and 6-series coupes have always been closely related, the E3 sedans were sedan versions of the E9 coupes.
If BMW's E9 series nomenclature doesn't ring any bells, E9 describes the gorgeous, athletic 3.0CS and 3.0CSL coupes that combined the turbine-like power of the BMW straight-six with lithe lines and a glorious racing heritage. That same car, with two extra doors, made for an awfully modern sports sedan. The Bavaria's sedan profile wasn't quite as sultry as the coupe's, but it shared the same gorgeous front end, finely detailed proportions, a four-speed manual, the legendary BMW six and an athletic, fully independent suspension that provided what Car and Driver called "sensual pleasure."
The differences between the 2500, 2800, 3.0S, 3.0Si, and the Bavaria were largely minor; for the most part those models differed in engine displacement, year of manufacture, and trim. The Bavaria combined the largest available engine (a 3.0 liters for most of the model run) with a lower level of interior trim and a more straightforward name, which meant that it offered the vast majority of the available goodness for less than the magic $5,000 threshold. As a result of the model's popularity, most of those who remember the E3 sedans at all often refer to all E3s as Bavarias.
High-performance straight sixes are a BMW signature, and the Bavaria's M30 straight six is no exception; it debuted in the E3 sedans and E9 coupes in 1969 and was in production as late as 1994. Given the fact that it was still a world-class engine in the mid-1990s, it should be no surprise that the Bavaria's six was an absolute revelation in the early 1970s. Road & Track called it a jewel and the best six-cylinder engine in the world. In 1971, the six put out 192 horsepower and 200 pound-feet of torque and pushed the Bavaria from 0-60 in 9.3 seconds. Those numbers don't seem that impressive today, but at the time that was real speed; faster acceleration required a V-8 of about twice the size.
Despite its combination of practicality and performance, the Bavaria is less well-known today than its 3.0CS and 2002tii contemporaries. Yet I would argue that the Bavaria should deserve at least equal credit with the 2002tii for helping make BMW known for sports sedans and for helping drive the sports-sedan segment in the United States.
The much-beloved 2002, after all, was a two-door car; its four-door 2000 doppelganger was not nearly as popular. The Bavaria, on the other hand, was a sports sedan in today's mold--a family-sized BMW with a classy interior, clean exterior proportions, and world-class performance. It was a mature, muscular car equally as comfortable devouring hundreds of miles of autobahn at high speed as clipping apexes on alpine roads or driving four adults to the opera. Today's highly capable sedans can trace their inspiration all the way back to the Bavaria, and I for one am glad that they do.
When I was in the Boy Scouts in the early 1990s, one of my fellow scouts' dads drove a Bavaria. I had the pleasure of being chauffeured to some very rainy and god-foresaken spots in that elegant 1970s BMW. Happily, my nascent automotive tastes were at that point just coming to appreciate 1970s European iron. I didn't totally understand the Bavaria yet, but I made sure to treasure every moment I spent around that car--even the times when I was cold, miserable, sore, and just wanted to go home. Ever since that time, I have daydreamed about owning a Bavaria someday.
Happily, unlike most of my dreams, this one is not completely out of reach. Collectors have not yet driven Bavaria prices up as they have with the 3.0CS coupes; the gorgeous 1973 Bavaria pictured here was featured on Bring a Trailer two years ago and sold for only $4,300. Even with an automatic transmission, that's a pittance for a gorgeous example of an increasingly rare and historically significant sports sedan.
Thanks to BaT for the link and the pictures, and to Wikipedia, my old car magazine archives, and the impressively named BMW Bavaria Defense Mechanism for some background information.
--Chris H.
Preston Earle on August 18, 2010 at 08:23 AM
I drove a 1973 Bavaria from about 1975 to 1977. I wish I remembered it as favorably as others do. It was a nice car and led to a pleasant relationship with other BMW owners in the local chapter of BMWCCA. I sold my 1973 Corvette when I got the Bavaria, and I sold the Bavaria when I acquired a 1972 MB 450SEL (which is another story). I liked both cars better than the Bavaria, which I thought was over-rated. I did like the color however: http://www.flickr.com/photos/24804363@N00/4904764188/in/set-72157602097937305/ .
Blahs on August 18, 2010 at 02:22 PM
If only they were more reliable....
Shawn on August 18, 2010 at 04:06 PM
I do love the Bavaria and I seem to get all tingly on the (rare) occasion that I see one. There really aren't many left, rust ate these alive years ago. The E9 Coupes suffer the same malady but have more widespread interest so they seem to get saved/restored. Just to give an idea of how bad it is, at last year's largest gathering of vintage BMW's in the U.S. there was not a single Bavaria present - even with "rarer" models such as an M1, 501, and 2002 Touring present.
If the rust didn't kill off all the Bavarias, engine problems certainly claimed their share as well. While the M30 is an awesome durable engine, it was still in it's infancy at that point. The cooling system in the Bavaria was quite inadequate and overheating/blown head gaskets were the norm.
I would argue that the Bavaria didn't begat the 5-series as much as it did the 7-series. The E23 7 was its' direct replacement and the Bavaria was a larger car than the orginal E12 5-series. Every time I consider hunting a Bavaria, I start thinking an E23 745i Turbo seems to be a more sensible choice, but that's another post for another day.
Preston, the Verona Red was a beautiful color, I agree.
Pat Patterson on August 19, 2010 at 12:26 PM
I had read about the upgraded engine in the '72 Bavaria and thought it would be ideal for my father who was still driving eith his old '57 Fairlane or my 356. I took him to the dealer and after the pitch and a loaner for a few hours he was convinced that it was the car for him. That is until he noticed the price and basically said that he wasn't spending over $1000 on a new car period. Those guys from the Depression.
Whitehall on August 19, 2010 at 12:56 PM
Do the dash plastics crack like the ones in the 2002s?
Jay Wills on August 19, 2010 at 02:13 PM
Former '74 Bavaria owner (currently, '91 M5). 2x for the dependability/reliability comments. Fun car, when it ran.
Burt on August 19, 2010 at 02:46 PM
Didn't Alan Arkin's character drive one of these in "The In-laws"? Seems they painted flames on the hood.
JEM on August 19, 2010 at 03:29 PM
The E3 family was the first car I truly lusted over.
Other guys might have wanted their Corvettes, but I wanted the big German box.
Never have owned one, though I almost bought an E12 twice and we've got two E39s now.
And somewhere about halfway down the first page of my list of would-be project cars is an E3 with a GM LS3 crate motor in it.
I mean, an LSA would be nicer but I don't think the blower will fit under the hood.
And as nice as the old BMW sixes are, there's very few cars that can't be improved by application of a GM LS-family motor.
harkin on August 19, 2010 at 08:41 PM
Nice car but why did the heaters always smell like burnt maple syrup?
John Pierce on August 19, 2010 at 09:43 PM
I had a gold 1972 Bavaria. Yes, it overheated. Had driveline problems too - it seems they had this rubber donut right in the middle of the car to isolate the driveshaft and it was constantly self-destructing. Twin carburaters that were a bitch to tune.
But oh my lord, when it was running well it was spectacular! Handling was superb. Enough room for four *large* guys. GIANT trunk. Ate highway like a teenager eats pizza; with relish and in large amounts. I remember going on ski trips with 4 people in the car, luggage and skis on the rack, easily pop it up to 90-95mph and smoothly deliver us to the mountains all while getting 24 mpg.
Wish I still had it.
Greg on August 26, 2010 at 07:01 PM
Along these lines (classicly-styled German sedan) does anyone lust after the Audi 100 LS of the 70s? Reliability & performance aside.
radio on August 27, 2010 at 11:30 AM
Greg,
Re: Audi 100LS
We had a '76/'77 coupe, maroon with tan leatherette and auto trans. It was a fine car; enormous trunk; paint didn't fade and interior showed no wear after 90k plus miles. Going up a big hill you needed to shut A/C off to maintain momentum. Water pump @ 70k and several of the stainless braided pollution hoses running under the transaxle were the only unusual mechanical items....learned to create my own pollution hose with rubber fuel line for @$ 2 vs @$ 150 for the factory part out of emissions warranty coverage. Mine lasted @ 3 weeks before burning through, but I could slither under and change them w/o jacking the car; got to be fast as the Woods Bros. on that particular procedure!
2 motivators caused its departure: 1) it was my spouse's car and arrival of kid #2 meant a lot of inconvenient access issues with 2 car seats in the coupe and 2) even though it had been rustproofed it had developed soft spots by the front jacking points due to W PA winters and road salt; proper repair would cost as much as its greatly diminished book value due to CBS and the Audi acceleration scare. A new '83 Corolla sedan was its replacement....absolutely the most dependable car I've ever been associated with!
Midway through the Audi ownership experience is when I bought my used 3.0SiA.
Kevin MacNutt on February 18, 2011 at 10:08 AM
The E3 BMW's were not exact predecessors for the 5-series BMW. In Germany BMW introduced the 5-series in 1972 to replace the smaller 4-door sedan and original neue classe line which debut in 1962, the car the 2002 was based off of. It's confusing because in the US we did not get the 5-series until 1975 as a replacement for the Bavaria, although the more luxurious version of the Bavaria, originally known as the 2800 and later the 3.0s and 3.0si was replaced by the 7-series BMW as it was in Germany.
In Germany there was no Bavaria designation. The Bavaria was something for the US market that then importer Max Hoffman cooked up. The base E3 in Germany at the time was the BMW 2500 with the 2.5 liter straight six, a basic interior, less outside bright work and roll up windows. The then German luxury version was the 2800 with the 2.8 liter straight six, leather interior, more trim, power windows and occasionally alloy wheels.
In 1970 both the 2500 and 2800 were not selling well here compared to the equivalent Mercedes and Jaguar sedans. At the time both Mercedes and Jaguar were firmly established in America as luxury cars and BMW had just won back it's reputation tarnished by the likes of the Isetta with the success of the wonderful 2002. As good as the 2002 was, it was by no means a luxury car. It was a more reliable (and to a certain extent, better handling) version of sports sedans like the Triumph Dolomite Sprint or the Alfa Guilia.
Max Hoffman took the larger power plant of the luxurious 2800 and combined it with the more austere trim of the 2500 and introduced it as a 1971 model. Not only was it cheaper than the 2800, but it actually cost less than the 2800 sedan in 1970. In 1971 US only got the Bavaria model.
In 1972 BMW reintroduced the luxury version back to the US when the the engine grew from 2.8 liters to 3.0 liters (the Bavaria that year also got that engine). That model was called the 3.0s and their was a fuel injected version called the 3.0si. Confusingly in Germany the 2500 model remained with the designation representing the engine size in cubic centimeters while the 3.0 versions had the model represented in liters. We did not get the 5-series sedan in 1972 because it was only available with a 2 liter six engine that could not be imported to the US because of smog regulations.
If that isn't enough confusion, the E-9 coupes were not really two door versions of the Bavaria. That car was initially released in 1965 as the 2000cs, a four cylinder car based on the neue classe sedan. The 2000cs was distinct for it's stubby front end and unusual nose that is not to everyone's taste. Since the 2000cs was a little wider than the 2000 sedan and 2002 coupe, in 1968 when the 2500 and 2800 sedan was introduced BMW lengthened the front end and redesigned it to fit in with those cars. The only issue was since the coupe was essentially based off of a smaller car, the rear track was slightly narrower than the front. While you would really have to look for it to see the difference, this did mean the less expensive Bavaria handled better than it's more expensive coupe cousin.
Kevin MacNutt on February 18, 2011 at 10:22 AM
I know my last comment was a little long winded, but I wanted to add that most of the Bavaria's reliability problems were due to the dual carb set up. The 2.8/3.0 engine is a fantastic power plant and versions of it were used well into the 1980's or maybe even the 1990's.
My father had a 1971 with, I think Zenith carbs that were problematic. My 1973 had Webers (not stock) which when they were rebuilt were fine, although they could be a bear before they were rebuilt. Of course back in those days, cars did not take a lack of attention as well as cars of today will. Every so often you had to have the valves adjusted on the early big six engine. While fuel injection took care of the carb issue, mechanical fuel injection was not as stable as the more modern electronic equivalent. My 1982 528e had none of the starting problems the Bavaria did solely based on the fuel delivery system.
Unfortunately, like all European and Japanese cars of this era, they were serious rusters. I had my 1973 Bavaria in the 90's and it was basically made up of rust, bondo and a paint job. After it got totaled in an accident, the person who bought the carcass from me tried to jack it up, only to have the jack raise up through the floor.
By the way Alan Arkin was driving a 1978 BMW 733i which got the flames in the original "In Laws".
Matt on April 06, 2011 at 10:42 PM
point of info: Jackie "O" (the real one not MJ) had one. she may not have been a perfect dame (who is?) but she sure had great taste it seems. people that owned a bravaria back then sure were not the "run with the herd" types. classy stuff yet not ostentatious = cool.
Jason on February 01, 2012 at 08:13 PM
Beautiful looking car. I used to know someone who had one. It wasn't in the best condition, but it drove reliably and it looked attractive.