BMW M6 E24
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Ask any random BMW enthusiast what the first ever M car was, and nine out of ten will shout the M3. The true connoisseur smiles, shakes their head, and whispers: no, it was this one. Before a single E30 M3 ever rolled off the assembly line, the M division was already building the M6. A big coupé with the soul of a racing car under the bonnet, and the interior of someone who, after a day of hard driving, still wanted to head to the opera in comfort. That is exactly the kind of contradiction I have a soft spot for.
The heart of this car is the S38, a straight six descended from the legendary M1, the supercar with which BMW once wanted to prove, just for a moment, that they could beat the Italians at their own game. Four valves per cylinder, twin overhead camshafts, 256 bhp that you do not simply get handed to you but that you have to go and earn, high in the rev range, where the engine shifts from a civilised growl to a determined, mechanical protest.
No turbo doing everything for you, no electronics holding your hand. Just six cylinders, you, and the manual gearbox. Real driving, the way it was meant to be.
This E24 is one of those timeless shapes. Penned in an era when coupés were still allowed to be low, long and wide without a design department chasing after them with a climate ruler. That shark nose, that rear side window with the kink in it, the way the roofline tapers off towards the back. You can park it in a car park full of modern SUVs and everyone still turns their head. A stylish car, everywhere and always.
Right, back to the M6 in question. This M6, sprayed in Schwarz, began its life in January 1989 in Illinois, where it sat on a private owner's driveway. America cherished it for three decades: from Chicago to North Carolina, a little excursion to California, and finally a long spell with the same owner in McLean, Virginia. Five owners in more than thirty years, and a paper trail you rarely see this complete on a car of this age.
In 2019 it crossed the ocean to Rotterdam. From Long Beach sunshine to British drizzle by way of Dutch mist. Welcome to the Netherlands, old friend.
What I love about this car is that the maintenance is simply there in black and white. In 2009 the brake system was thoroughly overhauled at Foreign Service in Virginia, brake caliper replaced, hydraulics flushed, everything bled. And in 2015 it received a serious service at London Auto Services: clutch hydraulics renewed (slave cylinder plus hose), the complete front suspension fitted with new lower control arms and control arm bushings, and the air conditioning fully overhauled with a new compressor, drier and refrigerant.
In short, someone treated this car not as a storage ornament but as a car you keep up because you love it.
The S38 is an engine with character, but also an engine you have to respect. Anyone who buys an M6 and expects it to behave like a modern 6 Series is in for a surprise. This car wants you to think along, to listen, to get to know the rhythm of the shift. And when you do, it gives you back something no car with a computer between your foot and the wheels ever could. A car with an enormous feel good factor.
Granted, by today's standards it is not fast on paper. A modern hot hatch will pull away from it at the lights with ease. But that is precisely the point most people miss. This M6 is not about numbers, it is about sensation. About the way those six cylinders build up, about the weight of the clutch, about the sound that erupts behind you when you take the throttle seriously. BRWWWAAAARRR. The M3 can have the fame, but this big brother has the class.
And then you are sitting in it, on seats that embrace you without strapping you down, with that low dashboard and those slim pillars that give you a view no modern car would dare match. You turn the key, the straight six comes to life, and in a single second you understand why the connoisseurs speak so quietly about it. This is the M badge in its purest, earliest form. Before the M stood for marketing, there was the M for machine.
The connoisseurs know what this is. The only question is who will be quick enough.
Special features
- BMW M6 E24, built in 1988
- S38 straight six with 256 bhp, derived from the M1 line
- Manual gearbox, rear wheel drive, a real driver's car
- Elegant Schwarz paint on the timeless E24 coupé shape
- Complete and documented history from first registration in 1989
- Five owners, three decades cherished in the United States
- Extensive service in 2015: clutch hydraulics, front suspension and air conditioning
- Air conditioning fully overhauled (compressor, drier, refrigerant)
- Brake system thoroughly overhauled in 2009
- Kumho summer tyres, size 225/50/16, with plenty of tread
- VAT margin car
- One of the very first genuine M cars ever built
Looking for a BMW M6 (E24) yourself? What you need to know.
What should you look for when buying a BMW M6 (E24)?
The E24 is solidly built, but age and rust shape the story. Always have an unknown example inspected by a specialist. Below are the inspection points per system.
Engine & drivetrain
- Timing chain: op de M88 is dit het belangrijkste aandachtspunt. Niet alleen kan de ketting rekken, ook de (nylon) kettinggeleiders worden met de jaren bros en kunnen breken; vakmedia adviseren vervanging rond 150,000 km of preventief wanneer de historie onbekend is. Zonder bewijs in de historie: begroot dit vooraf. Een gebroken ketting of versplinterde geleider beschadigt de kleppen en kan een kostbare topreparatie betekenen.
- Valve clearance: must be correctly checked and adjusted; neglect leads to wear and poor performance.
- Cooling: critical. A clogged radiator can cause overheating and a warped cylinder head. Check the radiator, hoses and water pump.
- Injection: the Bosch injection can become erratic with age; check starting behaviour and running quality. Inspect the throttle valves and lines, and whether the car has been used regularly.
- Transmission: manual gearboxes are robust. A heavy clutch may indicate a worn release bearing.
Bodywork & rust
- Front wings: notorious rust spot, hard to find and expensive. According to trade forums, replacement wings soon cost around £500–£800 each, excluding paintwork.
- Sills, inner wings, floor and jacking points: prone to corrosion; inner wings are labour-intensive (often requiring engine removal).
- Tailgate/boot: rust around the rear lights due to hardened rubbers; water leakage in the boot.
- Sunroof & drain channels: Blocked drains lead to rust in the roof. Also check the rear subframe and differential mounts.
Interior & electrical
- Electric windows can become stiff due to infrequent use; lubricating the guides often helps.
- ABS faults do occur and can be difficult to resolve; a common cause is a worn sensor or corroded pulse rings.
- Check the seats and upholstery; early fabric upholstery is difficult to replace.
History & documentation
- Ask for invoices for the timing chain, major service and cooling system. A 'tidy' car can still rust beneath the surface.
- Ensure matching numbers and a complete service history; on the M version this raises the value considerably.
Which BMW M6 (E24) suits you?
Do you mainly wish to driving, then choose a used but documented example with demonstrable chain and cooling history; the premium for a museum piece is not necessary. Do you wish to collect, focus on originality, matching numbers and a rust-free body — that is where the value lies in the longer term.
The E24 M6 is available exclusively as a coupé with a manual gearbox, which for enthusiasts is precisely what makes it appealing. If you are looking for a convertible or an automatic, the later E63/E64 M6 is a better fit; it offers the V10 and SMG, such as our 2008 E63 M6 (Alpin Weiss III, €39,950). Undecided between classic and modern M? HooG is happy to advise you without obligation and to find the right example within your budget and wishes.
What does a BMW M6 (E24) cost?
Het prijsbeeld in 2026 loopt sterk uiteen en wordt vooral bepaald door conditie, roesthistorie, mileage, originaliteit en onderhoudsbewijs. Marktgegevens laten voor de M635CSi/M6 een mediaan rond £34.000 (ca. €40,000) zien sinds 2020, met een bandbreedte van ongeveer £13.000 voor projecten tot £81.000 voor het duurste gemelde exemplaar. Actuele Europese advertenties (2026) bevestigen dit: nette M635CSi's staan doorgaans tussen circa €45,000 en €60,000, met uitschieters richting €77,000–90,000 voor topstaat of lage kilometerstand. Projecten en dubieuze exemplaren zakken richting €25,000 of lager.
For comparison: the 'ordinary' 635CSi with the M30 engine sits considerably lower, with a benchmark of around €20,000 for good examples. A manual gearbox and documented chain/cooling history weigh heavily in favour of the M version. Our 1988 M6 (115,114 km, Schwarz) was offered at €34,950 — a realistic entry level for a roadworthy example.
BMW M6 (E24) — traded by us and in the collection
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