Please Help Keep meeknet On-Line

TIMM'S BMW E38 BUYING GUIDE

There are a few buying guides around for the E38 that tells you what to look out for and the common problems you may find. However, when I bought my first E38 I didn't know what I actually wanted and what was available rather than what could go wrong. This buyer's guide tells you what is available as far as engines, exterior and interior options, the Individual and Highline models. The common problems can be found here.

The BMW E38 7-Series are excellent cars and excellent value at the time of writing (2008 and updated in 2009). Nearly all the E38's fall outside the proposed increase in Road Tax which affects cars built after March 2001. They are exceptionally cheap to purchase and cost little more than the standard Eurobox to keep on the road, especially with The 7 Series Register to give you the correct advice.

However, the E38 title covers numerous cars with very different characters, from the frugal 728i through to the manic Sport Vanos 740i's and the more refined 750iL. Over the life of the E38 there have been many changes both to the exterior and the engines with three main engine types (I-6, V8 and V12) and a number of variants of those engines. 

The E38 can be seen as having three distinct phases, initially the E38 was rolled out in 1994 with the V8 engines from the E32 series (M60). These engines were still very new only being introduced to the E32 in 1992. The same engine-control system was used (DME 3.3) and married to the E32's 5-speed automatic gearbox. There was a short delay before the V12 was added to the range as the M70 was re-tooled to increase the engine capacity to become the M73.

The first big changes occurred in 1996 with a complete upgrade to the V8 engines and the introduction of the I-6 engines. The V8's were increased in capacity to 3.5 Litres and 4.4 Litres for the 735i and the 740i respectively and renamed M62, the 730i model was dropped to be replaced by the 728i. The 728i was a new breed of I-6 engine, much different from the previous M30.

The second major changes occurred in late 1998 with a complete upgrade of all the engines (except the M73 which only had minor modifications). The 728i's M52 engine was updated to twin-Vanos and the Nikasil process was dropped. At the same time the V8's were updated to incorporate Vanos variable valve timing to the inlet cams which increased the flatness of the torque curve and increased the peak torque by 20Nm. The peak power was kept the same on the 740i at 286BHP, this was deliberate as to not encroach on the 750i's territory!

Not only are there differences between model years there are also major differences between the option level of some cars of the same year and model. BMW's option list is exceptionally long and could very nearly double the original buying price of the base model. Apart from the standard options such as Sat-Nav and television the buyer could order an 'Individual' model. Just to cause further confusion you could purchase an Individual paint-colour with standard interior and visa-versa.

This guide is primarily for UK models, other markets get different levels of options as standard. For instance, the UK gets the Steptronic gearbox on all models with the M52, M62 and M73 engines, whereas the USA only gets the Steptronic box on the Sports models. The way that Sports models are defined in the UK is different to the USA.

ENGINES AND PERFORMANCE

Straight 6 (M52) fitted to 728i

M52TUB28 with double-Vanos fitted to a 2001 728i Sport

The smallest engine in the range is fitted to the 728i. The first version (M52B28) was manufactured using the Nikasil process and had inlet-only variable valve timing. However, this was a very different engine to the older M30 fitted to the E32's. This was a light-alloy engine with twin overhead-cams, 24 valves, sequential fuel-injection and 6 coil-over-plug ignition units which produced 186BHP.

The early engines (1996 - 1998) proved exceptionally robust but suffered from Vanos problems that caused an uneven idle. In September 1998 the M52TUB28 was introduced, the Nikasil process was dropped and twin-Vanos was introduced. This provided better fuel-economy and flattened the torque-curve which made the later models more driveable.

The 728i is not a fast car but it certainly isn't sluggish, it is quite urgent from a standstill but starts to run out of puff quite quickly. However, these are all relative terms expressed in comparison to the rest of the E38 range; against the majority of cars on UK roads the 728i is pretty fast, especially at motorway speeds where the grunt of the M52 is most noticeable. The 728i has the lightest engine of the E38 range and that makes this car pretty agile, even at just under two Tons in weight the 728i will embarrass most sports cars. The Sport variant is slightly quicker due to the high stall-speed torque converter and slightly lower final-drive ratio. It is a great cruiser and gives excellent economy (37MPG) on long runs.

V8 (M60 and M62) fitted to 730i, 735i and 740i

M62TUB44 with electronic throttle body and twin-Vanos

All the engines in the V8 range were ahead of their time with quad overhead-cams, 32 valves, sequential fuel-injection and 8 coil-over-plug ignition packs. The first E38 V8's retained the engines from the E32 (M60) with the 730i and 740i having the 3.0Ltr and 4.0Ltr M60 respectively. The M60 engines were manufactured using the Nikasil manufacturing process and command much lower resale prices in respect to the M62 engined cars. In 2008 the 'Nikasil problem' is old news and these engines have the same longevity as it's successor.

In 1996 the M60 engine was replaced with the M62, at the same time the engine capacity was increased to 3.5Ltr and 4.4Ltr for the 735i and 740i respectively. These engines were produced using the Alusil process to harden the combustion bores. These engines are seen as more reliable and were designated M62B35 and M62B44 with 235BHP and 286BHP. The M62B's were powerful but the power was seen at the higher end of the rev range making the cars a bit slow off the line but quickly making up for it as the revs rose.

In September 1998 the M62TUB35 and M62TUB44 was introduced. These engines were similar to the M62B's but included twin-Vanos on the inlet camshafts. Although the BHP for the 4.4Ltr remained the same at 286BHP and the torque was increased by by a mere 20Nm, the torque-curve was much flatter and this makes the Vanos V8's much more driveable. The inclusion of the Vanos system also smoothed the idle and increased economy. These changes were made during the 'facelift' process and these cars command a higher price.

The 730i (1994-1996) has similar performance to the 728i (see above) but uses more fuel (33MPG on motorway runs). The 735i is slightly quicker than both, but not a great deal so as would be expected. It is a bit quicker from the lights but the pre-facelift (non-Vanos) engines need quite a few revs to squeeze the power out. However, in Sports mode, once the revs hit 4000 RPM they can really shift.

The 740i is a bit more of a brute, the M60B40 engine in the early models (1994-1996) like a few revs to achieve power but the 4 Litres certainly give a push. The M62TUB44 fitted to the post-facelift cars (after September 1998) are monsters and can be quite intimidating to the unwary, they definitely need the DSC switched ON in poor conditions as the back-end can snap out without warning. On long runs the 740i can return a good 33 MPG, very similar returns to the 735i. The Vanos system really makes a difference as does the temperature-mapped thermostat that allows the engine to run hotter when cruising. The 740i can be driven quietly and smoothly but that misses the point, if you just like cruising get a 728i!

V12 (M73) fitted to 750i

M73B54 engine fitted to a 1998 750i

The M73 engine is hugely reliable and this is due in no small part to its relative simplicity. While the M60, M62 and M52 have 4 valves per cylinder and twin overhead cams per cylinder bank, the M73 retains a single overhead cam and 2 valves per cylinder. As with the other engines there are two variants, the M73B54 and M73TUB54, both producing 326BPH and 490Nm. Unlike the other engines the major changes between the B and TUB variants concern the control system rather than mechanical changes. Both variants retain the M70's twin coil-and-distributor ignition system and if there is a weak area the ignition system is it.

The M73 is exceptionally powerful with masses of torque and this provides the major differences between the 740i and 750i. Whereas the Vanos 740i is manic and very quick, the 750i is just as fast but much more refined sounding more like a turbine than a piston engine. The only downside to the M73 is the fuel-consumption, slightly better on the TUB variant due to better control systems but still hardly frugal.

The 750i has very similar performance to the post-facelift 740i, it just does it without any fuss. There is no substitute to normally aspirated capacity and at 5400cc the 750i has a lot of it! You also get the kudos of the V12 badge, it really is a class act.

 

PRE AND POST FACELIFT MODELS

Exterior

The Facelift process was started during September 1998, please note that this is the production date and not the registration date as I have seen many 1999 registered cars that are not Facelifted. The main exterior changes are to the lights, front and rear.

The rear lights were originally a double-skinned plastic construction, these crazed and leaked often filling with water that could only be removed by drilling holes in the lenses. The 1999 models had rear clusters that were of glass construction but still retained the amber indicators. The 2000/2001 models are of glass construction and have clear indicators.

   
        Pre-Facelift 1998 735i                   Post-Facelift 1999 740i                    Post Facelift 2000 740i

The front lights and indicators also changed during the Facelift process. Not only did the front indicators change construction (going from plastic to glass) but the vertical height also reduced meaning that changes were also made to the front wings. The headlight units were remodelled making the lower portion sculpted rather than the pre-Facelift straight edge. The internal construction of the headlight unit remained almost identical but conversely the front face of the lights changed from glass on the pre-facelift to plastic on the post-facelift.

   
        Pre-Facelift 1998 735i                   Post-Facelift 1999 740i                    Post Facelift 2000 740i

Although the rear clusters can be upgraded quite simply (they are held on using four nuts) the front lights cannot due to the decrease in indicator size. Replacing the headlight unit but retaining the indicators leaves a gap between them as the facelift indicators abut inboard of the bonnet gutter. Changes can be made to the wings to accept the facelifted indicators in a bodyshop or by cutting pieces off the original indicator and spraying it with the body colour. But with the exceptionally low prices for facelifted E38's this certainly isn't economical.

Mechanics / Electronics

The facelift process also saw many changes to other parts of the E38 with a greater push towards integrating the many additions across the model years. Major changes were made to the ABS (anti-skid braking system)/DSC (dynamic stability control)/ASC (anti-slip control) systems which started as separate components. On the 740i these components were integrated into a single control unit that was fitted to the ABS pump. The cruise control, idle valve and ASC throttle were all integrated into the electronic throttle system (EML), the 750i had this as long ago as 1988 on the E32. Other engine changes have been discussed in the previous section.

 

INTERIOR OPTIONS

Seats

There are three basic seat types with numerous options including ventilation, active (massaging) and heated:

   
         Standard seat                                      Comfort seat                                Contour (Sports) seat

The standard seats are very comfortable as would be expected, but supply little lateral support. They can be supplied with heating but this does not come as standard. The adjustments available are quite sufficient in normal use.

The comfort seats have additional adjustments for lumbar (lower back) support which can be moved both horizontally and vertically. The back of the seat can be adjusted for rake in the upper half in respect to the lower half.

The contour seats have the same adjustments as the comfort seats but have additional adjustment of the thigh support which can move horizontally away from the seat base. These seats are fitted as standard to the Sports models and offer the greatest amount of support and adjustment.

Heating was optional on all seat types. The active option consists of two fluid-filled bags under the surface of the seat base. The fluid is moved between the two bags every few seconds and this slight unbalancing of the seat causes the driver to shift position slightly and reduces back stress. It is an acquired taste and can be quite disconcerting to the unwary.

Ventilation was also available as an option, this keeps the seat cooler in the summer months and is quite an unusual addition.

 

Centre Console/MID/On Board Monitor

There are three basic configurations for the centre console:

   
MID console (no climate-control option)                 4:3 Monitor                                       16:9 Monitor               

The On Board Monitor is the hub for a number of options, Sat-Nav, television, telephone and Trafficmaster, without the monitor these options (apart from basic telephone use) are not available. A few years ago it was financially viable to retrofit the 4:3 screen to an E38 that only had the MID option. Presently, with the cheap availability of E38's with monitors already fitted it isn't such a desirable prospect, especially as the retrofit of these options is extremely complicated.

The retrofit of a 16:9 monitor in an E38 already fitted with the 4:3 monitor is much less involved. It also requires a change of the video module (fitted in the boot) to get full use of the features. Both the 4:3 and the 16:9 monitors come in LHD and RHD versions, make sure you get the right version for your car.

Sat-Nav

The E38 was supplied with 3 versions of Sat-Nav: MKI, MKII and MKIII. The MKIV was only ever retrofitted but is now quite common as the retrofit is extremely simple and the DVD-based MKIV is much faster.

The MKI was an option in the early models and had a male voice, it was a complicated system with a head unit, GPS unit, magnetic heading unit and an antenna. It was pretty slow and often failed to track the car's position.

The MKII was a slightly faster and the magnetic heading sensor was replaced with a gyro sensor that was integrated into the head unit. It still had a separate GPS unit and antenna. The MKII was introduced around 1998 and the integration into the cars information system caused a few problems with the complete system freezing and locking the use of any monitor functions.

The MKIII was introduced on the 2000 models and is quicker again. The GPS unit is integrated into the head unit and requires only an antenna to operate. This version does not suffer from the freezing and lock-up that the MKII did. All three versions of Sat-Nav can be brought up-to-date by purchasing later versions of operating system and maps. When used with the 16:9 screen the MKIII can be run in split-screen mode with directions and map on the same screen.

The MKIV is a DVD-based system and is much faster than the previous models. The map DVD's also cover Europe whereas the CD's used on the earlier systems only cover one area. You can also get a bird's-eye-view (perspective view) on the MKIV

     
MKI and MKII                                    MKIII                                         MKIV       

 

SPORTS - INDIVIDUAL - HIGHLINE MODELS

Sport Models

Ebay is full of 'Sports' E38's but they are rarely the real thing. The true Sports models have two items that define the marque, a high stall-speed torque-converter and a lower-ratio differential, the correct option number for this is S204A. These two items are extremely rarely retro-fitted whereas the M-Parallel wheels and M steering wheel are quite often stuck on standard models. The Sport 740i is 0.1 second faster to 62MPH than the standard 740i but feels a lot quicker. The Sports models had a basic price 3,900 higher than the standard model.

  
Although this car has 18" M-Parallels, M-Steering wheel, body-coloured skirts, is de-chromed and has S-EDC the lack of an Anthracite headlining and contour seats means this is not a Sports model

The true Sports models have a few identifying features:

M-Parallel 18" Alloys
Shadowline / Bodycolour exterior
M Steering wheel
Anthracite headlining (only in UK)
S-EDC (see options) or Sports suspension
Contour seats/Sports seats

The correct torque-converter and differential are difficult to check, the only definite method is to contact BMW Customer Services to obtain the original specification. However, the presence of an anthracite (black) headlining is a good visual clue as these are extremely difficult to retrofit. There are many E38's that have most of the other options that are not Sports models. Recently I looked into a method for discerning between a 740i and a 740i Sport, the following method will ensure, at least, that the correct final-drive unit is fitted:

Use OBC hidden function 8 to display KPH; set cruise to 123KPH on a level road
(the speedo will show 80MPH/128KPH as it over-reads by 4%)

Use OBC hidden function 7/2 to show RPM

A non-Sport model will show 2305 - 2310 RPM
A Sport model will show 2475 - 2480 RPM


Alternatively, without using any hidden functions:

Set the cruise so that the speedometer shows exactly 80MPH when in 5th gear. The instruments will look like this:


NON-SPORT


SPORT

Individual / Highline Models

The E32 Highline model was real head-turner with great expanses of wood trim, picnic tables, rear vanity lights and often a refrigerator in the rear. There was not an E38 Highline model, however the E38 option list included most of the Highline elements including the wooden picnic tables.

The first question is what constitutes an Individual Model? The simple answer is a car that was ordered with options that could not be taken from the standard options list. The Individual options were more expensive than the standard options which increases their resale value, however as the Individual options were entirely at the whim of the original buyer some colour combinations were not to everyone's taste! Click here for an example customer order.

Identifying an Individual model is quite easy as shown on the right. There has been some discussion regarding Individual models that do not have the sticker on the strut-mount, it might be possible on cars that only have interior options rather than an Individual exterior colour. The Individual door treads (rocker covers) were an option (at 100 per door), the lack of them does not mean your car is not an Individual.
Below are a few of the Individual options:

   
Champagne full Nappa leather with piped seats, matching carpets, stitched dashboard and centre console

   
        Inlaid wood trim                    Picnic tables and rear vanity mirrors                    Mora Metallic paintwork

 

VARIOUS STANDARD OPTIONS

There are numerous options available on the E38, some are very useful, some are a complete waste of time, nearly all of them add value to the car. Click here for the full list. Here is a selection of options and what they do:

S-EDC gives variable damping to the suspension. Whereas the standard suspension can be a little soft and the Alpina Sports suspension tiring on bad road surfaces, the S-EDC option automatically adjusts the damping to suit the driving style. It can also be switched manually to Sports Mode to stiffen the damping. The system is quite complicated and includes numerous acceleration sensors and steering-angle sensors. The ride is adjusted by electrically-controlled dampers which have three hydraulic valves to adjust the ride in three stages. A 1,300 option it is quite sought-after and a standard option on the Sports models. Identified by the S-EDC button in the centre console.

 

PDC or Park Distance Control is a very useful option on the large E38. It consists of four sensors in the rear bumper and four sensors in the front bumper that detect the distance to solid objects. Warnings are made by sounders at the front and rear in the interior of the car. The beeping increases in frequency as the car gets closer ending in a constant beep when the car is within 12" of the object. The sensors often fail but are easily replaced.

 

Hydraulic Boot. All E38's have a soft-close boot which pulls the boot down into the locked position and releases the lock. However, the hydraulic option fully opens and closes the boot by remote control. The serene glide of the lid opening when you are still a few yards away is a joy to behold. Especially when you are laden with shopping which can be placed in the cavernous boot whilst the Mondeo driver is placing his shopping in a deep puddle. While he his lifting the dripping bags into the boot my boot is gliding back down as I get in the car and start the engine. This is one of my favourite options and was one of the cheapest at 390. Extremely difficult to retrofit, if you want this option, buy a car with it fitted. Once you have one of these you will wonder how you ever did without it. Exceptionally high Kudos points.

 

Tyre-Pressure-Control (RDS). This option can be a bit of a nuisance and really was only useful where run-flat tyres were used. Unlike the 'Tyre Failure System' which utilised the ABS sensors to detect a deflated tyre, the RDS system uses a complicated system of pressure and temperature sensors fitted to the road-wheels complete with batteries and radio transmitters, receivers fitted to the wheel arches and a control unit integrated to the Check Control system. It is very complicated. One of the problems is that the batteries fitted to the road-wheel sensors fail after seven years which stops the system working. A new set of sensors (the batteries cannot be replaced separately) will cost around 300. The sensors are quite often removed when tyres are replaced and all you get is a warning message after a period of driving and when the ignition is switched OFF. The system often gives the 'Check Tyre Pressures' warning when the pressures are good.

 

Electrically-Adjustable Steering Wheel. An obvious part of the memory system that should have been fitted from the start of the series. Later models have the steering wheel lift upwards automatically when the ignition is switched OFF.

 

 

Electrically-Folding Mirrors. If you need to park is small spaces get a smaller car! A 7-Series should always be parked away from other cars, although you may find smaller cars are attracted to the safe presence of a quality vehicle. A useless option.

 

 

Trafficmaster. The usual display is the one shown below....expired! The Trafficmaster system is a nationwide network of ANPR cameras that communicate with a central control centre. The number-plate information is used to calculate the average speed on major trunk-roads and this data is received by the Trafficmaster unit in your car. The display system is extremely clunky and old-fashioned. The TMC option on the Sat-Nav system works a lot better and comes free with the later versions of the system. Another useless option that cost 1,300 when originally fitted.
 

Electric Rear-Blind. More useful for the rear passengers or if the car behind has not dipped their lights and you don't have electrochromatic mirrors. Usually supplied with manual blinds on the side windows and quarter-lights.


 

Moonroof. A glass sunroof in other words. Usually causes excessive wind-noise but does open the car up to more light without a howling wind. I'd rather have less noise.



 

Voice-Control. If you do not have Bluetooth then this is quite useful for the telephone and a few other functions on the Sat-Nav and 'Notebook' recording facility. It works quite well but the commands are not obvious and easily forgettable. Limited value but a desirable option.


 

DSP Sound-System. You get 4 extra speakers on the rear parcel shelf and a 7-band graphic-equaliser with echo and room reverberation effects. Each of the 14 speakers is driven by a separate amplifier within the DSP unit and the sound-levels can get pretty high, especially for back-seat passengers who are seated just in front of the 4 sub-woofers. The graphic-equaliser can be a bit fiddly to operate, especially if you are driving at the time, but fortunately the simple 'Tone-Control' screen is still available for broad changes in bass and treble. The sound is pretty impressive on CD tracks that have heavy bass but the 40Hz roll-off on the rear speakers and the 80Hz pickup on the door speakers leave gaps in the sound spectrum. Still, it is better than the standard system and carries high Kudos points. A desirable option.

 

Electrochromatic Mirrors. The interior rear-view mirror contains two light sensors, the forward-facing sensor measures ambient light-levels and the rear-facing sensor measures light levels from behind. When the rear-facing sensor measures higher light-levels than ambient (when a car behind has not dipped their lights) the mirror reduces its reflectance. The control signal from the interior mirror is also routed to the exterior mirrors which also reduce their reflectance. Compared to the on/off nature of the older 'auto-dip' mirrors  on the E32, the electrochromatic mirrors are continually variable and work exceptionally well. The exterior mirrors can sometimes come a cropper (as shown) but overall this is a very useful option.

 

Rain-Sensitive Wipers (AIC). The BMW system works quite well and uses a control-unit that is sited in front of the rear-view mirror. The windscreen has lenses bonded to the inner surface which focuses IR light transmitted from the control unit to the outer surface of the screen. A dry screen reflects the IR light back to a receiver in the control unit whereas any water on the surface of the glass scatters the rays reducing the light seen at the receiver. The stalk-control has a sensitivity adjustment and when working correctly the system is very effective. Unfortunately, they quite often fail and the AIC setting just produces a 10-second interval and no sensitivity to rain. Can be repaired by replacing the control unit (83) very simply.

 

Third 3-point Rear Seatbelt. At 100 this was a cheap option but rarely seen and awkward to retrofit. A very useful safety addition.

 

 

 

GALLERY

1998 pre-facelift 735i with factory-fitted standard options

Colour 303 Cosmos Black
Upholstery N6TT Grey Leather

Ordered Options:
Alloy Wheels-Radiating
Comfort Seats+Memory
Park Distance Control
On-Board Monitor
GSM Car-Phone
Top Hi-Fi Speaker System
Standard Options:
Servotronic Steering
Remote Control Alarm
Electric Steel Sunroof
First Aid Kit & Triangle
Polished Burr Walnut Trim
Smoker Package
Headlamp Washer System
Park Distance Control
BMW Professional Radio
BMW 6 Disc CD Changer
Hi-Fi loudspeaker system



The straight lower-edge of the headlights denotes a pre-facelift model


16" Turbine alloys were an option on the pre-facelift 735i's


Pre-facelift M62B35 engines retained the throttle, cruise-control and ASC cables


The standard steering wheel gives better instrument visibility compared to the Sports version

 

 

1999 post-facelift 740i with factory-fitted standard options

Colour:        Biarritz Blue Metallic
Upholstery:  Sand Beige/Dark Beige Montana Leather
 
Ordered Options:
Multi-Spoke 32-8/9Jx18"
Navigation-system Professional
GSM Telephone - Fixed telephone
M Steering Wheel
Standard Options:
Servotronic Steering
Remote Control Alarm
Electric Steel Sunroof
First Aid Kit & Triangle
Polished Burr Walnut Trim
Smoker Package
Headlamp Washer System
Park Distance Control
BMW Professional Radio
BMW 6 Disc CD Changer
Hi-Fi loudspeaker system


18" Multi-spoke alloys were an ordered option on the post-facelift 740i's


Amber indicators were standard on 1999 models but were of glass construction


4:3 LCD monitor and hands-free phone were options in 1999


The post-facelift M62TUB44 used an electronic throttle-body and lost all bowden cables

 

Late 2000 post-facelift 740i with factory-fitted Individual options and Cobra exhaust

Colour:        BMW Individual Paint Special - 359 Mora Metallic
Upholstery: BMW Individual Upholstery

Ordered Options:
BMW Individual Option -  Burr walnut trim
Electronic Damper Control
Tyre Pressure Control
Auto Boot lid Operation
De-chroming
Climate Comfort Screen
Electric Glass Sunroof
Sunblinds for side and rear windows
BMW Individual Upholstery:
Champagne full nappa leather
Door capping & dash in black
A B C Pillars & headlining in beige
Amethyst Piping on seats
Amethyst carpets and floor mats
Voice Control System
Third 3-Point Rear Seat Belt
M Steering Wheel
Active Front Seats
Hi-Fi Sys Prof DSP
Parallel 37M-8/9.5J alloy wheels
Standard Options:
Front Centre Arm Rest
Lumbar support - front
Front Seat Heating
Headlamp Washer System
Park Distance Control
Xenon Headlamps
Radio Signal Clock
On-Board Monitor with Television
Navigation-system Professional
Prep for Motorola V50
BMW 6 Disc CD Changer
CD Preparation
Auto-Dim Int + Ext Mirror
Auto-Dim Interior Mirror
Polished Burr Walnut
Smoker Package
Comfort Seats - Electric
Elect Fr Seats + Driver memory
White Indicator Lenses
First Aid Kit & Triangle
Steptronic Paddles
Dynamic Stability Control
Servotronic Steering
Elect Steer Column Adjustment
Remote Control Alarm
Body Coloured Bumper

 


Body-coloured skirts and sills were standard (except on the 728i) in 2000


The standard tailpipes are hidden behind the valence, these are after-market units (Cobra)


As an Individual option, the door cards, carpets and piping could match or complement the exterior


By late 2000, the widescreen (16:9) monitor was a popular option


The late 2000 models had a Motorola mobile rather than wired telephone and wide-screen monitor

 

Early 2000 post-facelift 735i in Royal Red with factory-fitted options


With after-market clear indicators


With factory-fitted indicators


Early 2000 models had a wired telephone and 4:3 monitor

A few unusual E38's

HOME