BMW's grand tourer from the 1990s, powered by either a 4.0-litre M60 (1993-1996) or 4.4-litre M62 (1996-1999) V8, both producing 286 PS, with rear-wheel drive. European cars were offered with a six-speed manual or a ZF five-speed automatic: the 5HP30 on M60 cars and on M62 cars built up to August 1996, the 5HP24 on M62 cars built from September 1996. The E31 was the most technologically advanced BMW of its era, blending motorway composure with V8 character in a striking pillarless coupe body.· more· less

Robust M60/M62 V8 engines Strong specialist community

Some parts no longer available Complex 1990s electronics

Buy if: You want one of BMW's finest grand tourers and can commit to proactive specialist maintenance on a 1990s V8.

Avoid if: You need readily available off-the-shelf parts or want a car that a general workshop can handle without BMW-specific knowledge.

Maintenance costs

€1,150 – €2,200/year

at 15,000 km/year

Fixed costsservice, tyres, brakes €650 – €1,100 /yr

Risk bufferunplanned repairs €500 – €1,100 /yr

Price estimates are based on German asking prices. Prices and costs vary by vehicle condition and location.

Maintenance costs

€1,150 – €2,200 per year

€650 – €1,100

service, tyres, brakes

€500 – €1,100

repair buffer

Buying a used BMW 8 Series? Check its history.

carVertical scans 1,000+ databases for damage, mileage rollbacks, theft records and ownership changes. Save 20% with code CARCHECKER.

Affiliate link. Discount code CARCHECKER applied automatically.

Buying a used BMW 8 Series? Check its history.

carVertical scans 1,000+ databases for damage, mileage rollbacks, theft records and ownership changes. Save 20% with code CARCHECKER.

Affiliate link. Discount code CARCHECKER applied automatically.

Common Problems

Timing chain guide and tensioner wear (both engines)

up to €5,0001 of 9

Plastic timing chain guides deteriorate with age and heat, eventually causing chain slack and potential engine damage · more· less

Both the M60 and M62 V8 engines use plastic timing chain guides that become brittle with heat and age. The guides can crack and fragment, allowing the timing chain to develop slack. If the chain jumps, valve-to-piston contact can cause catastrophic engine damage. Symptoms include a rattling noise on cold start and rough running. On the M60, this typically becomes a concern above 200,000 km; on the M62, it is commonly reported between 160,000 and 250,000 km. The repair requires 15-20 hours of labour because the front of the engine must be partially disassembled. Parts (chains, guides, tensioners, and sprockets) cost approximately €500-800, with the remainder being labour. Preventive replacement of all guides, tensioners, and chains is recommended if the car has high mileage and no record of this work.

Cooling system degradation (both engines)

up to €2,0002 of 9

Radiator, water pump, hoses, and thermostat become brittle and fail after 25+ years · more· less

The cooling system on both M60 and M62 engines is entirely age-dependent. The radiator is the most common failure point: the plastic top tank cracks around the upper hose connection, often visible as white residue marks before a full failure. The mechanical water pump front bearing and seal wear, and once the seal starts leaking the bearing deteriorates rapidly. If the viscous fan coupling on the water pump shaft has any lateral play, the pump should be replaced immediately. Coolant hoses between the engine and heater matrix are particularly vulnerable because engine movement stresses them. A complete cooling system refresh (radiator, water pump, thermostat, all hoses, expansion tank) on an E31 runs €1,200-2,000 at a specialist. Many owners do this preventively when acquiring the car.

Valve cover gasket oil leaks (both engines)

up to €1,2003 of 9

Oil seeps past deteriorated valve cover gaskets and fills spark plug wells, damaging ignition coils · more· less

Valve cover gasket leaks are extremely common on the M60 and M62 V8 engines. The gaskets harden with age and heat cycling, allowing oil to seep out. A particular concern is oil accumulating in the spark plug wells: the M60/M62 uses coil-on-plug ignition with short high-tension stubs, and oil in the wells damages these stubs, causing misfires. Parts are inexpensive (approximately €100-150 for both sides), but labour runs 4-6 hours at a specialist. Replacing the ignition coils at the same time (often necessary) adds approximately €200-400 for the set.

Nikasil cylinder liner degradation (M60 only, 1993-1996)

up to €8,0004 of 9

High-sulfur fuel damaged Nikasil bore coatings on early M60 engines, causing compression loss · more· less

Early M60 engines used Nikasil-coated cylinder bores that reacted poorly with high-sulfur fuel, particularly in the UK and US markets where fuel sulphur content was high during the 1990s. The chemical reaction degraded the bore coating, leading to compression loss, rough idle, difficult cold starting, and eventual engine failure. BMW acknowledged the issue and offered engine replacements under an extended programme. Most affected engines were replaced decades ago with revised Alusil blocks. If an M60-powered 840Ci starts cleanly, idles smoothly, and has covered significant mileage without compression issues, the Nikasil problem is almost certainly not present. A compression test during pre-purchase inspection is the definitive check. If the engine does need replacement, a reconditioned M60 or M62 long block costs €4,000-8,000 installed.

ABS charge pump failure

up to €1,5005 of 9

The electric charge pump on the ABS hydraulic block seizes from age and lack of use, switching off ABS and traction control while ordinary braking keeps working · more· less

The 840Ci had ASC+T traction control with brake intervention from launch, and later cars can have DSC, which incorporates it. M60 cars built before September 1993 have a separate ASC+T hydraulic unit with a pressure accumulator next to the ABS unit, and a fault confined to that unit switches off traction control while ABS keeps working; M60 cars from September 1993 and all M62 cars combine ABS and ASC+T in one Bosch hydraulic block. The charge pump is the electric pump on the ABS hydraulic block: it returns brake fluid during ABS regulation and, where ABS and ASC+T share one Bosch block, also builds the pressure for traction-control braking. It can seize from age and lack of use, which lights the ABS and ASC warning lamps and switches off ABS and traction control; ordinary braking keeps working as on a car without ABS. Activating the pump through diagnostic software sometimes frees it, although the fault can return. A seized motor can usually be overhauled or swapped without replacing the hydraulic block; only pump or valve damage calls for a rebuilt or replacement block. Specialists quote motor-only overhauls individually. For comparison, a genuine BMW replacement for the later combined ABS/ASC+T block is listed at about €1,700 before fitting, and a specialist rebuild of the earlier separate ASC+T unit costs about €790 before fitting.

Automatic transmission wear (ZF 5HP30 / 5HP24)

up to €4,0006 of 9

Valve body solenoid wear and fluid degradation cause harsh shifts and occasional limp mode · more· less

Automatic 840Cis use a ZF five-speed gearbox: the 5HP30 on M60 cars (1993-1996) and on M62 cars built up to August 1996, and the 5HP24 on M62 cars built from September 1996. Both are generally reliable. ZF recommends an oil change after 150,000 km and says shorter intervals can make sense under high operating temperatures, heavy loads or an unknown previous history; independent specialists often change the fluid and filter sooner as preventive maintenance. Cars that have never had the fluid changed may develop harsh shifting, delayed engagement, or occasional limp mode (the gearbox locks in one gear and displays a Trans Prog warning). Valve body solenoids wear with age and contaminated fluid. A fluid and filter change costs approximately €300-500. A valve body rebuild or replacement runs €1,000-2,000. A complete transmission rebuild ranges from €2,500-4,000. Cars with documented fluid change history are far less likely to develop problems.

Door handle mechanism failure

up to €5007 of 9

Pot-metal internal pivot breaks, making the door unopenable from outside · more· less

The E31's exterior door handles use an internal zinc die-cast (pot-metal) pivot bar that wears and fractures with age and use. The handle gradually requires more force to operate, then fails completely. BMW no longer supplies the original part. Aftermarket repair kits with a steel pivot bar cost about €100 per side from E31 specialists (Wokke lists €98), and some specialists rebuild removed handles as a send-in service. The kit price does not include fitting, because the interior door panel must come off to remove the handle assembly. This is a well-understood repair with good aftermarket solutions, but it affects virtually every E31 eventually.

Boot hinge wiring loom deterioration

up to €4008 of 9

Wiring in boot lid hinges fatigues and breaks, causing tail light and licence plate failures · more· less

A wiring loom runs through each of the two boot lid hinges and flexes every time the boot is opened. With age the insulation cracks at the bend and the conductors break, usually starting with the brown ground wires. The first symptom is typically a licence plate lamp warning on the check control when reverse is selected with the sidelights on. Once a ground is lost, current flows back through other bulbs, so lights in the boot lid fail intermittently or light up at the wrong time. As more wires break, the fog, licence plate and marker lights in the boot lid can fail. The repair involves opening the hinge covers, cutting out the damaged sections, and soldering in new wire with heat-shrink insulation. A specialist charges approximately €200-400; it is also a feasible DIY repair.

Blower final stage resistor failure

up to €4509 of 9

FET-based speed controller overheats and fails, causing the cabin fan to run at full speed or stop completely · more· less

The E31 uses a metal heatsink-mounted field-effect transistor (FET) board to control the cabin blower fan speed. This component, known as the final stage or sword, overheats when the microfilter is clogged and airflow through the heatsink is restricted. Failure causes the blower to default to maximum speed or stop entirely. The replacement part costs approximately €80-150 and fitting is straightforward, but the failure is often a symptom of long-neglected microfilters. Replacing both the final stage and the microfilters together costs approximately €200-450 at a specialist.

Fundamentally robust, but aging complexity demands attention

The M60 and M62 V8 engines are mechanically strong, and many examples have exceeded 300,000 km without internal engine work. The main concerns are age-related: timing chain guide deterioration on higher-mileage engines, cooling system components that become brittle after 25+ years, and bespoke electrical and trim parts that BMW no longer supplies. A well-maintained 840Ci with documented service history and proactive cooling/timing chain work is a rewarding ownership proposition, but deferred maintenance on these cars compounds quickly.

Pre-Purchase Inspection Checklist

Viewing checklist for the BMW 840Ci E31

A printable one-page A4 checklist with repair costs for the main weak points.

General checks

Service history
Complete records from BMW or a known specialist are essential. Gaps in the history of a 25+ year old V8 are a serious concern.
Cold start
Start the engine completely cold. Listen for timing chain rattle in the first 10-30 seconds and observe idle quality.
Test drive
Minimum 30 minutes including motorway speeds. Check for steering shimmy between 80 and 100 km/h.
Tires and wheels
Check tread depth, age (DOT date codes), and inspect for curb damage on the alloy wheels.
Check the MID display for pixel loss
Inspect the centre-console on-board computer display (MID), which also shows the check control messages, for missing or fading pixel columns. The cause is a deteriorating flat ribbon cable between the LCD and its circuit board, a common fault that can affect every E31. Specialist repair is available and should be factored into negotiation.

Specific for this vehicle

Compression test (M60 engines, 1993-1996)
A compression test rules out Nikasil bore liner damage. All eight cylinders should read within 10% of each other. Low or uneven compression on an M60 that has not had its block replaced is a walk-away finding.
Check for oil in spark plug wells
Remove the ignition coil covers and inspect the spark plug wells for standing oil. Oil indicates valve cover gasket leaks that may have already damaged the ignition coils.
Inspect the cooling system thoroughly
Look for white residue marks around the radiator top hose connection (indicates hairline crack). Check that the viscous fan has no lateral play on its shaft. Squeeze all visible coolant hoses for brittleness.

+ 6 more checksShow less

Test both door handles from outside
Both handles should lift smoothly with moderate force. Excessive effort or a grinding feel indicates the internal pot-metal pivot is fracturing.
Open and close the boot, check warning lights
With the sidelights on, select reverse and watch the check control for a licence plate lamp warning, then open and close the boot and watch for bulb warnings. Test all rear lights, including the fog, reversing and licence plate lights, with the boot in both positions.
Test all HVAC blower speeds
Cycle through every fan speed setting. If only maximum speed works (or the blower is dead), the final stage resistor has failed.
Check ABS and ASC warning lights
Both lights should illuminate at ignition-on and extinguish within a few seconds of starting. If they remain lit, the ABS charge pump or a wheel speed sensor has likely failed.
Listen for timing chain rattle at idle (M62 engines)
With the engine warm, listen at the front of the engine for a light rattling or whirring sound from the timing chain area. Cold start rattle that persists beyond a few seconds is a more urgent indicator.
Inspect rear window for delamination
Look at the rear window from inside the car for milky or cloudy patches. The E31 has a laminated rear window, and delamination between the glass layers is a documented age-related fault; a genuine BMW replacement screen costs about €850 before fitting.

Recalls and Technical Service Bulletins

Radiator cap replacement: BMW campaign 00170601, the non-US version of BMW's 1998 radiator-cap action for E31, E32, E34 and E36 models. No build window is published for the E31; applicability is VIN-specific Verify with VIN

One BMW campaign is traceable for the E31: campaign 00170601, the non-US version of the 1998 radiator-cap replacement. BMW publishes no E31 build window for it, so whether a car was included depends on its VIN. European recall archives have limited coverage for cars of this era, so ask a BMW dealer to check the VIN for open campaigns and for confirmation that this campaign was completed.

Warranty Status

New-car warranty (Germany: 1 year) Expired on every E31

Anti-corrosion warranty (UK: 6 years) Expired on every E31

Warranty terms depended on the market. In Germany, BMW's new-car warranty for cars of this era ran for one year from delivery; in the UK, the anti-corrosion warranty was six years. All original cover has expired on every E31, and BMW offers no extended manufacturer warranty for it. Third-party classic car warranties exist but typically exclude pre-existing conditions, and some specialists warrant their own completed work. Parts supply is mixed: mechanical engine components, gaskets and common service items remain available through BMW and aftermarket suppliers, but some body and interior parts, notably the original door handle pivots and some trim pieces, are discontinued.

↔ Also consider

BMW 645Ci E63 2003-2005

Spiritual successor with the N62 V8. More power but known for valve stem seal degradation and widespread oil leaks.

Mercedes-Benz SL 500 R129 1989-2001

Period rival with M119/M113 V8. Similar age-related concerns but the Mercedes has more complex hydraulic roof issues.

Jaguar XK8 4.0 V8 X100 1996-2002

Contemporary V8 GT. Nikasil bore issues and timing chain tensioner failures are more widely reported than on the BMW.

BMW 850i E31 1989-1999

Same E31 coupe with the 5.0 M70 or 5.4 M73 V12 (300-326 PS). Smoother and more exclusive, but its V12 hardware makes it clearly costlier to run than the V8.

Porsche 928 GTS 5.4 V8 1992-1995

This report is for informational purposes only and does not constitute professional advice. Estimates may be inaccurate. Always have a qualified specialist inspect the vehicle before purchase. We accept no liability for decisions made based on this information.