Even if you’re interested in the 1992 BMW 850 CSi as a collector's car, as opposed to a daily driver, you need to make a calculated decision. We agree, the BMW 850 CSi is a ‘90s icon, but if you hope to use it as a daily driver, we’re equally happy to arm you with a readiness to whip out your checkbook for expensive repair bills should something go wrong with the otherwise fantastic grand tourer.

It's definitely a great car, with the promise of very smooth and powerful acceleration. Plus, the car can travel for hours without complaining, with minimal interior noise caused by crosswinds. What was then the most expensive BMW coupe (with an MSRP of around $100,000) got a few revisions for the 1992 model year.

The tweaks include the introduction of a shift interlock solenoid on the automatic transmission models to prevent the driver from accidentally shifting out of park with the brake pedal not depressed. BMW also updated its Electronic Damping Control (EDC) for this model year, resulting in an enhanced distinction between the sports and comfort settings. So, yes, the car performs as stunningly as it looks, but you might want to look past all that for these reasons.

Related: These Are The Best Features Of The BMW 850CSi

Why Gearheads Love The BMW 850 CSi

BMW E31 850 CSi
Via BMW Blog

Firstly, the E31 BMW 850 CSi comes with a long list of attractive options and features, many of which owners experienced for the first time. The options list included driver and passenger airbags, deleted model lettering, electronically adjustable front seat with memory function, heated driver and passenger seats with lumbar support for driver and passengers, interior rearview mirror with auto dip, sunroof, automatic airflow control, warning triangle and first aid kit, and more.

It’s not hard to see why a gearhead would quickly fall head-over-heels in love with the 850 CSi upon discovering the list of options. It's powered by the same engine as the Bentley and Rolls-Royce, and only a comparatively few people – including Bimmer fans – know this car even exists. How many times have you seen one on the road? A good chunk of younger car enthusiasts have never seen or even heard of it, probably because BMW made just 1,510 of the 850 CSi in total, out of which a paltry 225 got sold in North America.

Rarity is a highly desirable currency in the automotive world, and the 850 CSi has that in bucket loads. The low production numbers and complicated origins requiring automotive history finesse ensured the 850 CSi, for a long time, stayed off the radar of most gearheads and collectors. Those who did know about it placed it in the same basket as the similarly less-known Porsche 928 GTS. But that trend has changed in recent years, exemplified by two 1994 models that changed hands for $238,280 and $184,800, respectively, at an RM Sotheby’s auction. But most gearheads are more concerned about performance than the rarity.

Introduced in 1990, the 850 CSi inherited mechanical components of two BMW engineering projects at the time, resulting in its 24-valve 5.6-liter V12 (codenamed M70) producing 380 horsepower at 5,300 rpm and 405 lb-ft of torque at 4,000 rpm. Mated to a six-speed manual gearbox, the engine propelled the CSi to 62 mph in six seconds and a top speed of 155.34 mph. Notably, the E31 returned to the pillar-less body design of the E9, while the 8 Series eventually introduced the 840 Ci featuring a V8 engine. A 1995 model fetched $147,500 at a 2020 Cars & Bids auction.

The E31 BMW 8 Series Overview

1995 BMW 850 CSi Exterior Side View
Va: Bring A Trailer

The 8 Series spelled the first time BMW would stick a V12 mated to a six-speed manual gearbox in a production road car. Not only that. It was also among the pioneers of electronic drive-by-wire throttle and, together with the BMW Z1, introduced a multi-link rear axle. The BMW 8 Series got launched with the E31 in 1990 and produced until 1999.

The 1st-gen (E31) 8 Series launch model was a two-door coupe with available V8 or V12 as its source of power. It toted a significantly higher performance (and price tag) that led to the preceding E24 6 Series being unworthy to get called its direct predecessor. BMW spent almost ten years developing the 8 Series, although it could've launched earlier but chose not to as the 6 Series was still going strong in the market.

Debuting at the 1989 Frankfurt Motor Show, BMW took time to engineer the 8 Series to penetrate deeper than the original 6 Series market share, investing about a billion dollars to develop the car. Some of that cash went to the CAD-developed design (a novel design approach at the time) and tunnel testing that saw the 8 Series record a drag coefficient of 0.29, a notable feat above the previous BMW M6/635CSi's drag coefficient of 0.39.

Related: 8 Reasons Why We Love The E31 BMW 8-Series (2 Reasons Why It Flopped)

Why You Should Look Past The 1992 BMW 850 CSi’s Beauty

1992 BMW 850 CSi power train
Via: Flickr - Christian Flores 

Though prohibitively expensive at launch, prices for the E31 generation of the BMW 8 Series have fallen appealingly within everyone's reach. But sadly, that doesn’t seem to be the case with the 1992 BMW 850 CSi. Nevertheless, the 1992 850 CSi falls in the E31-generation 8 Series, sharing the same well-known reliability issues blighting German luxury cars of that era. So, while we've, so far, written glowingly about this car, it's best to leap with both eyes wide open.

First, the robust V12 is admittedly less complicated compared to its modern counterparts, such that anyone who knows their way around older Bimmers should easily get the hang of the engine comprising two valves per cylinder and a rugged timing chain instead of a belt. But the high failure rate of the throttle bodies mounted on the intake manifold is enough to dissuade any gearhead looking to buy and use this car as a daily driver. Why? It is rather expensive to replace.

Furthermore, the V8-powered 8 Series models aren't the only ones prone to oil leaks. The V12 8 Series suffers from the same oil leaks around the bottom of the engine, as the seals inevitably dry out with time. Unfortunately, leaving the car sitting for a prolonged time actually brings on the most severe issues associated with the 8 Series, so buying the car as a 'keepsake' isn't ideal either unless you’re prepared to spend on out-of-routine maintenance.

For example, the two fuel pumps inside the gas tank will quickly go bad if left sitting, and so will the bracket holding them together, itself complex and expensive to replace. There’s also the rubber in the engine bay that’s sure to dry out and crack, resulting in multiple leaks involving the cooling, oiling, and fueling systems. You also don’t want to leave your 8 Series BMW sitting for long stretches to prevent the numerous electrical components from failing.

Summarily, we’d have a tough time dissuading you from the 1992 BMW 850 CSi once you discover it, but we say, “avoid it like the plague” because even if left sitting for long, you'll spend a lot of time and money putting it back together. Using it as a daily driver? Be prepared to spend a bit more on running costs like oil and coolant, since the big engines use a lot of it.