Patinamobile

With the recent trend of patina cars gaining momentum, it was time to jump in. As the 80s Carrera no longer makes sense, regardless of condition, I was lucky enough to get my hands on a 1988 BMW 535iS.

That last letter is important for many reasons. Most of all, it signifies that this car is one of only 3,634 built sporting a 5-speed manual gearbox. The iS was a US market car only, delivered in 1987 and 1988, as a step between the monster M5 and the standard issue 535i. By comparison, Porsche built 12,682 911 hardtop Carreras during the same period. An approachable classic indeed.

Rather than bore you with all the other specs and details that make the 535iS exactly what it is, this story is about a major shift in my attitude. On many levels, even when I was driving a 944 back in the 80s, the 535is, with its cool sport seats, factory air dams front and rear, and that grumbly dual exhaust meant business in a grown-up kind of way that the Porsche lacked. Even the exalted 911. After owning numerous BMWs over the years, a 535iS remained a box to tick.

The car you see here has about 170,000 miles and is rough cosmetically. Definitely a 25-foot car, though my pal Austin did an incredible job at bringing back what was left of the Cinnabar Red finish. However, the prior owner (like so many other Portland residents forced to park nice cars on the street, year-round) let this one languish. The dash is beat, floor mats are gone, and various other trim bits are in disrepair – along with the driver’s seat. And, there are a couple of oil spots.

It wears a set of staggered 17″ type 32 wheels that would look fabulous on a Z3 (hmmmm) but sports oversize tires that rub on the fenders – and fender rolling is out of the question for this guy. At some point, the original 16s will be replaced with 215/40s all around, but for now, it works.

Ditto for the bumpers. Facebook friends chime in to “get rid of those US spec bumpers,” but a set of Euro bumpers and hardware is pretty spendy these days. Never say never.

The best part of this car, of course, is the M30 six under the bonnet. I agree with Austin that there is a charm to the sound of the two-valve-per-cylinder BMW sixes, combined with a smoothness that is almost EV smooth, making this motor very special indeed. Taking this car out on the country roads in my area and just running through the gears is a pleasure that current BMW owners no longer get to enjoy. (Engine photo, courtesy of Austin Byrd)

Thanks to first-generation Motronic controlling things, the throttle response is perfect, regardless of speed. The car happily revs to its 6,200 rpm redline, just as it did in its youth. The exhaust is grumbly enough to let you know there is a gasoline engine taking care of business, but never intrusive. The Mercedes W124 300E of the same era is arguably more solid, but at the cost of engagement. As is the E39, but hey, I’ve got one of those. It’s a different tool for a different job.

Though the exterior of the car was neglected, it appears regular maintenance has been performed. Records indicate the top end, clutch, and cooling system were all refreshed in the last 20,000 miles, so this one should give me plenty of years of driving pleasure, especially at my pace of maybe 2,500 per year. If parts are available 15 years from now, the next owner will receive a well-maintained car.

As someone who grew up in an auto body shop, and now has spent hundreds of hours with an orbital buffer in my hands, the big question is can I leave well enough alone and just drive it? Here’s a few more closeups of the 5’s condition.