Junkyard Find: 1992 BMW 750iL

Murilee Martin
by Murilee Martin
junkyard find 1992 bmw 750il

When you spend as much time in fast-turnover self-service wrecking yards as I do, you get this lesson over and over: Nothing depreciates like high-end German luxury cars. Once the interior gets a little rough, or the cutting-edge elaborate electrical system gets a bit confused, or the next generation of engine makes an additional 50 horses… well, your big A8 or 7-series or S-class passes through a sequence of increasingly budget-challenged owners, and then there’s another $700 repair needed, and here comes the tow-truck to take it to U-Wrench-It. Mostly I don’t pay much attention to these cars, because the yards are paved with German luxury, but the numbers of discarded V12 E32s peaked about 5 years ago and they’re getting harder to find now. Here’s one that I saw yesterday in a Denver-area yard.

Because you can get running V12 BMWs for scrap value or less, 24 Hours of LeMons racers have run a few of them. Here’s Speedycop’s 1963 Ford Thunderbird with a 750iL engine (equipped with an extremely janky ammo-can-plenum carburetor conversion).

How much did this car cost in 1992? Well, the answer is just about as depressing as looking up horsepower figures for Malaise Era Detroit cars: $76,500 MSRP, and a lot more with all the options a proper 7-series owner must have. That’s about $130,000 in inflation-adjusted 2015 bucks.

V12s are inherently cool. All of us need to start rescuing these engines and swapping them into Edsels and New Yorkers. This one made 296 horsepower, which is 28 more than the 3.5-liter V6 in the ’15 Camry.

Yessir, that’s a built-in analog car-phone transceiver in the trunk.

27 men in Munich began a project that became a quest that became a car.

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  • Jim brewer Jim brewer on Jul 06, 2015

    Had a 1998 Tupac Shakur model I bought in 2005 for $12k (down from $98k new, as I recall). Those were boom years so there was no call for slightly over the hill luxury cars. Also, the market was pressured by very aggressive leasing campaigns by the Japanese. That V12 (327 hp by then), was nothing to sneeze at. I loved it. I remember giving my kid a passing lesson while following a semi going maybe 50 mph on a two-lane road: Me: (in my best Dad voice) " Now check your mirror, signal, then briskly accelerate past the truck" We cleared the front bumper at about 100mph.

  • Spreadsheet monkey Spreadsheet monkey on Jul 06, 2015

    JB's article deserves a repost here. Sums up why so many German luxobarges end up in the junkyard (or exported to Russia/wherever). http://www.thetruthaboutcars.com/2015/02/no-fixed-abode-gotta-rich-cheap-car/

  • Nrd515 I bought an '88 S10 Blazer with the 4.3. We had it 4 years and put just about 48K on it with a bunch of trips to Nebraska and S. Dakota to see relatives. It had a couple of minor issues when new, a piece of trim fell off the first day, and it had a seriously big oil leak soon after we got it. The amazinly tiny starter failed at about 40K, it was fixed under some sort of secret warranty and we got a new Silverado as a loaner. Other than that, and a couple of tires that blew when I ran over some junk on the road, it was a rock. I hated the dash instrumentation, and being built like a gorilla, it was about an inch and a half too narrow for my giant shoulders, but it drove fine, and was my second most trouble free vehicle ever, only beaten by my '82 K5 Blazer, which had zero issues for nearly 50K miles. We sold the S10 to a friend, who had it over 20 years and over 400,000 miles on the original short block! It had a couple of transmissions, a couple of valve jobs, a rear end rebuild at 300K, was stolen and vandalized twice, cut open like a tin can when a diabetic truck driver passed out(We were all impressed at the lack of rust inside the rear quarters at almost 10 years old, and it just went on and on. Ziebart did a good job on that Blazer. All three of his sons learned to drive in it, and it was only sent to the boneyard when the area above the windshield had rusted to the point it was like taking a shower when it rained. He now has a Jeep that he's put a ton of money into. He says he misses the S10's reliablity a lot these days, the Jeep is in the shop a lot.
  • Jeff S Most densely populated areas have emission testing and removing catalytic converters and altering pollution devices will cause your vehicle to fail emission testing which could effect renewing license plates. In less populated areas where emission testing is not done there would probably not be any legal consequences and the converter could either be removed or gutted both without having to buy specific parts for bypassing emissions. Tampering with emission systems would make it harder to resell a vehicle but if you plan on keeping the vehicle and literally running it till the wheels fall off there is not much that can be done if there is no emission testing. I did have a cat removed on a car long before mandatory emission testing and it did get better mpgs and it ran better. Also had a cat gutted on my S-10 which was close to 20 years old which increased performance and efficiency but that was in a state that did not require emission testing just that reformulated gas be sold during the Summer months. I would probably not do it again because after market converters are not that expensive on older S-10s compared to many of the newer vehicles. On newer vehicles it can effect other systems that are related to the operating and the running of the vehicle. A little harder to defeat pollution devices on newer vehicles with all the systems run by microprocessors but if someone wants to do it they can. This law could be addressing the modified diesels that are made into coal rollers just as much as the gasoline powered vehicles with cats. You probably will still be able to buy equipment that would modify the performance of a vehicles as long as the emission equipment is not altered.
  • ToolGuy I wonder if Vin Diesel requires DEF.(Does he have issues with Sulfur in concentrations above 15ppm?)
  • ToolGuy Presented for discussion: https://xroads.virginia.edu/~Hyper2/thoreau/civil.html
  • Kevin Ford can do what it's always done. Offer buyouts to retirement age employees, and transfers to operating facilities to those who aren't retirement age. Plus, the transition to electric isn't going to be a finger snap one time event. It's going to occur over a few model years. What's a more interesting question is: Where will today's youth find jobs in the auto industry given the lower employment levels?