The BMW M8 is a bittersweet story about ambition and non -realized potential.
The 1980s were an era of excess, where extravagant lifestyle led to equally shameful cars. The race for the title of ‘World’s Fastest Car’ pushed the boundaries of engineering while the supercar market flourished.
Porsche’s 959 and Ferrari’s F40 broke the 200 km / h barrier, while aftermarket -beasts such as RUF’s CTR Yellowbird and the Callaway Sleedhammer respectively hit 217 MPH and 255 MPH.
This need for speed was refurbished in the nineties, with new challengers such as Jaguar’s XJ220, Lamborghini’s Diablo and Bugatti’s EB110 who introduce the mix. BMW M, already known for making some of the best high-performance road cars, wanted the action and started working.
M GmbH’s goal? To transform the flagship E31 Grand Tourer from BMW into a bona fide -supercar, one that would not only compete, but would also defeat his competition and reinforce the name of BMW at the top of the car industry.
The E31 was an excellent starting point. With a towing coefficient of 0.29 it was more aerodynamic than the Porsche 959, XJ220 and even the McLaren F1. BMW’s M department further refined the design with a tailor-made body kit and bumpers, wide boxing torches and compact mirrors, and not to mention the elimination of pop-up headlights-a change driven by aerodynamics and motor bay packaging.
In 1992, BMW launched the 850CSI, the flagship model of the E31, equipped with a 5.6-liter, 380 hp S70 V12. But that engine faded compared to the M8s.
The S70/2 in the M8 was developed as the ultimate version of BMW’s V12. Although it shared the same basic block design, the engine of the M8 contained customized cylinder heads and internals that convert the smooth CSI engine into a quad-cam, dry-plinth, 640 hp full-blood.
To put that in perspective, the Bugatti EB110 produced in Supersport Sp 603HP and the most powerful Diablo GT yielded only 575 hp.
It is not only power and appearance that distinguishes the M8 from the typical E31. To throw off the weight, the M-engineers with glass-reinforced plastic (GRP) used for the doors, boat cover and that ventilated headlight-free hood.
Within the M8, comfort for the performance was made: the plush front seats were replaced by recaro pool positions with unique M-pattern upholstery and the rear seat was completely removed. Both the driver and the passenger were protected by Sabelt Harnesses.
The eagle among you perhaps the solid B-pillars of the M8. E31s were all pillars-free coupes, but with 640 hp that was sent via a 6-speed gearbox trag-handed gearbox and tires from the 1990s, the decision to strengthen the chassis, was completely logical.
Despite the overwhelming potential of the M8 prototype, I will never forgive BMW because I did not put it into production. And yes, I admit, my disappointment is deeply personal.
This is one of those rare moments when I cannot completely separate my emotions from my comments, because the E31 has a special place in my heart. Why? My mother has had her E31 840CI sport since I was 10 years old.
Seeing that form of shark fucking for the first time my mind surprised. It was a supercar for my young eyes. As I got older, I understood that the 8 series was a big tourer, but I always saw the potential for something much bigger – a car that could have become a real Bavarian icon.
The M8 is only one in a long list of ‘Almost’ That BMW have overshadowed for decades – perhaps understandably after the financial failures of the 507 and M1. But it feels different. The M8 could have been incredible, a real-world beating.
The E31 M8 will remain a prototype forever, its full potential a mystery. Yet I am firmly convinced that it would have shown the world that BMW was king.
Mario Christou
Instagram: MCWPN” mariochristou.world
mariochristou.world
Photography by Alen Haseta
Instagram: Hazetaa
