BMW 3.0 CSi
The BMW 3.0 CSi represents the pinnacle of BMW's E9 coupe range in road-going form. Introduced in 1971, it was the fuel-injected variant of the 3.0 CS, using Bosch D-Jetronic electronic fuel injection to produce 200 hp from its 3.0-liter inline-six -- a significant improvement over the carbureted CS's 180 hp. The 'i' suffix denoted the injection system and established a naming convention that BMW continues to use today.
The E9 coupe body was designed by Wilhelm Hofmeister and is widely regarded as one of BMW's most beautiful shapes. The pillarless hardtop design, with its thin roof pillars, expansive glass area, and elegant proportions, gave the 3.0 CSi a grace that few cars of any era can match. The body was manufactured by Karmann in Osnabruck and shipped to BMW for final assembly -- a process that added to the car's cost but ensured high build quality.
The M30 inline-six engine was one of BMW's finest. The 3.0-liter SOHC unit with Bosch D-Jetronic injection was smooth, powerful, and responsive. The injection system provided better fuel metering than the twin Zenith carburetors used in the CS, resulting in improved throttle response, lower emissions, and slightly better fuel economy. The engine was coupled to either a 4-speed Getrag manual gearbox or a 3-speed ZF automatic transmission.
The chassis was competent for its era, with MacPherson strut front suspension and semi-trailing arm rear. While not as sharp as a dedicated sports car, the 3.0 CSi offered a balanced combination of comfort and handling that suited its grand touring role. The steering was direct and communicative, and the brakes (disc all around) were adequate for the car's performance.
The 3.0 CSi occupied the space between the carbureted 3.0 CS below it and the homologation-special 3.0 CSL above it. While the CSL gets most of the attention (and the higher values) due to its racing heritage and 'Batmobile' aerodynamic kit, the CSi is arguably the better road car: it retains the full luxury specification while offering the improved performance of fuel injection.
BMW produced approximately 8,199 examples of the 3.0 CSi between 1971 and 1975. The car was sold internationally and was a particularly popular choice for affluent buyers seeking a sophisticated European grand tourer. It competed with cars like the Mercedes-Benz SLC, Jaguar XJ-S, and Citroen SM.
Today, the 3.0 CSi is highly collectible, valued for its elegant design, smooth performance, and historical significance as the direct predecessor of the CSL. Values have risen steadily, with good examples now commanding $60,000 to $120,000. The rarer 3.0 CSL commands significantly more, but the CSi offers a similar visual experience at a fraction of the price, making it an attractive entry point into E9 ownership.
Rust is the primary concern on E9 coupes. Check the sills (inner and outer), front inner wings, kidney panel (below the rear window), door bottoms, and the area around the fuel filler. The M30 engine is extremely robust and parts are readily available. Bosch D-Jetronic injection can be troublesome -- ensure the system is working correctly. The Getrag gearbox is preferred over the ZF automatic. A full respray is very expensive due to the pillarless body. Trim parts (chrome, rubber seals, interior pieces) are increasingly scarce.
Produced from 1971 to 1975 at Karmann in Osnabruck. Total production approximately 8,199 units. The CSi was the fuel-injected variant of the E9, sitting between the carbureted CS and the lightweight CSL. Bodies were manufactured by Karmann and shipped to BMW for final assembly. The 'i' designation established BMW's naming convention for fuel-injected models.