{"id":23338,"date":"2026-03-13T15:51:14","date_gmt":"2026-03-13T15:51:14","guid":{"rendered":"https:\/\/www.europesays.com\/cz\/23338\/"},"modified":"2026-03-13T15:51:14","modified_gmt":"2026-03-13T15:51:14","slug":"bmw-rady-6-e24-1976-1989-stastna-trinactka-1-dil","status":"publish","type":"post","link":"https:\/\/www.europesays.com\/cz\/23338\/","title":{"rendered":"BMW \u0159ady 6 E24 (1976-1989): \u0160\u0165astn\u00e1 t\u0159in\u00e1ctka (1. d\u00edl)"},"content":{"rendered":"

S\u00e9rie 6 E24 nahradila v portfoliu mnichovsk\u00e9ho v\u00fdrobce kup\u00e1tka s k\u00f3dem E9 (2800 CS, 3.0 CS, 3.0 CSi), velmi \u00fasp\u011b\u0161n\u00e1 na sportovn\u00edm poli, obzvl\u00e1\u0161t\u011b v odleh\u010den\u00e9 verzi CSL. Ideov\u00fdm tv\u016frcem tehdej\u0161\u00edch bavor\u00e1k\u016f byl Marcello Gandini<\/a>, kter\u00fd vlastn\u011b st\u00e1l za prvn\u00ed generac\u00ed \u0159ady 5<\/a>. Jeho n\u00e1stupcem se stal Paul Bracq, kter\u00fd dan\u00e9 linky rozvinul tak\u0159ka k dokonalosti, co\u017e kup\u00e9 s\u00e9rie 6 jasn\u011b dokazovalo. Post \u0161\u00e9fdesign\u00e9ra bavorsk\u00e9 automobilky v\u0161ak opustil kr\u00e1tce p\u0159ed premi\u00e9rou… Jeho posledn\u00ed d\u00edlo pro BMW ov\u0161em vydr\u017eelo ve v\u00fdrob\u011b na dne\u0161n\u00ed dobu neskute\u010dn\u00fdch t\u0159in\u00e1ct let! P\u00edsmeno E v tov\u00e1rn\u00edch k\u00f3dech znamenalo \u201eEntwicklung\u201c (v\u00fdvoj).<\/p>\n

Karbur\u00e1tor i vst\u0159ikov\u00e1n\u00ed<\/p>\n

\u0160estky m\u011bly v\u00fdstavn\u00ed premi\u00e9ru na autosalonu v \u017denev\u011b v b\u0159eznu 1976, ale prvn\u00ed s\u00e9riov\u00e9 vozy byly vyrobeny ji\u017e 15. \u0159\u00edjna 1975. Z\u00e1kladem nab\u00eddky byl t\u0159\u00edlitrov\u00fd \u0161estiv\u00e1lec (p\u0159esn\u011b m\u011bl objem 2986 cm3) 630 CS. Ozna\u010den\u00ed, ve kter\u00e9m chyb\u011blo p\u00edsmeni i, prozrazovalo, \u017ee palivo dod\u00e1v\u00e1 do v\u00e1lc\u016f dvojit\u00fd sp\u00e1dov\u00fd karbur\u00e1tor Solex. V\u00fdsledkem bylo 136 kW (185 k)\/5800 min-1, co\u017e sta\u010dilo k dosa\u017een\u00ed rychlosti 210 km\/h. V\u00fdkonn\u011bj\u0161\u00ed 633 CSi m\u011bla pod kapotou motor o objemu 3210 cm3 s v\u00fdkonem 147 kW (200 k)\/5500 min-1 a nep\u0159\u00edm\u00e9 vst\u0159ikov\u00e1n\u00ed Bosch L-Jetronic. Pohonn\u00e1 jednotka se uv\u00e1d\u011bla do chodu pomoc\u00ed bezdotykov\u00e9ho tranzistorov\u00e9ho zapalov\u00e1n\u00ed.<\/p>\n

Oba \u010dty\u0159dob\u00e9 \u0159adov\u00e9 kapalinou chlazen\u00e9 \u0161estiv\u00e1lcov\u00e9 motory m\u011bly rozvod OHC, tedy jedin\u00fd va\u010dkov\u00fd h\u0159\u00eddel v hlav\u011b poh\u00e1n\u011bn\u00fd \u0159et\u011bzem. Klikov\u00fd h\u0159\u00eddel spo\u010d\u00edval v sedmi hlavn\u00edch lo\u017eisk\u00e1ch s protiz\u00e1va\u017e\u00edmi. Maz\u00e1n\u00ed bylo ob\u011b\u017en\u00e9 tlakov\u00e9, optim\u00e1ln\u00ed teplotu maziva v motoru udr\u017eoval olejov\u00fd chladi\u010d. Uzav\u0159enou chladic\u00ed soustavu podporoval v\u011btr\u00e1k s visk\u00f3zn\u00ed spojkou. To\u010div\u00fd moment 255, respektive 284 Nm mohly p\u0159en\u00e1\u0161et na zadn\u00ed n\u00e1pravu dv\u011b p\u0159evodovky. Prvn\u00ed byla \u010dty\u0159stup\u0148ov\u00e1 p\u0159\u00edmo \u0159azen\u00e1, druh\u00e1 samo\u010dinn\u00e1 ZF s hydrodynamick\u00fdm m\u011bni\u010dem a t\u0159\u00edstup\u0148ov\u00fdm planetov\u00fdm \u00fastroj\u00edm. Za pen\u00edze nav\u00edc si bylo mo\u017en\u00e9 objednat uz\u00e1v\u011brku diferenci\u00e1lu.<\/p>\n

Syst\u00e9m Check Control hl\u00eddal brzdov\u00e1 a zadn\u00ed sv\u011btla, hladiny chladic\u00ed kapaliny, motorov\u00e9ho oleje, brzdov\u00e9 kapaliny a sm\u011bsi do ost\u0159ikova\u010d\u016f, stejn\u011b jako dostate\u010dnou tlou\u0161\u0165ku brzdov\u00fdch desti\u010dek. Nefungoval automaticky, sta\u010dilo v\u0161ak stisknout tla\u010d\u00edtko.<\/p>\n

BMW 630 CS (1975) | Zdroj: BMW<\/p>\n

Bezpe\u010dn\u011bj\u0161\u00ed<\/p>\n

Podvozek s rozvorem n\u00e1prav 2626 mm, rozchodem kol 1422, respektive 1487 mm a nez\u00e1visl\u00fdm zav\u011b\u0161en\u00edm v\u0161ech kol konstrukt\u00e9\u0159i navrhli dle americk\u00fdch feder\u00e1ln\u00edch bezpe\u010dnostn\u00edch norem, tedy mnohem bezpe\u010dn\u011bj\u0161\u00ed ne\u017e u E9. Coby z\u00e1klad ov\u0161em poslou\u017eila prvn\u00ed generace \u0159ady 5 s\u00e9rie E12. Vp\u0159edu se nach\u00e1zela modern\u00ed klasika: spodn\u00ed p\u0159\u00ed\u010dn\u00e1 ramena a vzp\u011bry McPherson, vzadu pak suvn\u00e1 ramena troj\u00faheln\u00edkov\u00e1 se \u0161ikm\u00fdmi osami k\u00fdv\u00e1n\u00ed. Optim\u00e1ln\u00ed komfort dostaly na povel vinut\u00e9 pru\u017einy s teleskopick\u00fdmi tlumi\u010di, nechyb\u011bly p\u0159\u00ed\u010dn\u00e9 zkrutn\u00e9 stabiliz\u00e1tory.<\/p>\n

Dvouokruhov\u00e9 kapalinov\u00e9 brzdy m\u011bly posilova\u010d Mastervac. Pat\u0159i\u010dnou deceleraci zaji\u0161\u0165ovala \u010dtve\u0159ice kotou\u010d\u016f s vnit\u0159n\u00edm chlazen\u00edm, zadn\u00ed byly vybaveny omezova\u010dem brzdn\u00e9ho tlaku. Kontakt s vozovkou zprost\u0159edkov\u00e1valo maticov\u00e9 kuli\u010dkov\u00e9 \u0159\u00edzen\u00ed s teleskopick\u00fdm bezpe\u010dnostn\u00edm h\u0159\u00eddelem a kapalinov\u00fdm posilova\u010dem, op\u011bt od ZF. Volant \u0161lo se\u0159izovat alespo\u0148 v\u00fd\u0161kov\u011b.<\/p>\n

\"\u0158\u00eddili<\/a>\u0158\u00eddili jsme BMW 635CSi. Je to skv\u011bl\u00fd bavor\u00e1k ze star\u00e9 \u0161koly<\/a><\/p>\n

P\u0159\u00edplatky za pohodl\u00ed<\/p>\n

Cel\u00e1 auta zpo\u010d\u00e1tku vyr\u00e1b\u011bl Karmann v Osnabr\u00fccku, od srpna 1977 vznikala kv\u016fli tamn\u00ed kol\u00edsav\u00e9 kvalit\u011b p\u0159\u00edmo u BMW v Dingolfingu, b\u00fdval\u00e9 tov\u00e1rn\u011b automobilky Hanse Glase<\/a>. U Karmanna se pot\u00e9 rodily pouze karoserie. Ty m\u011bly vyztu\u017eenou st\u0159edn\u00ed \u010d\u00e1st, ve kter\u00e9 se nach\u00e1zel bezpe\u010dnostn\u00ed ochrann\u00fd oblouk. Velk\u00e9 dvoudve\u0159ov\u00e9 kup\u00e9 bylo 4755 mm dlouh\u00e9, 1725 mm \u0161irok\u00e9 a pouze 1365 mm vysok\u00e9. Pojalo \u010dtve\u0159ici pasa\u017e\u00e9r\u016f, kte\u0159\u00ed mohli nalo\u017eit a\u017e 413 l zavazadel. Ti vzadu (\u0161lo v\u011bt\u0161inou o d\u011bti, \u010demu\u017e odpov\u00eddalo uspo\u0159\u00e1d\u00e1n\u00ed 2+2) ov\u0161em postr\u00e1dali samonav\u00edjec\u00ed p\u00e1sy, m\u011bli jen se\u0159iditeln\u00e9 op\u011brky hlavy, stejn\u011b jako p\u0159edn\u00ed cestuj\u00edc\u00ed. Zadn\u00ed seda\u010dky byly tvarov\u00e1ny jako samostatn\u00e9, co\u017e odpov\u00eddalo charakteru auta. \u00dazk\u00e9 B-sloupky m\u011bla E24 v\u017edy \u010dern\u00e9, zadn\u00ed bo\u010dn\u00ed okna se dala vyklopit.<\/p>\n

Standardn\u00ed v\u00fdbava zahrnovala d\u00e1le centr\u00e1ln\u00ed zamyk\u00e1n\u00ed, elektrick\u00e1 okna a zrc\u00e1tka, \u010d\u00e1ste\u010dn\u011b ko\u017een\u00e9 \u010daloun\u011bn\u00ed, halogenov\u00e9 \u017e\u00e1rovky ve sv\u011btlech, zadn\u00ed mlhovku, ani ot\u00e1\u010dkom\u011br v z\u00e1kladu nebyl tenkr\u00e1t samoz\u0159ejmost\u00ed. Klimatizace nebo r\u00e1dio pat\u0159ily tehdy je\u0161t\u011b mezi p\u0159\u00edplatkov\u00e9 komfortn\u00ed prvky, stejn\u011b jako mo\u017enost volby st\u0159e\u0161n\u00edho okna, nav\u00edc s v\u00fdb\u011brem mezi manu\u00e1ln\u00edm a elektrick\u00fdm.<\/p>\n

Doba ob\u0159\u00edch lit\u00fdch kol se skr\u00fdvala kdesi v budoucnosti, \u0161estkov\u00e9 kup\u00e9 s pohotovostn\u00ed hmotnost\u00ed minim\u00e1ln\u011b 1450 kg jezdilo na \u010dtrn\u00e1ctipalcov\u00fdch s pneumatikami 195\/70, ale u\u017e lit\u00fdch, ocel se nekonala. Do n\u00e1dr\u017ee se ve\u0161lo 70 l drahocenn\u00e9ho paliva, v\u00fdrobcem ud\u00e1van\u00e1 jeden\u00e1ctilitrov\u00e1 spot\u0159eba ov\u0161em p\u0159edstavovala sp\u00ed\u0161e zbo\u017en\u00e9 p\u0159\u00e1n\u00ed. 633 CSi na n\u011bmeck\u00fdch d\u00e1lnic\u00edch mohla upalovat a\u017e 215 km\/h a stovku poko\u0159ila za m\u00e9n\u011b ne\u017e osm sekund, \u017e\u00e1dn\u00fd louda provozu to tedy nebyl. 630 CS jela o 5 km\/h a 1 s v akceleraci pomaleji.<\/p>\n

BMW 630 CS (1975) | Zdroj: BMW<\/p>\n

635<\/p>\n

V \u010dervnu 1978 se objevil model 635 CSi s \u0161estiv\u00e1lcem OHC objemu 3453 cm3, kter\u00fd d\u00e1val v\u00fdkon 160 kW (218 k)\/5200 min-1. Ji\u017e p\u011btistup\u0148ov\u00e1 p\u0159evodovka Getrag p\u0159en\u00e1\u0161ela na zadn\u00ed kola maxim\u00e1ln\u00edch 310 Nm\/4000 min-1. Zat\u00edmco blok v\u00e1lc\u016f byl litinov\u00fd, jako materi\u00e1l pro hlavu v\u00e1lc\u016f poslou\u017eil lehk\u00fd hlin\u00edk. Klikov\u00fd h\u0159\u00eddel disponoval tlumi\u010dem torzn\u00edch kmit\u016f. Ostatn\u00ed hlavn\u00ed parametry byly shodn\u00e9 s v\u00fdchoz\u00edmi modely, sta\u010d\u00ed tedy vzpomenout jen odli\u0161nosti. V\u00fdkonn\u00fd v\u016fz dostal lep\u0161\u00ed posilova\u010d brzd Duo-Mastervac, p\u0159edn\u00ed kotou\u010de m\u011bly pr\u016fm\u011br 280 mm, vzadu se nach\u00e1zely o n\u011bco men\u0161\u00ed s 272 mm.<\/p>\n

Karoserie se od z\u00e1kladn\u00edch model\u016f li\u0161ila v detailech. Byla vylep\u0161ena aerodynamika, 635 CSi dostala nov\u00fd p\u0159edn\u00ed n\u00e1razn\u00edk s p\u0159\u00edtla\u010dnou plo\u0161kou, na v\u00edku zavazadlov\u00e9ho prostoru se skv\u011bl decentn\u00ed \u010dern\u00fd spoiler. \u0158idi\u010d mohl sv\u00e9 sedadlo v\u0161estrann\u011b se\u0159izovat, dvou\u010dlenn\u00e1 pos\u00e1dka na\u0161la uvnit\u0159 by\u0165 omezen\u00fd komfort ke sp\u00e1nku. Pokud ov\u0161em cht\u011bl m\u00edt majitel hlavn\u00ed sv\u011btlomety permanentn\u011b \u010dist\u00e9, musel vyt\u00e1hnout z pen\u011b\u017eenky dal\u0161\u00ed pen\u00edze za ost\u0159ikova\u010de a st\u011bra\u010de. Za lit\u00e1 kola BBS a rud\u00e9 \u010d\u00edseln\u00edky p\u0159\u00edstroj\u016f platit nav\u00edc nemusel, za k\u016f\u017ei a p\u0159edn\u00ed seda\u010dky od Recara ano.<\/p>\n

T\u0159iap\u016fllitrov\u00e1 verze v\u00e1\u017eila p\u0159esn\u011b 1,5 tuny. Dnes ji\u017e klasika se um\u011bla rozjet a\u017e na 220 km\/h a z nuly na stovku sprintovala b\u011bhem 7,6 s. Dos\u00e1hnout sto\u0161edes\u00e1tky nebyl probl\u00e9m, trvalo j\u00ed to 19 s a kilometr, op\u011bt s pevn\u00fdm startem, zvl\u00e1dla za 28 s. Provozn\u00ed n\u00e1klady byly ov\u0161em vysok\u00e9, jen cestovn\u00ed spot\u0159eba benzinu se pohybovala mezi 10 a 17 l\/100 km. Tato verze se stala z\u00e1kladem pro \u00fasp\u011b\u0161n\u00fd z\u00e1vodn\u00ed speci\u00e1l, o kter\u00e9mu bude \u0159e\u010d ve druh\u00e9m d\u00edle \u010dl\u00e1nku.<\/p>\n

\"Veter\u00e1nsk\u00e1<\/a>Veter\u00e1nsk\u00e1 sez\u00f3na klepe na dve\u0159e. Jubilejn\u00ed Retro Gar\u00e1\u017e l\u00e1k\u00e1 na aukci jedine\u010dn\u00fdch voz\u016f<\/a><\/p>\n

Dal\u0161\u00ed verze a \u00fapravy<\/p>\n

\u010cerven 1979 p\u0159inesl konec pro karbur\u00e1tory Solex, respektive Pierburg 4A1. Verzi 630 CS vyst\u0159\u00eddala 628 CSi s motorem 2,8 l (2788 cm3) se vst\u0159ikov\u00e1n\u00edm a v\u00fdkonem 135 kW (183 k). Ten poch\u00e1zel z tehdej\u0161\u00ed \u201ep\u011btkov\u00e9\u201c \u0159ady s k\u00f3dem E12, konkr\u00e9tn\u011b modelu 528i. Rozlou\u010dily se tak\u00e9 \u010dty\u0159stup\u0148ov\u00e9 manu\u00e1ln\u00ed p\u0159evodovky. 635 CSi se o rok pozd\u011bji do\u010dkala centr\u00e1ln\u00edho zamyk\u00e1n\u00ed. Vst\u0159ikov\u00e1n\u00ed Bosch L-Jetronic nahradil u v\u0161ech verz\u00ed modern\u011bj\u0161\u00ed syst\u00e9m Motronic DME.<\/p>\n

Na konci roku 1981 byl vylep\u0161en interi\u00e9r. Zm\u011bnily a p\u0159esunuly se p\u0159\u00edstroje i n\u011bkter\u00e9 ovlada\u010de. Kv\u011bten 1982 znamenal m\u00edrn\u00e9 \u00fapravy zevn\u011bj\u0161ku, ale daleko v\u011bt\u0161\u00ed na karoserii samotn\u00e9. D\u00edky nim auta zhubla 40 kg. Po\u0159\u00e1dn\u00fd \u201eupdate\u201c neminul ani podvozek, dostal d\u00edly z nov\u00e9 \u0159ady 5 E28<\/a>. Check Control u\u017e fungoval samo\u010dinn\u011b, chyby hl\u00e1sil v\u00fdstra\u017en\u00fdm sv\u011btlem a p\u00edp\u00e1n\u00edm. Novinku p\u0159edstavoval palubn\u00ed po\u010d\u00edta\u010d. D\u00e1le byly modifikov\u00e1ny motory, aby konzumovaly o 1 a\u017e 2 litry m\u00e9n\u011b paliva. V souvislosti s touto modernizac\u00ed dostala \u0161pi\u010dkov\u00e1 verze 635 CSi nov\u00fd agreg\u00e1t, \u0161estiv\u00e1lec objemu 3430 cm3 s vy\u0161\u0161\u00edm kompresn\u00edm pom\u011brem, v\u00fdkon 218 kon\u00ed ov\u0161em z\u016fstal zachov\u00e1n. Do\u010dkala se i ABS.<\/p>\n

Existoval tedy p\u0159echodov\u00fd model (mezityp) s vnit\u0159kem druh\u00e9 s\u00e9rie, ale starou karoseri\u00ed a podvozkem. Kone\u010dn\u011b v osmdes\u00e1t\u00e9m t\u0159et\u00edm se p\u0159estaly nab\u00edzet pon\u011bkud archaick\u00e9 automaty se t\u0159emi stupni a nahradily je modern\u011bj\u0161\u00ed, kter\u00e9 m\u011bly o rychlost v\u00edce.<\/p>\n

BMW 630 CS (1975) | Zdroj: BMW<\/p>\n

S p\u00edsmenem M<\/p>\n

Ve Frankfurtu 1983 se objevila na st\u00e1nku BMW hork\u00e1 novinka. 635 CSi dostala p\u0159ed typov\u00e9 ozna\u010den\u00ed je\u0161t\u011b p\u00edsmeno M. T\u00edm to ale zdaleka nekon\u010dilo. Motor M88\/3 byl modifikac\u00ed pohonn\u00e9 jednotky M88\/1 ze supersportovn\u00ed M1<\/a>. \u0160estiv\u00e1lec, znovu s objemem 3453 cm3, m\u011bl tentokr\u00e1t dvojici va\u010dkov\u00fdch h\u0159\u00eddel\u016f v hlav\u011b, tedy rozvod DOHC a \u010dty\u0159ventilovou techniku. Pod\u00e9ln\u011b um\u00edst\u011bn\u00fd agreg\u00e1t byl naklon\u011bn o 30o a technici z n\u011bj vydolovali 210 kW, tedy 286 star\u00fdch dobr\u00fdch kon\u00ed p\u0159i 6500 ot\u00e1\u010dk\u00e1ch a 340 Nm\/4500 min-1. O regulaci ot\u00e1\u010dek, vst\u0159ikov\u00e1n\u00ed, zapalov\u00e1n\u00ed a b\u011bhu napr\u00e1zdno se starala znovu elektronika Bosch Motronic.<\/p>\n

P\u0159\u00edmo \u0159azen\u00e1 rychlostn\u00ed sk\u0159\u00ed\u0148 Getrag 280\/5 byla zes\u00edlena a dostala rychlej\u0161\u00ed p\u0159evody, zm\u011bny se odehr\u00e1ly tak\u00e9 na podvozku. Rozchod p\u0159edn\u00edch kol byl roz\u0161\u00ed\u0159en na 1430 mm (+8 mm), ten zadn\u00ed naopak z\u00fa\u017een na 1464 mm (-23 mm). A zav\u011b\u0161en\u00ed? P\u0159edn\u00ed p\u0159\u00ed\u010dn\u00e1 ramena byla v jeho p\u0159\u00edpad\u011b dvoukloubov\u00e1, zadn\u00ed pod\u00e9ln\u00e1 dostala nav\u00edc jedno stabiliza\u010dn\u00ed. Tlumi\u010de byly zkr\u00e1ceny a p\u0159itvrzeny. P\u0159edn\u00ed n\u00e1prava se chlubila v\u011btran\u00fdmi 300mm kotou\u010di se \u010dty\u0159p\u00edstkov\u00fdmi t\u0159meny. M635 CSi jezdila na kovan\u00fdch kolech Fuchs z lehk\u00e9 slitiny s pneumatikami 220\/55, za r\u00e1fky BBS s obut\u00edm 240\/45 se p\u0159ipl\u00e1celo. Pos\u00e1dka u\u017e m\u011bla k dispozici i standardn\u00ed klimatizaci s elektronickou regulac\u00ed. Zavazadeln\u00edk se zv\u011bt\u0161il dle dobov\u00fdch \u00fadaj\u016f na 430 l. Ale musel se tam p\u0159est\u011bhovat akumul\u00e1tor, pod kapotou pro n\u011bj nebyl m\u00edsto a vy\u0161\u0161\u00ed zat\u00ed\u017een\u00ed zadn\u00ed n\u00e1pravy zlep\u0161ovalo trakci.<\/p>\n

Z\u00e1kladn\u00ed rozm\u011bry z\u016fstaly shodn\u00e9, jen auto sed\u011blo d\u00edky sportovn\u00edmu podvozku o 11 mm bl\u00ed\u017ee asfaltu (v\u00fd\u0161ka \u010dinila 1354 mm). Na prvn\u00ed polovinu 80. let impozantn\u00ed parametry katapultovaly bolid a\u017e k hranici 255 km\/h, \u017e\u00e1dn\u00e1 nepsan\u00e1 dohoda o limitn\u00ed dv\u011bst\u011bpades\u00e1tce mezi n\u011bmeck\u00fdmi v\u00fdrobci je\u0161t\u011b neplatila. Akcelerace z klidu na 100 km\/h trvala 1510 kg t\u011b\u017ek\u00e9 st\u0159ele jen 6,4 s, ve sprintu na pevn\u00fd kilometr se mohla pochlubit \u010dasem 26,4 s. Pr\u016fm\u011brn\u00e9 dvan\u00e1ctilitrov\u00e9 spot\u0159eby jste dos\u00e1hli jen st\u011b\u017e\u00ed, v m\u011bstsk\u00e9m provozu se pak M635 CSi doslova tr\u00e1pila, za co\u017e se \u201eodm\u011b\u0148ovala\u201c minim\u00e1ln\u011b n\u011bjak\u00fdmi sedmn\u00e1cti sp\u00e1len\u00fdmi litry benzinu na ka\u017ed\u00fdch 100 km. Interi\u00e9r charakterizovaly pat\u0159i\u010dn\u011b sportovn\u00ed seda\u010dky, ko\u017een\u00fd volant a rychlom\u011br do 280 km\/h.<\/p>\n

BMW 635 CSi (1978) | Zdroj: BMW<\/p>\n

Sport i luxus<\/p>\n

V USA a Japonsku se nejost\u0159ej\u0161\u00ed verze jmenovala M6. Ameri\u010dan\u00e9 m\u011bli sice daleko bohat\u0161\u00ed v\u00fdbavu v\u010detn\u011b k\u016f\u017ee, sedadel s elektrick\u00fdm ovl\u00e1d\u00e1n\u00edm, chladni\u010dky pro n\u00e1poje (!) a audia s osmi reproduktory, ale museli se spokojit s revidovan\u00fdm motorem S38, kter\u00fd d\u00e1val kv\u016fli emisn\u00edm p\u0159edpis\u016fm \u201ejen\u201c 191 kW (260 k). Oproti evropsk\u00e9mu M88\/3 m\u011bl modifikovan\u00fd va\u010dkov\u00fd h\u0159\u00eddel, jin\u00e9 sv\u00ed\u010dky, jednodu\u0161\u0161\u00ed v\u00fdfukov\u00e9 potrub\u00ed s katalyz\u00e1torem a dal\u0161\u00ed \u00fapravy.<\/p>\n

V sou\u010dasnosti provozovan\u00e9 M6 s britsk\u00fdmi registra\u010dn\u00edmi zna\u010dkami jsou japonsk\u00e9 importy. Albion m\u011bl M635 CSi s volantem vpravo. Pro USA byla ur\u010dena tak\u00e9 L6, kter\u00e1 vych\u00e1zela z krot\u0161\u00ed 635 CSi. P\u00edsmeno L zde neznamenalo nic jin\u00e9ho ne\u017e luxusn\u00ed interi\u00e9r. Na star\u00e9m kontinentu byl k m\u00e1n\u00ed obdobn\u00fd paket s n\u00e1zvem Highline, kter\u00fd st\u00e1l p\u0159es 11 tis\u00edc marek!<\/p>\n

Vr\u00e1t\u00edm se je\u0161t\u011b na skok na za\u010d\u00e1tek v\u00fdroby, je t\u0159eba alespo\u0148 lehce zm\u00ednit varianty pro Severn\u00ed Ameriku. Tam se u\u017e ve druh\u00e9 polovin\u011b sedmdes\u00e1t\u00fdch let minul\u00e9ho v\u011bku nemohla prod\u00e1vat auta s karbur\u00e1tory, a tak si Ameri\u010dan\u00e9 sm\u011bli od z\u00e1\u0159\u00ed 1976 koupit model t\u0159\u00edlitrov\u00fd model 630 CSi s v\u00fdkonem 131 kW (178 k). Ten byl z\u00e1hy nahrazen 633 CSi s motorem M30 3,21 l\/135 kW (183 k). V roce 1985 byl p\u0159ejmenov\u00e1n na 635 CSi<\/a>, objem se zv\u00fd\u0161il na 3,43 l, v\u00fdkon jen o kilowatt, ale razantn\u011b narostl to\u010div\u00fd moment – z 264 na 290 Nm.<\/p>\n

\"Na<\/a>Na R\u00e9tromobile se ne\u0161et\u0159ilo. V \u010dele rekordn\u00edch v\u00fdsledk\u016f dra\u017eeb znovu st\u00e1lo Ferrari<\/a><\/p>\n

Je\u0161t\u011b neodch\u00e1z\u00edm!<\/p>\n

V kv\u011btnu 1987 dostala cel\u00e1 \u0159ada E24 nov\u00e9 elipsovit\u00e9 sv\u011btlomety ze s\u00e9rie E32<\/a>, tedy druh\u00e9 generace luxusn\u00ed sedmi\u010dky. N\u00e1razn\u00edky se sjednotily, do t\u00e9 doby m\u011bly varianty pro Severn\u00ed Ameriku v\u011bt\u0161\u00ed \u201ep\u011btim\u00edlov\u00e9\u201c, kter\u00e9 se staly nyn\u00ed standardem. Byly ov\u0161em \u010d\u00e1ste\u010dn\u011b lakov\u00e1ny v barv\u011b karoserie a auta d\u00edky nim narostla do d\u00e9lky o \u0161est centimetr\u016f oproti p\u016fvodn\u00edm model\u016fm ze 70. let. P\u0159ezd\u00edvku z\u00edskaly podle regule, kdy musely bez po\u0161kozen\u00ed odolat sr\u00e1\u017ece s pevnou p\u0159ek\u00e1\u017ekou do rychlosti 5 mil v hodin\u011b (8 km\/h). Tak\u017ee se jednalo vlastn\u011b o t\u0159et\u00ed a z\u00e1v\u011bre\u010dnou s\u00e9rii.<\/p>\n

Ameri\u010dan\u00e9 se je\u0161t\u011b do\u010dkali upraven\u00e9ho motoru M30 z velk\u00e9ho sedanu 735i E32. Objem p\u0159esn\u00e9 3,43 l z\u016fstal, v\u00fdkon se zv\u00fd\u0161il na 155 kW (211 k) a na zadn\u00ed kola se p\u0159en\u00e1\u0161elo a\u017e 305 Nm. Tato \u201e\u010dist\u0161\u00ed\u201c 635 CSi se ale ve fin\u00e1le prod\u00e1vala tak\u00e9 v Evrop\u011b v\u010detn\u011b N\u011bmecka, samoz\u0159ejm\u011b pouze jeho z\u00e1padn\u00ed \u010d\u00e1sti.<\/p>\n

\u017d\u00e1dn\u00e1 l\u00e1ce<\/p>\n

BMW \u0159ady 6 nebylo nijak levn\u00fdm zbo\u017e\u00edm. V dob\u011b uveden\u00ed na trh st\u00e1la karbur\u00e1torov\u00e1 630 CS 40.600 DM a 633 CSi 43.100 marek. Za 635 CSi bylo v roce 1978 nutn\u00e9 zaplatit minim\u00e1ln\u011b 49.400 marek. To je\u0161t\u011b nic nen\u00ed proti \u201eemku\u201c, kter\u00e9 v dob\u011b zah\u00e1jen\u00ed v\u00fdroby zten\u010dilo bankovn\u00ed konto novope\u010den\u00e9ho majitele konto o astronomick\u00fdch 89.500 DM. Postupn\u011b ov\u0161em jeho cen a rostla a\u017e na 106 tis\u00edc v roce 1987.<\/p>\n

BMW M635 CSi (1984) | Zdroj: BMW<\/p>\n

M\u00edsto \u0161estky osmi\u010dka<\/p>\n

V\u00fdroba E24 se v Dingolfingu definitivn\u011b zastavila 14. dubna 1989. \u0160estka sice st\u00e1le vynikala p\u016fvabem, ale technicky u\u017e se nach\u00e1zela na \u00farovni doby jen v n\u011bkolika m\u00e1lo detailech, co\u017e jasn\u011b uk\u00e1zala vzpom\u00ednan\u00e1 nov\u00e1 s\u00e9rie 7. Celkem vzniklo velmi slu\u0161n\u00fdch 86.219 voz\u016f (v\u011bt\u0161ina pramen\u016f uv\u00e1d\u00ed o t\u0159i m\u00e9n\u011b). M635 CSi bylo postaveno 4.088, z toho jen 524 pro Brit\u00e1nii, M6 pak pouze 1.767 kus\u016f. \u201eEmkov\u00e9\u201c verze sice navrhla divize BMW Motorsport GmbH, ale rodily se u mate\u0159sk\u00e9 BMW AG.<\/p>\n

T\u0159in\u00e1ct let se \u017e\u00e1dn\u00fd jin\u00fd bavor\u00e1k jeden\u00e9 generace nevyr\u00e1b\u011bl. Nep\u0159\u00edm\u00fdm n\u00e1stupcem se stala \u0159ada 8 E31<\/a>, ale v tomto p\u0159\u00edpad\u011b \u0161lo o je\u0161t\u011b luxusn\u011bj\u0161\u00ed, sportovn\u011bj\u0161\u00ed a dra\u017e\u0161\u00ed v\u016fz. I tak jeho aktivn\u00ed \u017eivot trval celou dek\u00e1du.<\/p>\n

\"Video<\/p>\n

\n\t\t\t\tBMW 650i Coup\u00e9 a BMW 650i Convertible \u2022 BMW\n\t\t\t<\/p>\n

Zdroje: archiv autora a auto.cz, Sv\u011bt motor\u016f, Auto World Press, Wikipedia, bmw.grouparchiv.de<\/p>\n

Foto: BMW<\/p>\n

Zdroj: Autorsk\u00fd text<\/p>\n","protected":false},"excerpt":{"rendered":"S\u00e9rie 6 E24 nahradila v portfoliu mnichovsk\u00e9ho v\u00fdrobce kup\u00e1tka s k\u00f3dem E9 (2800 CS, 3.0 CS, 3.0 CSi),…\n","protected":false},"author":2,"featured_media":23339,"comment_status":"","ping_status":"","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[12],"tags":[1993,1995,11233,67,68,441,933,11234,768,10900,424],"class_list":{"0":"post-23338","1":"post","2":"type-post","3":"status-publish","4":"format-standard","5":"has-post-thumbnail","7":"category-byznys","8":"tag-bmw","9":"tag-bmw-m","10":"tag-bmw-rady-6","11":"tag-business","12":"tag-byznys","13":"tag-historie","14":"tag-kupe","15":"tag-rada-6","16":"tag-redakcni-video","17":"tag-veteran","18":"tag-video"},"share_on_mastodon":{"url":"https:\/\/pubeurope.com\/@cz\/116222668643579104","error":""},"_links":{"self":[{"href":"https:\/\/www.europesays.com\/cz\/wp-json\/wp\/v2\/posts\/23338","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.europesays.com\/cz\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.europesays.com\/cz\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.europesays.com\/cz\/wp-json\/wp\/v2\/users\/2"}],"replies":[{"embeddable":true,"href":"https:\/\/www.europesays.com\/cz\/wp-json\/wp\/v2\/comments?post=23338"}],"version-history":[{"count":0,"href":"https:\/\/www.europesays.com\/cz\/wp-json\/wp\/v2\/posts\/23338\/revisions"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/www.europesays.com\/cz\/wp-json\/wp\/v2\/media\/23339"}],"wp:attachment":[{"href":"https:\/\/www.europesays.com\/cz\/wp-json\/wp\/v2\/media?parent=23338"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.europesays.com\/cz\/wp-json\/wp\/v2\/categories?post=23338"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.europesays.com\/cz\/wp-json\/wp\/v2\/tags?post=23338"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}