Although it’s known as the Hofmeister Kink, named for Wilhelm Hofmeister, the longtime BMW designer who made it ubiquitous on the company’s cars, it was actually Bertone that gave the automaker its distinctive little design quirk. The Italian carrozzeria first incorporated the reverse-angled C-pillar base into BMW’s V-8–powered 3200CS, which debuted at the 1961 Frankfurt auto show. As a result of that kink, and the elegant coupe upon which it was incorporated, one could argue we also have Bertone to thank for the lineup of gorgeous Bavarian coupes that descended from it over the next 30 years, beginning with the four-cylinder “Neue Klasse” 2000CS of 1965 and concluding with the E24 6 Series produced through 1989.
In between them, however, there were the E9 pillarless coupes. Designed by Hofmeister and built by Karmann, few cars have ever carried their proportions better. First came the 2800CS of 1968, replaced shortly after by the dual-carbureted 3.0CS, mechanically fuel-injected 3.0CSi, and race-bred 3.0CSL.
The 2.8-liter M30 inline-six found in the 2800CS was bored out to 3.0 liters for those E9s of the early 1970s, and the cars also benefited from the addition of rear disc brakes. In the 3.0CS, the engine delivered 180 horsepower and 198 lb-ft of torque, and mated to either a four-speed manual or optional three-speed automatic. The manual was praised in period for the precise shifting it offered, which was befitting of such a sporting little cruiser. The automatics (initially ZF and then BorgWarner after mid-1972), while absolutely reliable, were often judged ill-suited to the engine and stripped the driving experience of much of its character.
BMW built a total of 10,669 3.0CS coupes and shipped just over 2500 of them to the U.S. between 1971 and 1974—1368 with the manual transmission and 1189 with the automatic. That 53/47 ratio closely reflects the worldwide preference, so the automatic was not without its fans. History, however, seems to frown on the slushbox coupes. Today, many have been converted either to period four-speeds or upgraded to more modern five-speeds, while those that remain are typically valued at a 25% discount to their row-your-own friends. One such auto-equipped 1973 3.0CS sold this week for $34,650—it’s third trip across Bring a Trailer’s virtual auction block in two years.
The car first sold in April 2023, for $61,425. In May 2024, it was bid to $32,000 but not sold. In all three instances, the car was offered with a five-speed manual transmission of unknown origins and condition on the side.
This E9 sunroof-coupe was sold new in Beverly Hills, when it was originally Baikal Blue, and remained in California until 1997, then spent 22 years in Virginia. At some point in the 1990s it was color-changed to black. The interior has been redone, the A/C is non-operational, and true mileage is unknown. The original 14-inch alloy wheels (included) have been replaced with 15-inch alloys, and perhaps most offensively to BMW purists, it wears a deep front air dam that it shouldn’t. It does benefit aesthetically from its smaller chrome bumpers, however, which were replaced by the awkward federally mandated 5-mph things for 1974.
Rust killed many of these cars, and typical problem areas include the rocker panels, the base of the A-pillars, the bulkhead beneath the dash, inside the fenders and along the fender seams, and the shock towers. The brief history that accompanies 3.0CS values on Hagerty Valuation Tools says “the car is essentially one of the prettiest ways to creatively trap moisture ever devised. Rust-free and well-restored examples are rare.” Our feature car has certainly been refurbished over the years, and it does appear to be largely rust-free in the areas of greatest concern. The seller states there are some bubbles on the roof, on the passenger door, and on the driver’s side fender; photos from the April 2023 listing back this up. The A-pillar bases look good, and the underside looks solid overall, including the jac, but no photos clearly show the rockers with the sill plate removed, which seem to be the money shots interested parties wanted in the car’s previous listings. Here the seller simply states they “did not notice anything” with regard to rust in the sills or the floor.
Top to bottom, this is a #4 (fair) condition 3.0CS. With a manual and a slick top, we’d price it at around $37,000. Subtract 25% for the auto, but add 15% for the sunroof, and you arrive at … $33,390. It’s hard to say what led to a price almost double that just two years ago, other than the general heat of the collector car market at the time, but this result really does seem on the money.
As for that included five-speed manual transmission, there are two ways to look at it. Assuming it’s functional, would it improve the driving experience? Probably. Will the cost of the swap be a huge chunk of the value of the car when it’s completed? Probably. But assuming the automatic, too, is functional, is it worth sacrificing the originality of the powertrain for a non-period-correct transformation? Only the buyer can answer those questions. Thankfully, enthusiastic forum members of E9coupe.com have already reached out to welcome their new comrade.
In the meantime, cruising effortlessly in a car that looks like a million bucks but only cost you 34 grand certainly feels like a win.
Like many German car gust is a killer. To restore it is more than it is worth with either Tranny.
Good California examples are hard to find and expensive when you do find them.
I am often astounded at the price that some people pay for an automobile 99% of the time they’ve never seen in person. The prices seem outrageous. And you can track future sales by copying the VIN number and searching it. Except for very few examples, cars from the auctions are resold at a loss. Throw on the fees and the loss is greater.
I don’t think it is worth manual swapping a car to sell it, you have added extra cost to overcome on a sale. If you want a manual for yourself to enjoy then go for it.
The BEST looking car BMW ever made….
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