RATHER LONGER

Test BMW 2.8 L / 3.0 L / 3.3 Li

Power and comfort on a lengthened wheelbase

      Pro
      Easy, temperamental and flexible sixcylindre engines
      Large, well equiped body with good overall view
      Exemplary manageability
      Good brakes

      Contra
     Windnoise at high speeds
     Partly unhandy position of controls
     Poor winter qualities

‘L’ stands for ‘long’. It proves that the big BMW saloons that wear it on the trunk lid have a ten centimetre longer wheelbase (2792 mm in stead of 2692 mm), are ten centimetres longer (4800 mm in stead of 4700 mm) and offer proportional more space in the rear compartment. Originially this was reserved to the 1974 introduced 3.3 L, that derived its top position as an exigent luxurious saloon in the BMW programme to a 300cc enlarged capacity and an extremely extensive equipment and the resulting high price.

To less wealthy customers, who take more value of the extra space than of the extra luxuoury, came the 2.8 and 3.0 versions. At the IAA last year the 3.3 L finally was provided with the 200 bhp injection engine in stead of the 190 bhp carburettor engine, and so became the 3.3 Li. Along with the three ‘short’ versions – 2500, 3.0 S and 3.0 Si – there are now three ‘long’ ones, to prices that go from 23.260 mark (2500) to 42.960 mark for the 3.3 Li.

Excellent handibility

The body of the 3.3 Li differentiates itselve from the other L-models by an extremely complete, qualitatively outstanding equipment, where maybe one thing is missed: central locks for doors and trunk lid. Unfortunately BMW can’t offer it even as an extra.

As the increased length is only in favour of the rear compartment, the middle post has been placed relatively far upfront. This is not ideal for the seat belts and also disturbs the optical harmony of the side-view. But who enters the wide back doors, will find out a satisfying extra comfort. The extra centimetres are partly used for the still not profuse, but by the deep sitting (520 mm) effectively enlarged knee room, and partly for putting the backrest more forward and in a bigger angle, so there’s a better sitting and more headspace.

But the front passengers also benefit from the lengthening: the longer wheelbase allows a noticeable, more balanced comfort as especially bigger bumps are better taken care of. The positive impression of comfort is completed by the big chairs which offer lots of side support and are fitted with adjustable head rests. The driver’s seat, together with the standard adjustable rake for the steering column and adjustable seat height, guarantee an individual tuning of the driving position to all body heights.

Though the clear and well-organised instruments of the big BMW can hardly be criticized, some controls are not very well placed – for example the not very conveniently arranged heating and ventilation buttons. The heater and the fan are easy to operate, but in a severe winter the heater needs rather a lot of time to warm up the interior.

That one experiences the big BMW saloons as a very pleasant companion, is attributed to one quality: their excellent handibility. Probabely no other car of comparable size drives with such agility. Due to that is is the exemplary visibility. Thanks to the low waistline, steep front and back screen, relatively short hood and rather high steering position, the driver has an outstanding view to all sides.

The very light and exact power steering always allows fast reactions and easy directing of the about one and a half ton car – during parking as well as fast cornering.

Finally, the modern chassis with the front MacPherson struts and trailing links, and the rear boxed semi-trailing arms allow effortless, fast moving forward. It’s safe and easy to drive, with soft appearing oversteer on the limit, which will please experienced drivers. It also has a high stability at high speeds.

There are no problems when it comes to braking. The four ventilated disc brakesare are to dose and proof against intensive use.

Cultivated power

Power they have, for all L-models are about 200 km/h fast and they accelerate in less than ten seconds to 100 km/h. But the BMW sixcylinder in line – no matter if the capacity is 2.8, 3.0 or 3.3 litre – not only impresses by its imposing temper, but also by its enormous tractive power, silky running, unexeptionable starting and cold running qualities, and reletively good fuel economy. Without doubt one can call it the best sixcylinder in the world, for a better combination of running pleasure and power is hardly found nowadays.

While the carburettor engines of the 2.8 L and 3.0 L with 170 and 180 bhp at 6000/min are well known from the ‘short’ saloons, there are some modifications of the engine of the topmodel Li. Because the last type 3.3 L ran somewhat raw and tended to form scum oil, the BMW engineers shortened the stroke with 2,4mm to 86mm, so now it has a capacity of 3210cc and actually it’s not a 3,3 litre anymore, but in fact a 3,2 litre.

It was also reconstructed from carburettors to fuel-injection. A Bosch L-Jetronic is mounted: an injection system that messures the amount of air and, unlike the K-Jetronic, does not inject continuously. (Recently it’s also used in the 3.0 Si, that used to have an electronic D-Jetronic that worked on the base of change of pressure.) Finally, a double-pipe exhaust system was installed, which allows a better sound damping than a single-pipe system without loosing any power.

The results of these messures are 200 bhp (147 kW) at only 5500 rpm, which give the Li a sportscar-like performance, a splendid torque profile and an impressive engine flexibility; a high, eightcylinder-like running culture and a restful sound development. The latter is partly deafened by the annoying wind sounds at high speeds – a slight mistake that does not really fit with the cultivated character of the Li and the other types.

Leaves us to say that the 3-speed automatic gearbox – standard on the Li, extra on the other models – is in very good harmony with the BMW sixcylinder. Nevertheless, the easy and exact gear changing mechanism of the mechanic fourspeed box offers a more exciting driving characteristic.

The fact that the 3.3 Li, against the original factory plans, is offered with a manual gearbox on demand, shows clearly that many BMW customers apparently have high expectations even from the luxury topmodel – and they will be fulfulfilled. For the L-models are typically driver’s cars too. They can’t and won’t deny that they belong to the sporting saloons – despite all extra comfort.

Even in the Li, which by BMW is called a high class representative car, one can hardly imagine a chauffeur, and a calling manager in the rear compartment. Even who can afford a chauffeur, will prefer to drive the Li oneself and enjoy the device of the Munich car builders: a joy to drive.

From auto motor und sport 5/1976.
By Fritz Reuter.
Thanks to Francesco Tiepolo.
Translation by Bram Visser, 2002.

*) model 1976 : 195 bhp