BMW

E9 3.0 CS and CSL cars have aluminum bonnets, doors and boot lids over thin-gauge steel; a hand pressed at the center of a panel leaves a dent, so the car is moved at the wheels or not at all. Rust in the front strut towers and inner sills means the factory jacking points on unrestored cars are frequently unsound, and support goes under the subframe instead. E30 M3 bodywork is unique from the A-pillar back: the box flares widen the track well beyond a standard E30, and it is flare-to-flare width, not the mirrors, that decides whether the car clears the strap channels. E46 M3 rear subframe mounting points are a documented cracking area, so no tie-down loads the rear subframe. Modern M cars sit on hollow sills with plastic jack pads that crush under a trolley jack and will not take a hook, so they go down on wheel straps. Carbon roofs from the E92 M3 onward, and the carbon boot lids on CS and CSL cars, rule out any strap crossing the body. Current M splitters sit close enough to the deck that the ramp crest, rather than the approach angle, is what catches.