Finding The E30

[JoshCalkins]

BMW E30 M3

I've always been a petrolhead and the sounds of roaring engines and squealing tires is all that's needed to get my attention, and discussions of horsepower and lap times can keep me occupied for hours. The roar of a big V8 puts a smile on my face. I've also always liked BMWs, particularly the slick looks and impressive power of the M models, and the more I learned about the brand and the people who followed it, the more I learned about the hallowed status of the E30 M3. At first I was taken aback; yes the E30 seemed like a good car, but it had a 2.3-liter four cylinder engine, and I was firmly of the belief that anything a four cylinder engine could do, a V6, or better yet, a V8, could do better. So I decided to examine the history of the E30 M3, and that's where I came across the word "homologation."

Merriam-Webster's Dictionary defines "homologation" as being sanction, approved, or confirmed officially. In relation to Touring Car Racing, the term takes on a wider meaning. Within Touring Car Racing there are several groups, each with different standards for the cars allowed, and within each group were different divisions dependent upon engine size. Group A was considered a "modified touring car" group and, in order to qualify, a vehicle must have been produced for regular sale. Also, while the vehicle could be modified in some respects from the production version, some stock components had to remain, like the dashboard, some interior panels, and most of the original body panels. Furthermore, Group A rules allowed for special editions of qualified vehicles to be used (referred to as "Evolution models") as long as there was a production run of at least 500 vehicles. This explains why the E30 M3 Evo 1, Evo 2, and Sports Evolution all had fairly small production numbers (505, 500, and 600 cars, respectively). So, as long as production figures had been met, the E30 M3 and its various iterations would qualify for Group A Touring Car Racing.

So, the E30 M3 was produced by BMW so that they could have a car to enter Touring Car Racing in Group A, Division 2 (engine displacement between 1.6 liters and 2.5 liters). Now, onto the car itself. The E30 M3 was based off of the 1986 model year 3 Series built on the same platform, and while it shared many components with the 3 Series, the final product was a combination of many different parts from many different cars.

First off: the engine. The M3's engine block came from the same basic design that powered the 3 Series, the M10. First developed in 1961 for use in the 1962-model year New Class models, the M10 engine block was built with an eye towards expansion. Initially delivered as a 1.5-liter engine meant to power the New Class 1500 Sedan, the block was designed with enough extra space so that it could be bored out to a 2.0-liter displacement for later New Class production models. For the stock M3, that block layout was adapted and bored to 2.3 liters, and for the racing versions, it was bored out to 2.5 liters, the maximum displacement allowed in the Division. Affixed atop the M10 block was a head designed with direct inspiration from the M88/1, the engine which powered the M1. This new engine combination was dubbed the S14, and what made it so special was that the combination of the M88/1's valve assembly, which allowed for impressive cylinder breathing, and the inherent mechanical efficiency of the the M10, created an engine that produced incredible power for its size. The 2.3-liter production models generated in the neighborhood of 200 horsepower (192 for American models that came equipped with a catalytic converter, and 197 for European models with no catalytic converter), while a fully tuned racing version of the S14, bored to 2.5-liter displacement, produced 340.

1991 BMW 325 is Coupe

At this point, I was definitely starting to change my mind about the abilities of a four cylinder engine. For the sake of comparison, a 1967 Z/28 Camaro outfitted with a 4.9-liter V8 produced about 360 hp with a single barrel carburetor. Double the engine displacement and double the cylinders, but only an extra 20 hp? Pony cars were becoming less appealing by the minute, and once I learned about the E30 M3's handling and agility, Detroit's finest offerings didn't stand a chance.

Just as the M3's engine was created using different parts from various cars, the chassis, suspension, and brakes were adopted from other BMW models. First up is the chassis and body. The regular E30 3 Series coupe was 55.1 inches tall, which was dropped to 53.9 for the M3. Combined with a a wider stance (66.1 inches as opposed to the 3 Series coupe's 65.4), and wider tires fitted under flared wheel arches, the M3 had an aggressive, low stance that begged to tear around corners. In order to cope with the higher speeds, the front brakes of the 3 Series were abandoned in favor of the larger discs and calipers from the E28 5 Series. As far as suspension goes, the only parts used from the 3 Series were the shock inserts and springs. New struts were put in as well as control arms. While the rear suspension remained pretty much identical to the 3 Series, the changes in the front end were more than enough to take the M3 to a new level of handling.

BMW E30 M3 Racer

On the racing front, the M3 was a force to be reckoned with. Between 1987 and 1991, the car won 12 major touring championships, including the two wins in the European Touring Car Championships and one in the World Touring Car Championship. When a touring car has a few one or two wins, that can sometimes be attributed to the quality of the driver and his crew, but 12 wins? 12 means that there is something special about that car.

So here I am. My enthusiasm for pony cars died a few years back. There is still a part of me that can appreciate the roar of a V8; a part of me that values brute strength over finesse, but that part has been largely overshadowed by a healthy respect for precision. The E30 M3 began as a type of Frankenstein, one part from here, another from there. But a careful balancing of those various components created a car that is much more than a sum of its parts, and while the pony cars of the 60s have largely been relegated to either the showroom or the junkyard, the E30 is still out there winning races. You just can't argue with that sort of longevity.

-Josh

[Mr. Red]

Such an amazing car! There's a reason why it's referred to as "God's Chariot"

[M635]

Cool stuff!

But for your information, the silver E30 with the M3 CSL wheels is actually an E30 325iS. That car was for sale for $18,000US in Seattle by a small business "M-Cars Seattle" now under a different name. That thing is modded like hell, such a slick ride that's for sure!

[Mr. Red]

Originally Posted by M635 Cool stuff! But for your information, the silver E30 with the M3 CSL wheels is actually an E30 325iS. That car was for sale for $18,000US in Seattle by a small business "M-Cars Seattle" now under a different name. That thing is modded like hell, such a slick ride that's for sure!

It was Jordan Sarette's car. He lives in Houston, Texas and has built up an Alpine e30 now.
You can check out a history of the build of the particular 325iS and what he's currently working on here really cool stuff --> http://oldmary.lqhome.com/~jordansar...mine/index.php

[JoshCalkins]

Originally Posted by M635 Cool stuff! But for your information, the silver E30 with the M3 CSL wheels is actually an E30 325iS. That car was for sale for $18,000US in Seattle by a small business "M-Cars Seattle" now under a different name. That thing is modded like hell, such a slick ride that's for sure!

Thanks for the heads up. Changing caption now.

Mr. Red: Nice link. I just wish I had a bunch of cash and some free time. I'd definitely take it to the next level, though, and make a Z4/Transformer...