BMW E30 M3 2.3 Coupe

www.QV500.com - BMW E30 M3 Part 1: M3 2.3 Coupe


	By the mid 1980’s, BMW Motorsport had produced just three models, the most famous of which was the M1 supercar. E12 M535i saloons and the sublime M635 CSi followed, but with the E30 M3, BMW were aiming for a much wider audience. This was dictated by FISA’s Group A homologation requirements that stipulated 5000 road cars had to be produced within the first 12 months. Far exceeding the Garching Motorsport department’s capability, M3 production consequently took place at BMW’s Munich factory (except for the much later Cabriolet).

Development work began as far back as 1981, production not staring until five years later in September 1986. The model became an instant commercial success despite its hefty price tag, nearly 18,000 M3's of varying types eventually being produced between September 1986 and July 1991 when the last Cabriolet rolled off the production line. Just as importantly, the M3 massively enhanced BMW’s already impressive motorsport CV, its unprecedented success in European and World Championship touring car racing continuing right up until its retirement in 1991. Constructed in a variety of different configurations although only ever in left-hand drive, E30 M3's were manufactured with Coupe and Cabriolet bodywork and engines of between 195 and 238bhp. The suspension was suitably enhanced over a regular E30 with uprated springs and all-new gas-pressurised dual Boge dampers, thicker anti-roll bars being fitted front and rear. A specially developed Bosch ABS system worked in conjunction with 280 and 282mm brake discs (ventilated at the front, solid at the rear), these along with the reinforced single piston calipers being sourced directly from BMW’s E28 5-series.

Other components taken from BMW's mid-size saloon included 5-series stub axles with larger wheel bearings. A power-assisted quick ratio steering rack was unique to the M3. Much attention was focused on the four-cylinder 16-valve engine, the basis of which was BMW’s 2-litre Typ M10 iron block slant four with a shortened four valve M1 cylinder head. Interesting features included siamesed pistons, a cast alloy sump, a supplementary oil cooler behind the spoiler and a long stroke camshaft, the bore and stroke of 93.4 x 84mm resulting in 2302cc.

Output was 200bhp at 6750rpm (195bhp if fitted with the optional catalytic converter), compression being set at 10.5:1 and Bosch Motronic ML fuel injection employed. Transmission was via a Getrag close-ratio five-speed box with a racing style dogleg first and hydraulically operated clutch with bonded lining. Performance was a match for many more elaborately engineered supercars, although it should nevertheless be remembered that the M3 was not an inexpensive vehicle in its own right. Top speed may have been 146mph and sixty possible in just 6.5 seconds, but the M3’s true ability lay with its perfect balance, sublime handling and a real-world driving experience that was second to none. Despite its obvious visual similarities with the stock E30, M3's shared just a solitary panel with the series production models, everything other than its bonnet having been carefully modified. Front and rear wings were flared to accommodate new BBS cross-spoke alloy wheels, the cabin profile being altered with a larger and more steeply raked rear screen to help improve high speed air flow. Also unique to the M3 was a raised rear deck and prominent wing.

These aero refinements were fabricated from SMC composite, the same material used for the deep front air dam, bumpers and extended side sills. Both front and rear windscreens were bonded to increase rigidity. A number of changes could also be found inside, the M3 getting adjustable Recaro seats trimmed as standard with houndstooth check cloth centres, plain grey bolsters and PVC backs. A three-spoke leather-rimmed Motorsport steering wheel fronted the standard E30 instrument binnacle although there were new VDO instruments with red needles.

There was also a 160mph (260kmh) speedo and 8000rpm tach, these being separated by a Motorsport logo, one of which could also be found on the gear knob. Individually contoured rear seats, tinted glass and electric door mirrors were standard, air conditioning, electric windows, an electrically operated sunroof and full leather trim all being cost options. Other possible upgrades included an on-board computer and heated front seats. A prototype was displayed in September 1985 at the Frankfurt Motor Show, full production beginning 12 months later in September 1986. As it turned out, over half the required 5000 cars were shifted even before 1987 had began. A US version was ready by December 1986, North American M3's coming with 192bhp engines, stock 325i gearboxes and the standard E30 fuel tank. Full leather trim, an electric sunroof, air conditioning and cruise control were standard. Despite only being offered in only left-hand drive, the M3 was available in the UK as a special order model, a good number being imported each year with the first official cars arriving during April 1987. Then, to celebrate winning the 1988 ETCC, BMW brought out the Europa Meister special.

Introduced during October '88, all 150 were equipped with leather interiors, Roberto Ravaglia-signed dash plaques and 195bhp catalysed engines. A more exciting special edition followed in April 1989, Johnny Cecotto cars being the first M3's to get BMW's improved 215bhp catalysed engine. Other upgrades were Evolution II front and rear spoilers, black-centred 16-inch BBS wheels and Nogaro Silver paint. Inside were half leather Motorsport seats, an on-board computer, illuminated gear knob and numbered plaque bearing Cecotto's signature. 480 were built.

Another 50 M3's were also completed to this spec and sold in the UK as the Roberto Ravaglia edition, these cars all having been finished in Misano Red with Ravaglia-signed plaques. Relatively few developments were made to the stock M3 during its life, the most important change coming in July 1989 when BMW's non-catalysed 200bhp engines were dropped. A 215bhp cat engine was subsequently fitted to all M3's and these later cars can be distinguished from earlier examples by the collector box and cam covers painted in Motorsport colours. One interesting option that was made available at the same time was Boge’s variable Electronic Damper Control (EDC) that provided three settings for the shocks (Sport, Normal and Comfort) all adjustable via a toggle switch located alongside the handbrake recess. Half-leather Motorsport-striped trim found its way onto the options list soon after. Later, a new three-spoke leather-rimmed steering wheel and grey cloth upholstery were introduced for 1990 model year examples. By the time Coupe production came to an end in December 1990, just under 15,000 examples had been completed in little more than four years.