Within many of us there’s a brilliant, successful racing driver hidden away, a wheel-meister of the first order. Or so we like think. That’s surely true of a majority of ec readers; given the chance we could show Michael Schumacher a thing or two, or go door-to-door with Hans stuck at the Nürburgring’s nordschleife. At least that’s the fantasy – European Car
Our Super-Buy subject this month is the car for all who would be World Champion if only some perceptive team manager would give us a tryout. No, it won’t get your ability recognized by Frank Williams or Niki Lauda, but it will give you a road-legal taste of what driving a pure racing car is all about. One short drive in an M3 is sure to leave you either clamouring for more or lusting after a nice, soft S-Class Mercedes – depending on whether you like race-bred powerplants, suspensions uncompromisingly designed to deliver the maximum in cornering power and a driving environment that focuses your attention on the job at hand. Or you’ll find that, in reality, a track-star machine is a little too rough-edged to live with.
The M3 in question is not the current six-cylinder supercar but rather the limited-production homologation special based on the E30 platform, built in limited number and sold here between 1987 and 1993. It was a car built for a particular purpose, and importing it to North America – requiring, as a result, modifications that would satisfy government regulations here while not taking the edge off the power and handling available to European customers – was an act of skill (and bravery) on BMW’s part.
Before we go on with the M3’s history, a note about the dates given is in order. The first US-spec M3s were titled as 1988 models though sold in 1987. The last were leftover 1991 models not titled until 1993. Numbers tell an interesting story: In 1987, 1,113 1988 cars were sold. The next year saw sales of 1,547 ‘88s, 655 ‘89s and 78 ‘90s in 1989, a single ‘87 (where did that come from?), 10 ‘88s, 93 ‘89s, 598 ‘90s and 62 ‘91s in 1990. Ten ‘89s went out dealers’ doors in 1991, along with 123 ‘90s and 251 ‘91s. Twelve additional ‘89s remained to be sold (11 in ‘92 and four in ‘93). During those years, the only major production change was the addition of a driver’s side airbag in 1990.
Those numbers might lead you to conclude that the M3 was a hard sell. It was. The clientele for a machine of that type was as limited then as it would be today, no doubt part of the reason that the latest M3 is not only fast but is civilized as well. For all that, the original M3 must be considered a success, as it drew welcome attention from both press and enthusiasts to BMW’s capabilities.
The M3 came about because BMW wanted to compete in the FIA’s Group A racing class. Eligibility was determined in a number of ways; First, 5,000 examples of the car intended to be raced needed to be built over a 12-month period. Each of the 5,000 had to have all the basic engine hardware racers would use (including block, head, crankshaft and induction system), suspension units had to be attached to stock pick-up points, and larger wheels and tires were allowed but had to fit within stock fenders. Finally, any aerodynamic aids used had to come from the production-line version.
BMW assigned the task of creating this roadable racing car – and its full-strength competition brother – to its Motorsport division. One previous success for Motorsport was the mid-engine M1; another was the turbocharged BMW engine used in Formula One racing. The engineers and fabricators brought the same expertise to the M3.
At heart, the M3 was an E30 two-door fitted with a four-cylinder engine, but the list of changes made was longer than a description of similarities. The Type S14 powerplant was a direct descendant of the M10 F-1 unit, with a stiffer-than-normal block, forged crank, free-flowing four-valve head and suitably strengthened internals. At the bottom a cast-aluminum oil pan, baffled to keep oil flowing to the right places at all times, was bolted on. With race preparation, BMW claimed a maximum safe engine speed of more than 10000 rpm for the S14; using the street version’s 7250-rpm limit was certainly safe.
A five-speed gearbox was installed. European versions had first gear to the left and down, while US models continued with the traditional H-pattern, putting fifth off to the side. Clutch, limited-slip rear axle and brakes were suitably upgraded (the latter taken from the 6 Series cars), and ABS was standard.
Suspension hardware was a mix of standard and special. Front hub carriers were specific M3 parts, as were the lower control arms, made here of aluminum instead of steel. Springs, shocks, anti-roll bars and suspension bushings were all purpose-built M3 items, and the power steering rack was given a faster ratio. Ride height was reduced by an inch or so.
A unique steering wheel and special seats (as good as those found in most racing cars) graced the M3’s cabin, but these were minor changes when compared to the work done on the exterior. From nose back, new panels included the bumper cover/spoiler, all four fenders (dramatically widened), side sill, rear valence and decklid spoiler. A less noticeable but necessary touch born of wind-tunnel tests were plastic C-pillar extensions that disguised the steeper rake of the rear window. The wider BBS alloy wheels didn’t prove much – they or lookalikes could be installed on any BMW – but the other modifications gave the M3 a much more muscular and purposeful look.
Within the first moments of a test drive, it was clear that the M3 didn’t have to get by on looks alone. It was incredibly quick for a normally aspirated 2.3 litre car, had the quick reflexes and flat cornering behaviour of a go-kart, excellent brakes, and was quite simply more fun than anyone who has never driven one would believe.
What it was not was civilized. The engine was noisy and vibratory, needed plenty of revs if speed was desired, resonated in the car’s interior and made a nuisance of itself any time it wasn’t being run as close to flat-out as conditions would allow. “It seduces me despite my better judgment,” one test driver wrote. Another said, “This is a race car, make no mistake; every significant part on it justifies its presence on the racers. When pushed to its limits, it performs like a race car – fast and noisy.”
With those last two adjectives to describe it, there’s little wonder that BMW found customers on this side of the pond to be in short supply. But those who took the plunge and understood what the small BMW was all about got more than they bargained for and, even when the high-for-1989 price ($34, 950, which did include all the go-faster mods plus air condition, leather seats, an electric sunroof, trip computer, electric windows and mirrors, and central locking) is factored in, they must have been pleased with what they got.
A select few people, those who have the mindset described at the head of the story, will find a used M3 equally delightful. At heart it’s a sturdy car, one that will rack up impressive mileage when cared for. It shares in BMW’s reputation for quality assembly, too and an original example will be as nicely finished as any 3, 5, 6 or 7 Series of the era. Which is plenty good.
If a stock M3 isn’t good enough – and I recommend a lot of driving time before making up your mind that it’s not – high performance pieces for the so-called Evolution pieces will add luster to the car’s performance; they’ll also drain even healthy bank accounts in confirmation of the old adage: “How fast do you want to go? How much do you want to go to spend?” A good place to start is the Evolution stroker kit, which brings the engine out of 2.5 litres and can increase output by 35hp. Throttle bodies and cams are also available, with a maximum of 250-265hp possible if you’re willing to hand over $12,000 or so for a major renovation. A more modest gain can be realized by fitting a Motorsport sprocket on the exhaust cam; it won’t increase maximum power (in fact, there will be a slight loss) but makes a noticeable improvement in low-end performance.
On the chassis side, stiffer anti-roll bars, progressive-rate springs, shock absorbers and suspension bushings are all offered by BMW Motorsport and various aftermarket suppliers. These, plus improved (wider and stickier) wheel/tire packages, can make an already phenomenally competent car even better.
Unless you really are a good enough driver to make the esteemed Herr Schumacher think twice about trying to pass you through a corner, I’d suggest you track down a good M3, do nothing more than change tires, and enjoy it exactly the way it is. Refined it ain’t, but fun it is, and you are not likely to find a better playmate for anything like today’s asking prices.
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February 1, 2010
1990 - 1999, Articles