Equations for superior performance
Applying performance modifications to new car – legally and cost efficiently – is becoming such a daunting task that the most rational course seems to be cruising the used-car market, European car has espoused this approach for years, and one of our favourite platforms for performance modifications is BMW’s E30-bodied M3.
The two-door sports sedan was first sold in the US as a 1988 model, and though the sedan resembles such kin as the 318i and 325i, the chassis features reinforced components, better brakes and a more aggressive suspension system – as well as an aggressive, racy set of clothes. A detailed look at its BMW Motorsport components underscores the fact this car is a very attractive investment at current market values.
Although this first M3 moved slowly from dealer showrooms, examples are now being sought by hardcore enthusiasts as the basis for serious tuning. A quick scan of the pits during any BMW club driving school reveals many in attendance, some as they came from the factory and others like the two shown on these pages. Good condition M3 can be found for $15,000 or less; the lowest we’ve heard is around $7K, but we’d suspect major problems in cars with such bargain prices.
Two excellent examples of early M3s with “individual” touches are the white 1989 coupe owned by Ren’e Villeneuve and Gary Miller’s immaculate Henna Red 1988 car.
Miller purchased his used M3 in already glittering condition, and though his focus was on personalizing his new acquisition, he vowed to keep it sparkling like a show car.
Mille chose to install 17X18-in. TSW Hockenheim-R one-piece alloy wheels for an improvement in both looks and size of the footprint. Toyo Proves T1 tires were selected because of the favourable reports Miller had read concerning their grip and longevity. A 215/40ZR17 size was selected for all four-corners.
The car’s tall bodywork was lowered via a set of H&R sport springs and Bilstein sport struts and shocks. H&R provides two different combinations of lowering with the same 20 percent rate increase: one in. or .75 in. on the front, and one in. or 1.25 in. on the rear. Miller elected to go with the short springs to get the car closer to the ground for lower center of gravity. A Racing Dynamics upper stress bar was added to minimize chassis flex.
The brakes received a conservative upgrade to Repo Metalmaster pads, along with Power Stop’s cross-drilled rotors – chosen for better cooling of the brakes (E30 M3s have been known to warp rotors on tracks with extreme braking conditions) and for looking good through the larger wheels.
The main complaint against early M3s is their lackluster performance at lower rpm ranges. A moderate power upgrade for Miller’s car began with a BMW Motorsport airbox, fitted with a K&N air-cleaner element and was continued with a Dinan Performance Engineering engine management chip, along with Dinan’s exhaust cam sprocket – both popular with the driving-school ser. Miller reports a satisfying enhancement of the low-end performance of the multi-valve engine.
Subtle, yet effective upgrades to the interior include a MOMO Corsa Steering wheel for better grip and a BMW Motorsport dead pedal for better bracing. Red BMW Motorsport Evolution III harnesses replace the O.E. units and look sensational. The door sills were replaced with Evolution III sill plates to help prevent scuffing when climbing in or out of the car. A final, trick touch is the lighted BMW Motorsport shift knob, which gets quite a workout every time Miller takes his M3 through its paces.
Villeneuve comes from the renowned family of racecar drivers, and not surprisingly, he also loves to race as well as instruct at BMW CCA driving schools. His approach to M3 modifications was similar to his cousin’s recently launched F1 career – a kick-ass attitude and a love of life at the limit. Villeneuve’s attraction to BMWs is apparent from his previous cars, a 318i and a clean Euro 323i, both appropriately slathered with mods.
Villeneuve purchased his M3 in 1990 from a local BMW dealer, discovering the car was a former Skip Barber Driving School car. The car’s past led to a few problems, but the factory warranty covered the items of concern.
Initially, the car had MOMO R3 wheels with Dunlop 215/45ZR17 tires on the front and 245/40ZR17 on the rear. Due to the R3’s offsets, the retaining clip for the brake pads couldn’t be used, so Ren’e switched to 17X18-in. TSW Hockenheim-R wheels, wrapped by 215/45ZR17 Toyo Proxes T1s on all four-corners. Villeneuve observed, “It brought the car closer to its stock handling characteristics….a predictable oversteer.”
Further improvements to Villeneuve’s part time street and part time track car include a Binan computer chip and cam sprocket, along with a Borla T-304 stainless steel, high-performance rear muffler. The Borla unit adds to the M3s breathing efficiency and delivers a healthier sound and improved looks.
The suspension underwent a radial change through a conversion to DTM springs and shocks H&R supplied the expertise, combining the springs (referred to as “M3 Adhesive”) in concert with special Koni dampers. Koni specially constructed the struts and shocks, giving them a 25 percent stiffer rebound value and featuring a 3/4 -in. internal spacer to limit the rebound travel. The H&R springs feature a 315lb rate on the front and a 570lb rate for the rear. Due to the greatly reduced ride height, H&R’s representative stated the stock bump stops on the suspension must also be shortened. All mechanical work on Villeneuve’s car was faithfully performed at Bimmer’s Clinic in Reseda, California. According to Villeneuve, George Kratochwill at Bimmer’s Clinic maintains a very professional facility, and the work is top notch. Much like the current M3, BMW Motorsport gave the E30 improved high-speed stability with its radical aerodynamic modifications. To bring his car up to current standards, Villeneuve had Anaheim Hills Auto Body install a factory M3 Evolution II front spoiler as well as a combination Evolution II and III rear wing. The inner fender lips were rolled for tire clearance, and the front fog lights were removed and replaced by brake ducts from Pegasus Motorsport Products for additional brake cooling. The final brake modification was an upgrade to Power Stop rotors.
According to Villeneuve, this combination of aerodynamics, tires, wheels, and suspension gives the car very predictable handling. Having driven many racecars and hot street cars, he feels it is among the best. “The car exhibits mild understeer when entering a corner and generates a slight, yet controllable and predictable oversteer when powering out of a corner’s apex,” said Villeneuve.
He believes the car is still under-powered, but additional horsepower improvements would require significantly more money. Moreover, the car had been extremely reliable while still delivering great performance on or off the track, and Ren’e wisely has chosen not to mess with the so-far successful performance equation. Villeneuve’s car gets a lot of track time – as many as 15 times a year on road courses such as Willow Springs, Las Vegas, Laguna Seca, Sears Point and Phoenix’s Firebird Raceway.
Even though the Villeneuve and Williams M3s have slightly different setups, they deliver similar results – responsive, free-revving power, a balanced chassis with optimum handling performance and good braking. These are extremely rewarding cars to drive with roots deep in Motorsport, heritage and development.
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November 30, 2009
1990 - 1999, Articles