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.

Related posts:

1. BMW M3 E30 (1986 – 1991) An almost unbeatable combination of rearwheel drive handling, balance and...
2. BMW M3 Track Test The M3, old news or not, is so well balanced...
3. BMW M3 Thoroughbred Bavarian race technology for the street....

Spawned during the mid ‘80s, the E30 M3 was thoroughly refined road car with all the equipment needed to homologate it into a pure competition machine.

The E30 M3 Sport Evolution was BMW’s counterpunch to the Mercedes 190E 2.5-16 Evolution, a multi-wing creation which produced a rapid reaction from Munich. The M3 was built to an exacting set of specifications to comply with the FIA’s Group A Touring Class regulations, which required an initial run of 500 road cars. Unlike the later E36 and E46 M3s, the original E30 M3’s main purpose in life was to win races on the track, not the street. It got the job done.

Beginning with an off-the-floor 3 Series coupe, BMW gave its Motorsport division free rein to build a winner. After experimenting with several different engine combinations, BMW Motorsport settled on the M10 block as the starting point for its S14 plant. The original M3’s head design was essentially a sawed-off 2.3 litre version of the 3.5 litre inline six unit from the M5/M6 line. A forged crank, improved oil flow and stout internals filled the short block. A Bosch Motronic injection system fed the four-valve head, the engine ultimately cranking out a respectable 192bhp at 6750rpm. It was linked to a close-ratio, five-speed dogleg gearbox hooked to a limited-slip diff.

The basic 3 Series suspension package was retained but augmented with thicker anti-roll bars, firmer springs and dampers and lower ride height. Extra-fat fenders were installed to accommodate larger running gear, and a pronounced spoiler and wing aided aerodynamics.

It was good.

Over the next few years, BMW advanced the Evo program. Though significantly more expensive than a standard 3 Series, the M3 sold out every year. And they remained a most coveted hunk of machinery.

Gustave Stroes, a Ph. D of mechanical engineering and certifiable car maniac, has continued development of his 1988 M3 and created what is arguably the finest street/club racer we’ve seen. With pieces from the factory bin and parts he developed on his own. Stroes’ M3 resembles what might have been had BMW continued the exercise.

“Since, I first acquired my 1988 M3, I considered converting the engine to a 2.5 litre ‘Evo III style’ unit,” said Stroes. “That day came sooner than I expected when I spun my #3 rod bearing at Laguna Sea in November 1999.”

That mishap set in motion this grand adventure.

“There are a bunch of custom 2.5 litre S14s running around the racetracks of this country, putting out anywhere from 250 to 300+ horses,” said Stroes.

“But the risk is that in developing the top-end power for the track, you may lose drive-ability at lower rpm. I like to autocross my M3 (as well as track it), and for this purpose it really helps to have a wide powerband. Thus my thinking was to build an engine similar to these ‘monsters’, but to back off a bit on a few of the specs in order to retain higher flow velocity and therefore a little more torque in the lower part of the powerhead. I figured I would be happy if I came close to the lower horsepower range of the truly high performers.”

The engine was fitted with an Evo III crank, featuring an 87mm dimension. While it increases in displacement to 2.5 litres, it also provides a big increase in torque. The internals include forged 95mm JE pistons with Total Seal rings and Pauter rods linked with ARP fasteners. The block itself is a “seasoned” unit with polished crank journals to reduce stress risers, and the timing chain tensioner is an uprated and preloaded BMW S52 unit from an E36. Running a heady 11, 35:1 compression, APR fasteners are used throughout the engine – better safe than sorry.

The 16-valve head was ported by Don Fields and retains stock intake valve sizes. According to Fields, the porting job is aggressive but not over the top. The goal was to retain flow velocity at lower rpm. Thus the stock-size intake valves were retained as opposed to the larger Evo III units. Stiffer Evo III valve springs are employed in order to handle the accelerations imposed on the valves by the higher lift Schrick 284/276 cames. A Tuner Motorsport adjustable cam gear allows additional fine-tuning of the torque curve.

Fields then enlarged and ported the throttle bodies to Evo III specs. They now have 48mm butterflies, while the stock units are 46mm, a cross-section increase of almost 9% Fields matched the throttle bodies to accommodate the larger, 48mm butterflies and ported the remaining body to match. The result is not quite as efficient as the Evo III unit, but it’s close – and far less expensive The larger throttle bodies are matched to the larger Evo III intake trumpets to keep things balanced. The intake plenum is an extremely rare BMW Motorsport unit (one of only three produced) fabricated from carbon fiber; it weighs a paltry 1.5 lb. A larger Evo III airflow meter works with BMW “Big Green” injectors and specially turned TMS/Conforti Software.

Stroes developed his own GSP Magnecor ignition wire kit featuring a low-crossfire design.

“The ignition wires on the E30 M3 have always struck me as odd – the way they are crammed into that small, hard plastic loom does not seem like a very good idea. Moreover, they tend to rub up against each other at various points along their path,” said Stroes.

“The insulation surrounding the ignition wires can start to wear through and allow crossfire to take place between the wires, which in turn causes the engine to misfire. The effect may be subtle, but there will be a reduction in power nonetheless. The dust cover fitted over the distributor makes things even worse. It causes the ignition wires to come together at a point almost as soon as they leave the cap.”

Stroes fabricated a bracket from 2024 aluminum alloy and treated it with a hard black anodizing to prevent scratching and, more importantly, prevent it from acting as a pathway to ground. The unit includes MSD wire separators and mounts in the stock valve cover location. The wires are from Magnecor, considered by many to be best wires available (they’re certainly the most expensive), and use a metallic inductive-suppressed conductor to transmit spark energy rather than cooper. The end result is not as tidy as the factory’s solution, but in this case it’s more functional.

The M3 exhales through an Evo III exhaust header and a custom GSP-3in. stainless steel exhaust with a Borla Y-pipe. The header is connected with a 0.5in GSP oversize flange that offers great sealing and thermal characteristics. GSP also supplied the gapless exhaust clamps that feature band clamps welded to stout stainless-steel tubes.

All told, the engine produces 225whp with 173lb-ft of twist – and it has the reliability of a framing hammer.

The oiling system was augmented with a Custom Mecca remote cooler, mounted under the air intake, and an Accusump 3-qt quasi dry sump system mounted in the trunk. Stroes retained the factory radiator but modified it with a 318tifan switch. The a/c and mechanical fan and clutch systems were removed for additional weight savings.

The suspension is comprised of Ground Control’s height adjustable coilover package, which uses Eibach 450lb springs in front and 700lb springs out back; Koni adjustable dampers reside at each corner. Ground Control provided the front camber plates, spherical-bearing control arm pivots and heavy-duty rear shock mounts. Aluminum front control arms and reinforced rear trailing arms are supplemented with the original anti-roll bars(19mm front/14.5 rear). BMP’s spherical-bearing drop links have been adjusted for zero preload at static ride height.

The transmission is based on the Europeon close-ratio “dog-leg” box, held in palce with BMW E28 transmission mounts. A UUC short-shift kit makes shifting chores more precise and offers and adjustable-height lever. The entire assembly sits about 05in lower thanks to BMW 750iL engine mounts. A BMW Motorsport limited-slip diff features a 75% lock-up, runs a 4.10:1 ring and pinion and includes an M Coupe finned rear diff cover. The driveshaft was modified with an E35 M5 “guibo,” a flex disc much more robust than the factory unit.

Stroes retained the factory brakes but removed the ABS system and replaced ti with a Tilton adjustable proportioning valve – the brake pads are a secret recipe. Earl’s custom braided stainless brake lines are at each corner, and the rears are now one-piece instead of two. Evo III brake ducts were modified to accept 4in. diameter “desert ducts,” and first-gen “Bimmerworld” brake backing plates have been reworked to accept 4in hose, Volk Racing provided the running gear forged TE-37 (ET 38) wheels measuring 8X17 and using 18mm BBS spacers. These 15.5lb wheels affix to hubs modified with a TMS wheel stud kit. Stroes uses Kumho Ecsta v700 rubber measuring 235/40WR-17.

The body is clad largely in Evo III components, including the rear wing, front undertray mirrors and front grille. Stroes designed his own front splitter for a fraction of what a factory unit cost and has it set as position four.

“This splitter project started off as an experiment to see if I could, or would, see any benefit in buying a real Evo III splitter,” said Stroes.

“This one worked so well and was so ‘disposable,’ I choose to keep it and not buy the real thing. After all, it’s a track car, not a show car.”

The cabin has been rigged with a Sparco Corsa driver’s seat and Sparco Evo passenger seat. The rear bench was removed and a gorgeous four-point custom rollbar was fabricated and welded in place by Sean McLean. Willans six-point harnesses keep the occupants firmly in place, while Stroes mans the MOMO steering wheel, modified with a GSP quick-release hub.

Stroes has meticulously documented the development of the M3 on his Web site: www.e3on3performace.com. It is perhaps the most methodical, informative and no BS assessment of a project car this writer has ever seen, produced by a person obsessed with building a better M3.

Judging by the purity of that end product, I’d say Stroes succeeded – and then some.

Related posts:

1. BMW M3 E30 (1986 – 1991) An almost unbeatable combination of rearwheel drive handling, balance and...
2. The Joy of the Original BMW M3 The joy of the original BMW M3 is how it...
3. Expert Guide: E30 M3 The M3 was born for the circuit and I'd be...