Posts Tagged 'M3'

Auto Spotlight: BMW M3 E30, Part 4: The Victories

Part 1 is here.

Part 2 is here.

Part 3 is here.

     It’s as simple as the title of the “most victorious racing car of all time“.  1,436 victories in just 1,628 days.  Imagine that.  Over the course of four and a half years, the E30 M3 achieved a win every-day.  Every single day, whether it was a weekend, a vacation, or any day without a race (which is pretty often).  Against a competition that furiously improved their race cars to have more power, more grip, more everything, the E30 M3 only had two small revisions during its four year reign where its power increase was summed up to only 60 horses.   The road-going version featured a 2.3 liter engine which pushed out around 200 horses, but the race-going version peaked at 300 horses with the same 2.3 liters and without forced induction.  Weight was also reduced to 960 kilograms, or around 2110 pounds.  This gave the racecar a power-to-weight ratio of 3.2 kilos per hp.

     BMW’s first major race was round one of the first World Touring Car Championship in 1987, featuring the legendary Ford Sierra RS Cosworth, Maserati Bi-Turbo, and Alfa Romeo 75 Turbo.  Judging by their names, the opposition featured turbocharged engines, while BMW decided to stay “au natural”.  This decision usually gives engines better durability due to (relatively) lower engine temperatures, something needed when running a race-car at full throttle for up to twenty-four hours straight.  Round one started with a Ford taking pole position while six M3s took second to seventh place on the grid.  Unfortunately, while all six M3s finished 1-2-3-4-5-6, they were disqualified due to illegal lightweight bootlids.  And while round one gained them no points, it showed the world that BMW was ready to dominate the world.  That year (1987), the M3 won the Australian Touring Car Championship (ATCC), European Touring Car Championship (ETCC), German Touring Car Championship (GTCC), and the World Touring Car Championship (WTCC) all with different drivers.

     What made the victories more amazing was the fact that the M3 ran with 300 horses throughout the season, while the Ford Cosworth started off with 360 ponies and ended up with 460.  That’s a 160 horsepower difference, or a 2 to 3 power ratio in favor of the Ford.  And with the introduction of the legendary RS500 which took the power-to-ratio crown away from the M3 later on in the year, the M3 had only superior reliability and handling to rely on to win.  By the end of the season, BMW recorded four wins, while Ford took five, but BMW took home more class victories which added to their point total to give them the outright victory of the World Touring Car Championship.

     The victories kept piling up in 1988 as well.  The cancelling of the World Touring Car Championship just let BMW focus their attention on other touring series’.  They won the ETCC again with three straight race victories for total domination of the 2.5 liter class.  The Asia Pacific Touring Car Championship and British Touring Car Championship added to BMW’s list of trophies.  In ’89, the ETCC was cancelled, and BMW decided to focus on the German, British, and Italian podiums instead.  The same year, while the Evo 2 was released giving BMW a six-gear transmission and a small bump in power, the outright performance numbers couldn’t come close to that of the Ford RS500.  That year, BMW only won the German Touring Car Championship.

     With the turn of the decade, the E30 M3 was starting to show its age.  Even so, BMW bagged the Italian, Dutch, Swiss, and Belgian Touring Car Championships and finished second in the German Touring Car Championship.  The Evo Sport debuted in 1991 with 360 horses, but it was the newly developed 2.0 liter that BMW put into their M3 that won the BTCC in their new 2 liter class.

     1992 was the last year the E30 M3 raced in Europe due to new regulations and the introduction of the E36 M3.  BMW’s last season running the E30 M3 was in Australia in 1993 where they were allowed to run against V-8s and the new regulations.  Though they didn’t win the Championship, but the few podium victories against the newer V-8s was testament to the aging M3’s prowess.  The end of the season ended on a high note though, by winning Macau Ghia Trophy Race, one that BMW won 4 times prior with the M3.

     All in all, BMW recorded over 1,400 victories in almost as many days.  The M3 toiled against superior technology, massive amounts of horsepower, and AWD traction, but still came out on top.  They routinely passed Sierra Cosworths, Audi 300 Quattros, Holden Commodores, and even Nissan Skylines on their road to the top of the podium, which seemed to happen quite often.  This clearly shows that a well developed balanced car is more important than one with all-out horsepower or AWD traction.

Auto Spotlight: BMW M3 E30, Part 2: The History

Part 1 is here.

     ///M.

     The M badge is the symbol for the BMW subset now named BMW M GmbH (shortened from BMW Motorsport GmbH) that was created within the company in the 1970s to support their own racing efforts.  BMW M (also known as M-Technik) is the subsidiary of BMW that modifies and produces all the ///M versions of their parent company’s stock models for sale to both the public and to the motorsport world.  For their full history, click here (part 1) and here (part 2) for a full article on their history.

     As I’ve stated before, the E30 M3 was the first M3 ever, and may still be the most loved model even after more than two decades, three evolutions, and numerous technological advancements.  Just like how the M3 series is considered the “best” sports car in the world, the E30 model was, and still is considered to be the “best” out of all the M3 models (E30, E36, E46, E92).  Why?  Well let’s start off with the history lesson (you can skip this all of course.  The next post will be on the fun part: the engine and the specs).

     Three years after the launch of the E30 model (1982 -> 1985), the greenlight for an especially dynamic engine solely for the 3 series was given by the Chair of the Board of Management to BMW M (still BMW Motorsport GmbH at the time).  BMW M immediately began work on the power unit, deciding against a larger 6 pot and staying with a smaller 4 cylinder engine.  The obvious reasons were the weight savings and the increased headroom for higher piston speeds, and after only two weeks (fourteen days!) a prototype engine was built which we’ve come to know as the S14; named after the 14 (once again, only 14!) days it took to create the inline-4 engine.  So what did fourteen days give us?  An existing 2.0 liter 4 pot which was bored and stroked to just over 2.3 liters to match the displacement of their 6-cylinders.

     In addition to that, while spitting out around 195 ponies (5 lost due to the catalyst converter), the 4 cylinder could reach up to 143 mph while maintaining up to 30 miles per gallon.  Not bad.  But that wasn’t all.  M wanted to push the envelope even further by turbocharging it, but unfortunately, due to homologation purposes (the main purpose of development of the road-going M3) the M3 had to be kept atleast a little bit “civil” to sell the 5,000 required units.  (The homogolation rules required that a car that was entered into the European Touring Car Championship or World Touring Car Championship had to have sold atleast 5,000 models to the public within 12 months.  This rule was put in place to keep companies from building one-off race cars just for the ETCC.)

     But if “civil” was weighing about 1200 kilos (or around 2650 pounds) to give the car a 6.15 kg per hp ratio which would stand up to today’s sports car standards, then make some more “civil” cars!  Fortunately for BMW, keeping the engine naturally aspirated didn’t matter one bit (I believe it was better that the S14 was kept naturally aspirated) as the E30 M3 sold around 18,000 units over the course of its lifetime of 6 years (’86 to ’92).  So popular was the original model, that BMW decided to offer quite a few variants to the dedicated enthusiasts, starting with the Evo 1, continuing with the Evo 2, finally culminating with the Evo Sport, which sported around 235 horsepower and featured both an adjustable front spoiler and an adjustable rear wing.  By the end of the production cycle for the E30 M3, BMW had gained a new cult following and gained itself a new flagship sports car for years to come.  And the legacy it left behind?  How about the most winningest car model in history (true for the touring car circuit, but I’ll have to check up on that).  I think that pretty much says it all.  History has spoken.

     Next, I’ll detail both the engine and chassis in more detail, giving alot more numbers (yay) and specifics.  Stay tuned.

Auto Spotlight: BMW M3 E30, Part 1: The Prologue

     M.  The pride and poster boy (or girl if you’d like) of the BMW GmbH.  And according to them, it is also the most powerful letter in the world (catchy marketing).  It’s no coincidence then that the BMW M3 is one of the most renowned performance oriented models in the world.  Known for its racing heritage, BMW seems to have perfected the merging of a track car with one that can be driven from home to work without removing the German luxury expected from BMW.  Many enthusiasts view the BMW M3 series as the “best” sports car in the world; not the “fastest”, “coolest”, or “best bargain”, but just the “best” that every new performance car will eventually be compared against.

     The E30 M3 was the beginning of the the M3 legacy back in 1985 when it was first shown to the public.  It went on the sale the following year in 1986, making the M3 over 20 years old.  BMW is currently on their 4th M3 model (the E92 chassis), and yet the model that started it all is what I’m focusing on right now.  Not that the later generations are worse than the E30, but the E30 is the most “raw” than the rest due to less stringent emission/crash laws back then, and the fact that the only aim of the model was reach 5,000 sales due to homologation rules.  There were no expectations of a certain amount of comfort or performance, nor were there any sales expectations from the higher ups.  Unbound by expectations and rules, the E30 was as close and raw as you could get to a race car.  This is why it is loved by so many; that untamed  feeling and unbound limitations are felt in the engineering, unlike so many cars today.

     Here are a few pics courtesy of a Xbox 360 and a copy of Forza 3:

     and a few more artistic pics of the M3:


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© 2009 Rusi Li