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Differentials are another possible failure point.That includes the water pump, hoses, radiator, and seals. Expect to replace most of the cooling system at about 60,000 miles.Seals on the solenoid that operate the system will wear and fail. This is the first M3 to use the VANOS variable valve timing technology.Plentiful and reasonably reliable, the E36 M3 is usually the most affordable of all M3s. A five-speed automatic also debuted in 1996, but the automatic adds over a second to the zero-to-60 time. In 1996, BMW bumped displacement to 3.2 liters to increase torque, but the 240-hp number remained unchanged. A four-door M3 arrived in 1996, and a convertible debuted for 1997. Enthusiasts were skeptical of the lower-performance engine, but the American M3 was still capable of hitting 60 mph in 5.6 seconds. While Europeans received a high-revving S50 3.0-liter inline-six with 286 horsepower, Americans got a 240-hp 3.0-liter version of the engine in the 325i.

The M3 GT Is the Best E36 You Might Not Know AboutĪmericans had to wait until the 1995 model year for the E36 M3, and when it arrived, it had a less exotic engine than the rest of the world enjoyed. No, the Evo 2 wasn’t exported to America either. It inherited the larger, 2.5-liter engine from the "Sport Evolution" model, but the Evo 2 further pushed its output to 238 horsepower. 1990 – The "Sport Evolution II" model was produced featuring thinner window glass, adjustable spoilers, bigger wheels and tires, and lightweight body work.However, they are now among the most valued M3s. None were exported to the United States by BMW. 1988 - BMW produced only 786 M3 convertibles in the E30 generation.These cars are easily identified by their valve covers, which feature three painted stripes of the BMW M livery. The engine was massage with increased compression, a revised air intake, and tweaked engine management software. 1988 – The M3 "Evolution II" appeared in Europe with revised spoilers and bigger wheels and tires.This is not widely considered to be unique model by enthusiasts, though BMW officially labels it as such after building roughly 500 examples. Power ratings did not rise on the road cars, but the engine changes were needed to keep pace in racing. 1987 – The M3 “Evolution” went on sale outside the United States with a revised cylinder head.Aftermarket chips and other components may make the E30 M3 better on a track, but stock vehicles are often more desirable to collectors. Look for modifications made for track use.Look for spots where water is likely to puddle along the windshield’s base, in the channel along the trunk rim, along the sunroof's seals, and along body seams.

Rust isn’t a problem for cars from the sunshine states, but snowbelt cars can be affected.

Look also for wear on suspension pieces and the points where they connect to the body.

While E30 models are known to be robust, the M3’s solid lifters demand periodic valve adjustments.

market cars use a wide-ratio box with a conventional shifter pattern.

European models with the close-ratio five-speed gearbox have a “dog leg” shifter with first gear located down and to the left.

European models are now old enough to be imported into the United States under rules that allow cars more the 25 years old to come in, but some states (like California) require emission compliance to register the car.

Outside the United States, the S14 engine grew to 2.5-liters for the special-edition "Sport Evolution" models (built from the 1989 model year on), with output rising to 235 horsepower for the final incarnation of the M3, known as the "Sport Evolution 2." models was 192 horsepower, so this M3’s 6.9-second time to 60 is unlikely to win many modern drag races, and it isn’t much quicker than a contemporary 325i. The M3's high-revving 2.3-liter four-cylinder S14 engine used a block similar to a four-cylinder 3-Series, but the M3 received its own dual-overhead-cam, 16-valve cylinder head. Inside, it's mostly standard E30 trim, with some special, race-oriented touches like a gauge cluster that displays oil pressure (instead of mpg), a steering wheel with BMW M-stripe accents, and unique patterns adorning M3s with cloth seats, among other small changes. So much had to be changed for the M3 that the only exterior body panels it shares with the regular 3-Series were the hood and the roof. Even the M3's rear-window angle was altered (compared to your standard E30) to help manage airflow. The M3 wears flared fenders to cover wider tires, its nose has a lower air dam and its tail is higher to improve aerodynamics. Built for competition, the E30 M3 sports a number of changes when compared to standard E30 coupe.