Official Release: During the course of more than three and a half decades, the face of the BMW 3 Series has constantly evolved. Designers have always managed to incorporate dynamics, innovation and aesthetics into a harmonious, modern and future-oriented overall concept, whilst at the same time preserving traditional values. As a result, each BMW 3 Series has retained its unmistakable brand identity and can be identified as a BMW at very first glance. However, the roots of the BMW Series reach back as far as the 1960s….

As a manufacturer of sporty, elegant sedans, BMW had at that time already developed a characteristic profile. With a notchback body design, front-mounted engines and rear-wheel drive, a basic principle was established back then (BMW 1500/2000) that still prevails to this very day. With the arrival of the BMW 1600 in 1966, the 2-door 02 Series, which produced such famous models as the 1600ti or the 2002tii, was launched on to the automotive market and eventually replaced by the BMW 3 Series.

The presentation of the first BMW 3 Series in July 1975 marked the beginning of one of the most remarkable success stories in BMW model history. Although the 2-door sedan bore a strong resemblance to the BMW 5 Series introduced in 1972, the market witnessed the launch of an entirely new vehicle with compact dimensions and a sporting character. The predominant design feature of the front end was also the brand’s characteristic symbol, which was clearly identifiable even from a distance – the BMW kidney grille.

1975–1983.

The design of the first BMW 3 Series is characterised by large windows, a distinctive wedge shape and, of course, BMW’s brand-typical face, the front end being dominated by the kidney grille vividly protruding from the radiator cover to continue up slightly scoop-shaped along the bonnet to the windscreen. With short overhangs and a track width of 1,364 millimetres at the front, the new sports sedan boasts a rather low-slung appearance. Vertically mounted indicators flank the large round headlights on each side. On the occasion of its presentation, BMW gives the new model best chances of success: “Timeless and without superficial gallery play, the design of BMW 3 Series will also become a trendsetter for the next decade.”

1982–1993.

In 1982, the second generation of the BMW 3 Series presents itself as a worthy successor. As a result of a sensitively enhanced design and optimised aerodynamics, the new model has gained significantly in presence. The approx. 35 mm increase in track width also contributes towards the sedan’s distinctively powerful look. Finally, on the whole, the body appears smoother and rounder, the sleek front end being the result of extensive wind tunnel tests, which is not least underscored by a drag coefficient of 0.37. The now low-slung front end boasting the flat BMW kidney grille elongates the entire front end of the vehicle, particularly as the double headlights now featured on all 3 Series models are located far on the outside. The smooth transition into all adjoining body surfaces not only determines the characteristic shape, but also ensures a good air flow around the vehicle. The low-set bonnet with its wide scoop rising gently from the front enhances aerodynamics, its surface not being interrupted by air intake openings.

1990–1997.

In 1990, the time had apparently come to replace the soberly designed BMW 3 Series with an exceedingly elegant successor model. It is an entirely newly conceived sports sedan, the dimensions of which have increased all round, both surprising and pleasing the public to an equal extent. Besides the slim silhouette, the smooth front end of the new model is immediately evident, as the double headlights are now conjointly mounted behind a glass cover. In addition to dynamic lines and a distinctive wedge shape, a significantly lower bonnet and a raised rear end, technical refinements such as windows installed flush with the car body and targeted diffuser cooling air circulation inside the engine compartment also contribute towards the outstanding drag coefficient of 0.29 (316i). This BMW has therefore virtually nothing in common with its predecessor, but the family resemblance still remains recognisable. Thanks to typical styling elements such as the kidney grille and double headlights, it is still obviously a BMW, even though the dominating design element and symbol of the brand was now flatter and wider.

1998–2005.

When the fourth generation of the BMW 3 Series is launched in May 1998, the compact sports sedan is some 40 mm wider and even the track width has increased by 60 mm compared with its predecessor. At that time, BMW designers describe the styling of the front end as follows: “On the whole and in essential details, the front end, the typical BMW face, has been reinterpreted, but it is still that unmistakable 3 Series face.” The double kidney grille is integrated into the bonnet and, together with the dual round headlights located behind clear glass covers, again shapes the powerful character of the new BMW 3 Series’ face. Compared with the front ends of the BMW 5 and 7 Series, the lower headlight surrounds form a distinctive separation: Here, the curvatures of the reflectors located in the exterior bodywork are finely outlined by a slight indication of curvatures, resulting in a clearly visible interruption of the horizontal line above the bumper.

2005–2011.

With the launch of the fifth generation in the year 2005, BMW brings to the market a BMW 3 Series that is strong in character and exudes significantly more presence and power than its predecessor. Only a year after the market launch, the new styling strategy and the progressive design vocabulary gain the highest level of recognition, resulting in the BMW 3 Series being presented with the “World Car of the Year” award in New York. Members of the creative BMW design team are already convinced of the value of their work beforehand: “Within the series, the design has consistently developed in both small and larger steps. The new 3 Series represents a particularly high level of advancement in the vehicle’s design history.” Although the car makes only a proportionally moderate leap compared to the predecessor model, it does stand out from it significantly and noticeably. With the double kidney grille and dual headlights curved at the top, it exhibits the typical front end of a modern BMW – a focused facial expression.

From 2011. The sixth generation of the BMW 3 Series expresses essential qualities of the sedan such as agility, sportiness and dynamics in an entirely new way. Newly interpreted classic design features find a new lease on life and are reminiscent of the models of the 1960s. The large, almost seamlessly integrated radiator cowling with embedded headlights and kidney grille also characterised the distinctive face of the first BMW 3 Series in 1975. On the sports sedan of the year 2011, the modern dual headlights with LED eyebrows extend as far as the kidney grille frame, also forming a continuous optical unit spanning an arch to the historical predecessors in a modern way. The athletically arched bonnet additionally accentuates the front end, emphasising the car’s presence and sporting appeal. Instead of a central air intake, the new BMW 3 Series has two larger air intakes located to the outside below the headlights. Additional vertical air vents are located on the outer edge of the air intakes, creating the so-called “air curtain”. By means of enhanced aerodynamic airflow in the vicinity of the front wheels it facilitates a reduction in fuel consumption at high speeds and contributes towards an outstanding drag coefficient of 0.26.

Although more than 35 years lie between the first generation of 1975 and the current BMW 3 Series, both front ends attest to an unmistakable brand identity and, in spite of the great difference in age, are both immediately recognisable as members of the same family. Then as now, the design bestows the BMW sedan with its styling and personality, expressing contemporary and trendsetting dynamics, innovation and aesthetics. Hence, each generation of the compact sports sedan stands for BMW tradition and modernity alike. And each model combines classic and innovative elements that interpret this theme in their very own way.

E21

Check out the rest after the break.

E30

E36

E46

E90

With BMW readying both its new 3 Series (F30) and the M3 DTM car, folks at BMW PR have decided it’s a good time to take a look back at the racing history of the model.

Official Release: Over the 5 generations since its launch, the BMW 3 Series has enjoyed a most impressive career. This applies to its market success, but also especially to its career in motorsports. During the past 35 years, the 3 Series models with their characteristic compact dimensions, dynamic engines and sporty suspension have contributed considerably towards dynamic performance and the brand’s excellent reputation on the racetrack. With such attributes, BMW’s midrange model is ideally suited for successful use in motorsports in particular. With its return in 2012 to the DTM, a top motorsport category, BMW intends to replicate its earlier successes with the BMW M3 DTM now currently under development.

A start with a bang: BMW 320i for the BMW Junior Team.

The BMW 3 Series Sedan of the first generation had been on the market for just two years when it caused an incredible sensation on the racetrack. The task was to render the new series a flagship of the brand in terms of sportiness through its successful deployment in motor sports. The BMW Motorsport GmbH, which was established in 1972, developed the BMW 3 Series with the greatest consistency into a so-called Group 5 racing touring car in accordance with an extremely sophisticated technical regulation. The car was powered by a proven racing engine – the 2-litre four-cylinder power unit with four valves per cylinder, which had dominated Formula 2 racing for several years and already boasted 300 hp when first deployed in the BMW 3 racing car. Trimmed for good road holding by means of lightweight construction, torsional stiffness and huge wings at the front and rear, the three exclusively painted cars for the BMW Junior Team (comprising young talents Manfred Winkelhock, Marc Surer and Eddie Cheever) were the main topic of discussion during their first race at the Belgian Grand Prix racetrack in Zolder on 13 March 1977. But when one of the three BMW juniors, Marc Surer from Switzerland, went ahead of the established competition, eventually going on to win the race, the sensation was perfect. The BMW 3 Series had got off to a storybook start on the racetrack.

During this first season and in the following years, the path to victory in its class always led via the BMW 3 Series racing touring car. It was deployed in countless national championships and at the end of the season the champion in those days was usually a BMW driver. Time after time, leading racing drivers such as Hans-Joachim Stuck or Ronnie Peterson demonstrated their extraordinary talents in this racing car. 3 Series cars in the Group 5 were also successfully deployed in the Manufacturer World Championship.

In 1978, the German Racing Championship was won by a turbo version deployed by the Team Schnitzer from Freilassing. Incidentally, it was a 1.4-litre, 410 hp BMW works car also featuring this technology that encouraged advocates of an idea how to accomplish even greater deeds: The engine of this BMW 3 Series was, so to speak, the predecessor to the power unit with which, in 1983, the Brazilian Nelson Piquet became the first ‘turbo world champion’ in Formula 1 racing history driving a Brabham BMW. The spectacular chapter of Group 5 racing cars drew to a close in 1982, but the next chapter in the history of BMW 3 Series motorsport had already been opened.

BMW M3: the world’s most successful touring car.

In addition to the convertible, touring, compact, diesel and four-wheel drive versions and simultaneously with the expansion of the second generation of the BMW 3 Series starting in 1982, a further very special variant stepped into the public and racing limelight – the BMW M3. Then, in 1987, nobody could anticipate that this 3 Series would one day become the world’s most successful touring car. The idea was to create a basic car that contained all that was needed to develop a potentially successful racing car according to the so-called Group A regulation. And in compliance with the rules in force, 5,000 of them had to be built within a year. The central issue was yet again the engine. Here, the BMW Motorsport GmbH reverted to a trick they had already used in the past. A great in-line six-cylinder engine featuring four-valve technology was available from the BMW M1 and the BMW M 635 CSi. This was, in simple terms, ‘shortened’ by two cylinders. The final result was a 2.3-litre four-cylinder engine, whose initial 200 hp had already catapulted the series production BMW M3 into the sports car sector. In 1987, following a victorious interim period with the BMW 323i, the 300 hp racing version of the BMW M3 took to the starting grid for the first time and went on to win everything that could be won in touring car sports. In the years 1987 to 1992, hardly a racing weekend went by without Munich receiving a report of a BMW M3 victory or a championship win in a country somewhere in the world. Whether in Australia, Finland, France or Holland and Germany, M3 drivers were gaining championship titles everywhere, which even included victory in a rally sport world championship event. In the hotly contested DTM (Deutsche Tourenwagen Meisterschaft) alone, the M3 seized 40 victories and more than 150 top three rankings.

A special mention should be given to the World and European Championship titles, as well as the hard-fought victories in the 24-hour race at the Nürburgring-Nordschleife and in Spa-Francorchamps / Belgium. In short, the racing battles fought by drivers Roberto Ravaglia, Johnny Cecotto, Steve Soper, Emanuele Pirro or Joachim Winkelhock (to name just the wildest), are among the classics in motorsport – and include some of the 3 Series’ greatest sporting moments.

On the way to success with four and six-cylinder engines and with diesel.

The sporting career of the third-generation 3 Series was characterised by deployment in various countries and championships, some of which were subject to very differing technical regulations. For example, from 1993 to 1998 vehicles featuring varying modifications and engines were put on the starting grid. The choice of racing cars ranged from the BMW Coupe and Sedan with an almost production-ready body and a 2-litre four-cylinder, four-valve engine with around 300 hp to an extensively modified version of the BMW M3. BMW 3 Series cars stood out impressively from the competition wherever they competed. Victories in Germany – in the STW Cup, in England or Italy were everyday occurrences as were the successes in Asia, Australia and South America. However, all of this was outdone by a result in an event that has been a BMW domain for some time now – the long distance race. During the 24-hour race at the Nürburgring in 1998, a BMW 320d with a 200 hp turbo diesel engine achieved the rare feat of crossing the finishing line as overall winner.

The chase for victory in the World and European Touring Car Championships.

Also in the case of the fourth generation of the BMW 3 Series, the four-door sedan once again served as the basis for the racing versions designed to participate in touring and long distance events. In addition to many national championships, the European Touring Car Championship and, later, the World Championship were BMW’s main focus of interest. Since 1999, the BMW Motorsport GmbH had been developing the BMW 320i powered by a four-valve in-line six-cylinder engine, initially with approximately 200 (later more than 250) horsepower – a racing car that was to become a guarantee for success. 3 Series racing cars regularly supplied the Munich sports department with best driver and manufacturer rankings. 2005 saw a highlight of those years, with BMW winning the newly established World Touring Car Championship with the BMW 320i, the triumph being completed by Andy Priaulx, after BMW’s Roberto Ravaglia the second World Touring Car champion in the history of motorsports. The second “weapon” based on the fourth generation of the BMW 3 Series was the BMW M3 GTR. BMW was highly successful with this high-carat racing car in long-distance races (including double victories in 2004 and 2005 in the 24-hour race at the Nürburgring), as well as in the American Le Mans Series.

The future has already begun.

As in previous years, the latest and meanwhile fifth generation of the BMW 3 Series focused on the sedan and the BMW M3. Again, the schedule comprised the major touring car championships and long-distance races. The BMW 320si now featured a four-cylinder engine and for the international and national 24-hour classics BMW came up with something really big: The sporting achievements for the racing cars of this generation include the triumphs in the 24-hour race with the immensely powerful and extremely reliable BMW M3 GT2. Highlight: Overall winner of the Eifel Classic 2010, in which well over 200 competitors took part. Further sporting highlights: World Championship title in 2006 and 2007, second place at the Nürburgring in 2011, third place in the 24-hour race at Le Mans and the 2010 manufacturer’s title in the ALMS.

And the BMW 3 Series’ future in big-time motorsports has already begun: From 2012, BMW will return to the German Touring Car Championship with three teams and the BMW M3 DTM. In mid July, the BMW M3 DTM Concept Car was presented in Munich to the world press. Technical data: CFRP monocoque construction with steel rollover structure, naturally aspirated 4-litre V8 engine with a maximum power output limited to 480 hp by means of an air restrictor. Acceleration from 0 to 100 km/h in around 3 seconds, top speed approximately 300 km/h. The first BMW works drivers have also been selected: multiple World Touring Car Champion Andy Priaulx (GB) and shooting star Augusto Farfus (BR).

You know it must be time for a new 3 Series if BMW is publishing press releases like this. Regardless of why it’s a great read through the history of the car that has been the stalwart of the brand for over 30 years now. And it’s a fascinating glimpse into engine tech over the years.

Official Release: For 36 years now, the BMW 3 Series has profited more than almost any other model series from its fascinating drive technology. During a period spanning five generations, BMW 3 Series engines have time and time again been pioneers of innovative technology and milestones in engine construction. As a result, the four and six-cylinder power units, each of them having been the most modern of their time, have created the basis for the success of the internationally coveted, sporty midrange series. And what’s more: with its dynamic and consistently highly efficient drive technology, the BMW 3 Series became the founder of a new category of sports-oriented vehicles and, at the same time, a bestseller within the premium segment. With each new model, the series was able to expand this position even as more and more competitors began to adopt the concept of sporty, compact premium segment sedans.

In addition to excellent handling and thanks to coherent rear-wheel drive technology and steering free from negative influences, the character of the BMW 3 Series is marked by powerful and superior engine technology. Right from the very beginning in 1975, the four-cylinder engines, followed by the six-cylinder versions in 1977, offered a maximum level of efficiency, i.e. high performance coupled with low fuel consumption. Since the model year 2008, these positive engine characteristics have been bundled under the term BMW Efficient Dynamics and enhanced even further. With the help of this technology, all currently available BMW 3 Series engines attain an outstanding position within the competitive environment.

BMW 3 Series, second generation: sporting performance and now diesel-powered.

Even the entry-level model of the second generation launched in 1982, the four-cylinder BMW 316 with 66 kW/90 hp and electronically controlled carburettor, signalised a sporting ambition. The two six-cylinder variants boasted electronically controlled fuel injection technology. The top-of-the-range model BMW 323i with 102 kW/139 hp offered superior performance and, thanks to a five-speed transmission with overdrive characteristics, achieved an average fuel consumption of 8.9 litres/100 km. BMW engineers also took a sporting approach in terms of fuel economy. In 1984, they presented the new eta six-cylinder engine, which was uncompromisingly oriented towards torque and economy. The BMW 325e delivered 90 kW/122 hp from a 2.7-litre displacement and made do with a modest 8.4 litres of regular petrol per 100 km. Furthermore, it was the first BMW 3 Series model to be supplied exclusively with a catalytic converter. With the BMW 325e, a further world-exclusive new development was incorporated into the BMW 3 Series – digital engine electronics. This technology optimises fuel injection and mixture preparation. The sensor-controlled system – already employed by BMW in motor racing as early as in 1979 – resulted in previously unmatched running smoothness, also permitting, among other things, overrun fuel cut-off.

1985 saw the arrival of the first diesel powered BMW 3 Series, the BMW 324d, its 63 kW/86 hp six-cylinder in-line engine combining athletic driving performance uncharacteristic of a diesel with typical diesel fuel consumption of less than 7.0 l/100 km. Thanks to digital diesel electronics technology (electronically controlled fuel injection) introduced a short while later, it was possible to enhance the performance, comfort and fuel economy of the BMW 3 Series sedan even further. 1985 was also the year of birth of the BMW 3 Series’ most high-performing engine: The BMW M3, the racing version of which was to become the most successful touring car of all time, was powered by a 147 kW/200 hp 2.3-litre 4-valve engine.

Generation 5: even higher performance, even better fuel economy.

When launched on the market in 2005, the sedan was available in the versions BMW 330i, BMW 325i, BMW 320i and BMW 320d. Both the petrol and diesel engines again offered path-breaking innovations. The four-cylinder oil burner in the BMW 320d with new Common Rail Injection of the second generation and a turbocharger with variable turbine geometry now delivered 120 kW/163 hp. Like the 110 kW/150 hp four-cylinder power unit, both six-cylinder petrol engines were now equipped with the throttle-free load control VALVETRONIC. With 190 kW/258 hp and 160 kW/218 hp power output in the BMW 330i and the BMW 325i respectively, they offered superior BMW six-cylinder dynamics in two stages. Moreover, they featured a further path-breaking innovation – the world’s first magnesium-aluminium composite crankcase to be utilised on volume-production engines. This engine weighed only 161 kilograms. The world’s first in-line six-cylinder with BMW TwinPower Turbo technology, High Precision Injection and all-aluminium crankcase initially employed in the BMW 335i Coupé from 2007, was also featured in the sedan somewhat later. With 225 kW/306 hp from a three-litre displacement, it has since then offered a new dimension in driving dynamics, pulling power equal to an eight-cylinder naturally aspirated engine and remarkable efficiency, which is unsurpassed in this performance class. The fuel supply is effected using High Precision Injection technology, a second-generation direct injection system presented by BMW for the first time. The piezo injectors are located between the valves and are therefore in the immediate vicinity of the spark plugs, thus facilitating more efficient mixture preparation and combustion.

The BMW current BMW 3 Series sedan: thanks to BMW EfficientDynamics each one a benchmark in its performance class. The engine range for the current BMW 3 Series sedan – from the BMW 316d with 85 kW/115 hp and the BMW 318i with 105 kW/143 hp to the BMW 335i – offers efficient dynamics and previously unequalled product diversity. Every BMW 3 Series sedan is the benchmark in its performance class when it comes to the best relation between driving fun and fuel economy. Under the term BMW EfficientDynamics new chapters in engine development are being constantly opened. The latest outstanding milestone is known as the BMW 320d EfficientDynamics Edition and delivers120 kW/163 hp with an average fuel consumption of just 4.1 l/100 km.

As BMW gets ready to unveil it’s 6th generation 3 Series it’s allowing us to take a look back with a thorough recounting (from their prospective) of each generation.

Official Release: If there is such a thing as a typical BMW, then it is without a doubt the BMW 3 Series. In the medium-size class it is considered the embodiment of the sports sedan and has maintained this leading role for many years unchallenged at the top of the premium segment. Since debuting in the year 1975, more than 12 million customers worldwide have purchased a BMW 3 Series, even though the car cannot be associated with any typical customer segment. So the reasons for this remarkable success are manifold.

Then as now, the BMW 3 Series concept was unique – a compact and elegant body design, modern and efficient engines, a classic rear-wheel drive concept and a sporty suspension setup. The result was a maximum degree of driving dynamics and agility. Moreover, BMW demonstrated a strong sense for the spirit of the time and the individual wishes of potential customers. This in turn resulted in innovative body concepts and additional technical features that competitors were unable to offer. In this respect as well, the BMW 3 Series was the first to set the benchmark in the midrange sports sedan segment. The latest examples of this are the measures implemented within the framework of BMW EfficientDynamics, thanks to which the BMW 3 Series achieves the lowest fuel consumption and emission levels in its class.

The BMW 3 Series Convertible, the BMW 3 Series Touring, the BMW 3 Series Coupé and the BMW 3 Series Compact eventually followed the sedan – the best-selling model variant in the global market. In addition, BMW designed the high-performance sports sedan BMW M3. The success story of the world’s most widely sold premium car began 36 years ago with a two-door version.

1982: The second generation.

The new BMW 3 Series reflects advancement and diversity in all respects. A new design, optimised aerodynamics, more space and comfort, higher power output as well as additional body and engine variants. BMW has consistently extended its most successful model range, offering bespoke solutions to suit customer tastes. This generation celebrates the debut of a family-friendly four-door car (1983), the BMW 3 Series Convertible and the BMW M3 sports car (both 1985). Today, the first BMW 3 Series Convertible is a classic car that is extremely popular with many fans of the brand. With the attractively styled 1987 touring version, BMW proves that driving fun and high utility value as well as space and functionality need not contradict each other. Furthermore, the first diesel and the first four-wheel drive models are incorporated into the BMW 3 Series. The successful result of this strategy: With more than 2.3 million units sold, sales of the predecessor model is even exceeded by a million.

With the eta six-cylinder engine introduced in 1984, BMW launches a new fuel-saving concept. The 325e is powerful, economical – and clean: the first BMW 3 Series that is available exclusively with a catalytic converter. Those responsible demonstrate courage with the 324d, the first premium sports sedan based on the 3 Series. In addition, the ultra-powerful 325i makes its debut. As a 325iX, the car is equipped with permanent four-wheel drive. The transfer gearbox with viscous clutch facilitates the use of ABS, which is fitted as standard on both models. 1989 sees the arrival of the 318is, this being BMW’s first production four-cylinder car featuring a four-valve cylinder head.

2005: The fifth generation.

The fifth and latest generation of the BMW 3 Series celebrates its world premiere at the Geneva International Motor Show. The new combination of powerful engines, dynamic and refined handling characteristics, a distinctive design and innovative equipment features is well received all over the world. The BMW Efficient Dynamics development strategy is now demonstrating how the pleasure of driving a BMW 3 Series can be brought into line with exemplary fuel economy and low emission levels.

For example, all petrol engines feature direct injection technology High Precision Injection, which is utilised in the six-cylinder models 330i and 325i and in the four-cylinder versions 320i and 318i in fuel-efficient lean-burn operation. In the BMW 335i, the injection system is combined with TwinPower Turbo technology and fully variable valve control Valvetronic. In order to optimise weight, BMW utilises an aluminium crankcase or an even lighter magnesium-aluminium composite.

In the model year 2010, all engines fulfil the EU5 emission standard. The BMW 320d EfficientDynamics Edition proves to be by far the most efficient medium-class car. The Common Rail direct injection engine of the third generation delivers 120 kW/163 bhp with an average fuel consumption of only 4.1 litres of diesel per 100 km in the EU test cycle. The CO2 emission level is around 109 grams per kilometre. Finally, all current BMW 3 Series models benefit from brake energy regeneration, the four-cylinder models with manual transmission also having an Auto Start Stop function.

During the course of the past 36 years, BMW has constantly continued to extend its lead in the midrange sports segment. The BMW 3 Series displays its sporting origins in various variants and performance classes more convincingly than any other vehicle in its class. At the same time, BMW again and again proves to be an innovative trendsetter and forerunner, not only with engines and drive technology. The success story will continue as the sixth generation will soon be in the starting blocks.

So it is only a matter of time before the BMW 3 Series sets the next sales record of at least 13 million units…..

Source: BMW Press

This isn’t the first time we’ve brought you the E30 on a rally course (and not the first time Axis brought it to us) but it is perhaps the best test of the car yet. Autocar got some time at Prodrive’s HQ to basically play with their toys from the past 20 years. In this final installment they get a chance behind the wheel of the famed E30 rally car. (bonus vid after the break)

Hat tip to Axis of Oversteer.

The naturally aspirated gasoline engine is dead. As dead as 15″ wheels and roll-up windows. A generation from now no one under 25 years old will even know the experience of winding up a BMW inline six without a turbo sucking exhaust gasses out of it.

The need for efficiency and ever increasing performance have dictated a sea-change that will alter what we’ve known BMW’s to be forever. Consider the following the fact: the E9X M3 will be the last naturally aspirated M product. Or (even more shocking) that the current 128i, 328i and X3 28i are the last naturally aspirated BMW products to be sold in the US. Once those three models are gone it’s all turbos for as far as the eye can see.

From the 16 valve V8 found in the 507 to the 500 hp V10 under the hood of the E60 M5 BMW has had a long and storied history when it comes to the engines that motivate its cars. The soul of these cars have been unadorned with turbos or superchargers (with an exception or two) from the early part of the 20th century until the early 2000s. Production BMWs have been celebrated as naturally aspirated affairs. It’s a simple theory at the the heart of complex machine; perfect weight distribution and nothing in the way of complete control and feel. For engineers in Munich that meant anything within the engine that would reduce the ability to rev (heavy flywheels aside) or the connection from the driver’s foot to acceleration wasn’t a part of the package. And for many years it made sense at every level. Turbos were meant for such lowly brands as Audi who had to make do with the scraps of a VW empire. Or Porsche, saddled with flat six architecture that was mandated by hanging the engine out the back.

Over the years BMW excelled at this formula. For more than a generation engineers in Munich continued to perfect the formula. From the smallest inline six to the largest V12, every BMW engine held true to the theory that control and performance meant forced induction was not part of the answer.

Even despite the radical turbocharged engine on the 2002 Turbo, race cars such as the 320i Turbo or the legendary 1.5L M12 in the Brabham F1 car (which produced over 1300 hp in qualifying form), BMW was dedicated to its formula in street cars.

In series production the book-end came in the form of an inline six and a V8. The last top-line naturally aspirated inline six was the quick-revving 3.0L N52 that produced 272 hp in European form. But perhaps the pinnacle of BMW’s long history with naturally aspired six’s came with the E46 M3 and the S54B32. 333hp in US form (and up to 355 in CSL trim) the 3.0L sounded and revved like a race-car.

Our friends at Classicheroes.co.uk are the kind of people you’d love to know. They are BMW specialists in the UK and have access to an enormous amount of rare and important BMWs. In short they restore and sell pristine examples of the cars we all love. But the best part? They hate seeing them sit still.

Because of that they’ve started a series and asked us if we’d be so kind to share them with our readers. We can’t think of a better idea.

So with that said here’s the first in the series; the legendary BMW E30 M3. Enjoy.

GQ columnist (and one of this authors favorite authors) Jamie Kitman recently wrote a piece on what he has termed the ‘slow-car movement’. It’s an idea that takes some of the principles of the slow food movement and translates them into what many of us have been doing for years; driving our asses off in well worn (barely) vintage cars. It’s a simple concept and one I can articulate very well within my own garage.

Compare my ’88 535is to the new 535i for instance. Even with a manual and sports package the modern 5er doesn’t stand a chance in getting my attention if I want to actually drive. But if I simply want to be transported in effortless style with technology catering to my every whim I’d choose the 2011 5 Series. The difference comes down to involvement in the car and in the process of driving. There is little question that the new 5 Series is faster in every way imaginable. It’s safer, it stops better (way better) and will carry four in a level of comfort not even imagined in 1988. It is a better car in all the modern ways of measuring success.

The ’88 has one huge thing going for it. Feel. It’s the thing that Dr. Kay Segler talked about at the introduction of the 1M and it’s the attribute that so many modern cars have lost in the name of comfort, isolation and efficiency.

Yes, but doesn’t the E90 M3 have feel? It has some along with amazing control and precision. But it also has performance levels that are so high you have to be in triple digits just to make things really interesting. It’s a great car. Some would argue too good to have fun within the limits of everyday life (not to mention the law). An E30 on the other hand can get interesting pretty quickly at nothing more than 20 mph. Add in a touch of moisture on the tarmac and some modest tires and things can get downright hoon-like.

Yes the slow car movement is growing. It’s a natural outgrowth of the further refinement of the automobile, regulations and increased social responsibility foist upon us all.

Many of us want something raw. Something that feels as exciting as it looks and at speeds that we can live with. For me the answer comes in the form of my (new to me) E28. For you it may be an E36 M3, E30 or even a 2002tii. Regardless, I can assure you the reward is far greater than the sum of the old parts.

Looks like the battle for what ///M stands for continues on. Edmunds Inside Line contrasts the original ///M3 to what is currently offered in dealer showrooms. Is it even fair to compare two cars that are separated by 25 years? Bluetooth, cell phones and the like were not even things most people could fathom let alone require- Marty McFly was busy flying back in time when the original E30 M was made, today that movie series would more than likely never be produced but it is classic.

There is poise and fluency to this car that the years have not diminished. The chassis responses are so beautifully judged that a rhythm comes naturally to your driving. So many modern sports cars demand a point-and-squirt technique, because their performance is so colossal relative to the confines of the road. The E30 is not like that. It encourages you to think about driving again and then it responds with an enviable repertoire of skills.

The full article is well worth the read over at Edmunds

Image: Edmunds Inside Line

Ben Barry from British automotive magazine Car had a chance to do some back to back laps in every generation of M3 ever made at the Ascari test drive at a recent press event. As you’d expect (if you’ve ever read Car or Mr. Barry) his conclusions are nuanced and quite interesting. Here are a few excerpts:

I started with the E30 Sport Evo, a black one with just 7000km. Yes, it feels slow these days, the four-cylinder engine is a bit coarse, and that dog-leg gearbox takes some getting used to, but the steering is superb and – the best bit – the front end just goes where you point it. No understeer, no sense of weight pulling you wide of the apex. It just points and points and points until you ask to much of it and, eventually – through momentum rather than power – it oversteers.

Lovely car, the Sport Evo, and you can understand why us hacks slated its bigger, softer successor – the E36 – when it appeared in the early ’90s. But I’m fond of these cars – I’ve had two, the 3.0-litre coupe that I still own, and a 3.2-litre saloon – and it was a treat to drive a virtually factory fresh Daytona Violet 3.0-litre coupe and compare it with my leggy 3.0-litre that I’ve long ago converted into a trackday toy.

Mr Barry continues on about the E36 M3…

The E36 feels incredibly plush after the E30, but it also feels very nose heavy, its steering is ponderously uncommunicative and the body wallows alarmingly through transitions – the sensations feel muddied after the clarity of the E30. Yet the engine was the smoothest of all the M3s I drove at Ascari, its gear change the sweetest and, as I’ve discovered, a set of coilovers, some decent brakes and the removal of all that mollycoddling interior makes it a decent track car that’d leave the E30 trailing.

The description (that comes later in the article) of the E36 M3 as the blueprint for all M3s to follow seems spot on. The E36 M3 was clearly a softer car that was meant for a larger market. It did everything better except perhaps the most important thing, give the driver the ultimate feel for the road and machine.

Next up was a favorite of mine (perhaps by favorite of them all in fact), the E46…

I drove the E46 next… it feels on its toes and alive after the E36, the steering far more direct, the nose still not as pointy as the E30 but far keener to dive at the apex and let the tail swing wide. Unlike the E36, it stays comparatively flat through transitions, so you can swing it around from lock-to-lock without setting some horrifically flabby pendulum swinging. Great engine too, but I was surprised how lethargic it felt in the upper reaches of the rev range – the new V8 has spoiled us with the way it zips around the dial so much more freely.

All in, though, the E46 feels like an E30/E36 greatest hits package. Amazing that you can snaffle them for £8k these days.

Finally he concludes with the new E90 Competition Package M3…

The E90 manual saloon and E92 Competition Package brings us up to date. Yes, you could actually feel that the saloon sits a little higher and rolls a little more through turns than even the standard coupe, but it was still an incredibly engaging car, especially when you factor in all that practicality. But this time it’s the auto gearbox that makes the manual feel slow – seriously, the new DCT is awesome, offering everything from buttery smooth changes, to entirely manual control, and slack-free changes when you’re absolutely nailing it.

All in all a great piece that is well worth a read.

This past Memorial Day weekend was a great time to take in local racing events as many chapters of the BMWCCA and NASA held sanctioned racing events. When posed with the dilemma of attending the Grand AM race at Lime Rock Park or to take in the grassroots effort of the Spec E30 NASA series we opted for the later. While Grand Am is a fantastic series with tons of BMW involvement and an event well worth attending we felt that supporting our friends over at the Axis of Oversteer as they campaign two E30s to be more significant to all the would be racers and BMW fans out there.

The Spec E30 Series is a national racing series that is is a competitive, fun, safe, affordable racing series, focused on road racing with limited modifications and specified required components. This series really showcases the driver’s skills rather than just who can tune the best car. It is a great way for individuals to enter racing, more specifically BMW racing. Spec E30 is racing on a different level, it harkens back to a time when racers wrenched on their own cars, the last weeks pay was in a set of tires- all for the thrill of the race and for knowing that no one else was responsible for placing, not the mechanic, the tire compound or the crew chief. Much of today’s racing world is big money, big teams and big sponsors, grassroots racing like Spec E30 is a different feel, it is real with real people just doing something they love and we respect that a great deal.

For the most part E30 Spec racing is racing stock E30s with safety modifications- full cages, fire suppression and the like with other minor tweaks such as camber plates and Toyo RA-1, size 205/55/14 or 205/50/15 tires being used. For the full list of rules and regulations visit the official SpecE30 site.

The Axis of Oversteer boys showed the rest of the field how it is done at New Jersey Motorsports Park. On Saturday Pete Thibault took the checkered flag first and Matt Russell was just behind him in third place. On Sunday the driver’s rolls reversed a bit, Matt took home the checkered first though finishing with notable damage he acquired from some shrapnel (thanks to someone’s motor blowing), and Pete was in a not so distant second place. The team did a great job racing and enjoying themselves during the weekend- and that is what is all about, having a good time with BMWs. When it comes to racing looks don’t matter and by the end of the weekend these cars took some serious abuse.

Full gallery after the jump!

Congrats to all the grassroots racers out there doing what you love, we here at BimmerFile appreciate it. To all those that are not familiar with the series we recommend you checking it out, it is a great time and the racers will tell you a thing or two about E30s!

This is why we miss rear wheel drive rally cars. Oh and the E30 M3. via Axisofoversteer

Official Release: She sits in a 1987 open-top BMW 3 Series Convertible, authentically dressed in an eighties-style Bordeaux-coloured dress, her hair down and put into perfect shape by a hair specialist. She is slightly nervous before the “test drive”: “I’m a little on edge because I’m not sure exactly what’s going to happen with all this wind. But BMW has assured me that it’s all safe.” The huge rotor of the wind tunnel slowly starts to turn, from the control centre you can see a gentle breath of air slowly but surely developing into a stiff breeze at 60 km/h. After this windy test drive, the result is clear: the hairstylist on the set is not too happy since the only thing the tousled mane of model and TV presenter Sylvie van der Vaart would be good for is an eighties music video.

The outfit and hair are restyled and we shoot forward into the year 2009: a current 3 Series Convertible now gleams in the light of the wind tunnel. Sylvie van der Vaart appears with a business look – an elegant beige-coloured trouser suit. She smiles into the camera and waxes lyrical about open-top driving in Madrid, where she lives. “Open-top motoring is just the thing for me!” says the 31-year-old. Waiting at the wheel in the wind tunnel, she once again waits in suspense for the next test run as the huge rotors start to move. The improved aerodynamics of the vehicle with reduced air turbulence in the interior is clearly visible to all those on the set. The long, straight hairstyle hardly moves a millimetre. Sylvie van der Vaart smiles as she steps out of the car: “What a difference from the older model! I couldn’t feel the wind at all – I even had to check to see if they’d even turned it on.”

Shortly after the shoot in Munich, van de Vaart was diagnosed with cancer at an early stage and successfully treated. She quickly started working again – both in the photo studio and on television. “Discipline is very important in my line of work,” she says. She quickly got used to wearing a wig, too – and continues to drive open top.

The hairdo experiment illustrates 22 years of progress in automobile development. Facilities such as the new Aerodynamic Test Centre enable engineers of the BMW Group to improve aerodynamics at an early stage of the development process so as to make a contribution to increasingly efficient vehicles. In addition to lightweight construction and drivetrain, aerodynamics has a key role to play in automobiles of the future. Sophisticated aerodynamics is one of the key variables in the BMW Groups EfficientDynamics approach. BMW is a forerunner within the entire automotive industry in terms of the reduction of CO2 emissions. In the EU, the BMW Group’s new car fleet of 2008 has an average CO2 emission level of 156 grams per kilometre – well below that of other premium manufacturers.

For those of you out there that want more of the E30 M3, this is some of the best footage of that car driven to its limited we’ve ever seen. The driver is Patrick Snijers and it’s at the Manx Rally in 1988.

Thanks Laim!

As BMW M12, the engine is also one of the most successful engines in racing. Starting with the European Touring Car Championship, it was also used in Formula 2 and in the Deutsche Rennsport Meisterschaft, where it was turbocharged by Paul Rosche according to FIA Group 5 rules.

The M12 went on to Formula 1, winning the 1983 championship for Nelson Piquet and Brabham — something which very few 20 year old road car engine designs accomplish. The same applies for the rise in power: twenty-fold from 75 hp to about 1500 hp.

The BMW S14 engine for the first BMW M3 was based upon the M10 block. In the M3, the M10 block design is still winning races today.

Yes the M12 (based on the M10 was the most powerful engine ever to grace F1 racetracks. Not bad for versatility.

+ Engine Of The Day: BMW M10 / Jalopnik

+ BMW M10 / Wikipedia

On the BMW stand, the spectrum of brand and product history stretches from the BMW R 32 – BMW’s first motorcycle – and the vintage 1928 Dixi, to the Goggomobil and the Isetta, all the way to the BMW 6 Series and the Z1. The focus of this year’s exhibition is the 30th anniversary of the legendary BMW M1. This mid-engined sports car was first unveiled before the public in 1978 and soon ranked as a dream model among young Top Trumps players and uncompromising sports car drivers alike. The M1 derived its legendary status from a high-profile sporting career: the Procar Series, which involved the BMW M1 Group 4 version with 480 hp, was among the spectacular highlights at European Formula One events in the years 1979 and 1980. Visitors to Essen will see a production version of the M1 as well as a Procar on the BMW stand.

Ten years before the BMW M1 arrived on the scene, two models were launched that were to redefine the large saloon segment from Munich. Models such as the BMW 2500 symbolised the inroads driving pleasure was now making into the automotive luxury class, their six-cylinder engines becoming renowned for their turbine-like running smoothness. The related Coupé similarly reflected a new BMW philosophy: from the 2800 CS to the BMW 3.0 CSL, these two-door models were the epitome of elegance and sportiness, attributes that have earned this model variant international fame and desirability to this day. Three production versions each from the two model series will be on display in Essen. Another exhibit will be a BMW 3.0 CSL Group 5 representing the sporting ambitions of the large BMW Coupé.

At its unveiling 25 years ago it was still regarded as somewhat of an oddity in the BMW fleet; today it is seen as signalling the birth of a success story: the BMW 524td launched in 1983 was the first diesel model to sport the blue-and-white logo. Parked next to this first BMW diesel at Essen will be the BMW 525e and 325e, two engine concepts which already stood for the compatibility of performance and fuel economy back in the 1980s.

As in previous years, MINI will also be casting its eyes back on the past in Hall 12. With an Austin Seven Countryman of 1961 and a current MINI Clubman Cooper S, the historical sweep will extend from the infancy of the Mini to the very latest models. Two small runabouts of a rather special kind will conjure up for visitors an entirely different dimension of the classic Mini: the Mini Marcos GT 850 dating back to 1965 and the Rover Mini Cooper MPI of 1997 demonstrate just how strong the will for performance enhancement and individualisation was in their respective eras.