The first BMW M3 was based on the E30 3 Series. It was presented to the public at the 1985 Frankfurt Motor Show and began production from March 1986 to June 1991. The E30 M3 was mainly produced in a coupé body style, with limited volumes of convertibles also produced. The total production of the E30 M3 was 17,970 cars.
Aerodynamic improvements included a front splitter, rear apron, sill panels, and changes to the body around the rear window and bootlid. The rear window was flattened, and the tailgate was made of light, glass-reinforced plastic, raised by approximately 40 mm for better airflow. The windscreen was glued in, unlike other E30 models. These changes resulted in a drag coefficient of Cd=0.33 for the M3, compared to Cd=0.38 for the standard 3 Series. The only exterior body panels shared with the regular 3 Series were the bonnet, roof panel, and sunroof.
The E30 M3 used the BMW S14 four-cylinder engine, a high-revving DOHC design with a head based on the BMW S38 six-cylinder engine and a block from the BMW M10 four-cylinder engine. It had a 7,250 rpm redline. Initial versions without a catalytic converter were rated at 147 kW (200 PS; 197 hp). With a catalytic converter, the engine was rated at 143 kW (195 PS; 192 hp) and had a top speed of 235 km/h (146 mph).
The transmission was a Getrag 265 5-speed manual. European models featured a dogleg version with close ratios and a 1:1 ratio for fifth gear, while North American models used a traditional shift pattern with wider gear spacing and an overdriven fifth gear. A clutch-type limited-slip differential was standard equipment.
Differences from standard E30 models included 5-stud wheel hubs, 225/45R16 Pirelli P700-Z tyres, and offset control arm bushings in the front suspension for increased caster angle. Front aluminium control arms were introduced in 1989. The M3 also featured revised front strut tubes with bolt-on kingpins and a swaybar mounted to the strut tube, similar to the E28 5 Series. Front wheel bearings and brake caliper bolt spacing were also from the E28 5 Series. Brake calipers, discs, and the master cylinder were unique to the M3 model. It had 280mm x 25mm vented front and 282mm x 12mm solid rear discs.
In 1987, an "Evolution" model, also called "EVO1", was released. These models had a revised cylinder head to improve performance, though power remained unchanged from the standard M3. Visually, they were unchanged. 505 units were built between March and May 1987. BMW France commissioned 50 Evolution 1 special editions to celebrate the M3's victory at the 1987 Tour de Corse.
To maintain competitiveness for the 1988 season, the Evolution 2 was released. 501 examples were built between March and May 1988. It featured a revised camshaft, pistons, and an increased compression ratio from 10.5:1 to 11.0:1. It also had a more efficient air intake and a lightened flywheel. Visually, the Evolution 2 featured a BMW Motorsport tricolour camshaft and intake plenum cover. Power increased to 162 kW (220 PS) at 6750 rpm and 245 N⋅m (181 lb⋅ft) at 4750 rpm. BMW installed a slightly reduced final drive ratio (3.15:1 instead of 3.25:1) for a higher top speed. Visual changes included a deeper front air dam with brake cooling ducts instead of fog lights, and a rear spoiler with a new trailing flap on the boot lid. These assemblies were lighter, and thinner side and rear glass further saved weight.
For 1990, a more powerful and lighter "Sport Evolution" model, sometimes referred to as "EVO3", was produced in a limited run of 600 units. It featured an upgraded 2,467 cc (150.5 cu in) engine rated at 175 kW (238 PS; 235 hp) at 7,000 rpm and 240 N⋅m (177 lbf⋅ft) at 4,750 rpm. The top speed increased to 250 km/h (154 mph). Sport Evolution models had enlarged front bumper openings and an adjustable multi-position front splitter and rear wing. Brake cooling ducts were installed in place of front foglights.
In April 1989, the Ravaglia and Cecotto limited editions were released, named after Deutsche Tourenwagen Meisterschaft (DTM) racing drivers. Power was increased to 158 kW (215 PS; 212 hp) with a catalytic converter. Cecotto Edition production consisted of 480 cars, plus 80 cars for the Swiss market de-tuned to 155 kW (211 PS; 208 hp) to meet Swiss emissions limits. The production run for the Ravaglia Edition consisted of 25 cars.
In 1986, BMW produced an "M3 Pickup" prototype pickup truck, based on the convertible model. The M3 Pickup used the narrower body of regular E30 models and was originally powered by the 2.0-litre version of the S14 engine from the Italian-specification M3. It was used by BMW M as a transporter for roughly 26 years before its official retirement in 2012.
The M3 E30 competed in many forms of motorsport and was highly successful in touring car racing. In full race trim, the 1988 M3's 2.3 L naturally aspirated engine was rated at approximately 221 kW (300 PS; 296 hp). The E30 M3 won the 24 Hours Nürburgring five times (1989, 1990, 1991, 1992, and 1994) and the Spa 24 Hours four times (1987, 1988, 1990, and 1992). To maintain competitiveness in racing, homologation specials like the Evo 1, Evo 2, and Sport Evolution were produced with upgrades including weight reduction, improved aerodynamics, and increased power. With the introduction of the 2.5 L evolution engine into racing in 1990, power increased to approximately 279 kW (379 PS; 374 hp).
The M3 also competed as a rally car, with Prodrive-prepared examples contesting national championships and selected rounds of the World Rally Championship between 1987 and 1989. By 1989, these cars, based on the regular M3, were equipped with six-speed gearboxes and rated at 221 kW (300 PS; 296 hp). The M3 was effective on asphalt, with its most notable success being a victory on the Tour de Corse in 1987, driven by Bernard Béguin.
The E30 M3 secured numerous championships, including the World Touring Car Championship (1987), European Touring Car Championship (1987 and 1988), British Touring Car Championship (1988 and 1991), Italia Superturismo Championship (1987, 1989, 1990, and 1991), Deutsche Tourenwagen Meisterschaft (1987 and 1989), Australian Touring Car Championship (1987), Australian 2.0 Litre Touring Car Championship (1993), Australian Manufacturers' Championship (1987 and 1988), AMSCAR Series (1987, 1991), Asia-Pacific Touring Car Championship (1988), Irish Tarmac Rally Championship (1990), New Zealand Touring Car Championship (1988, 1991), Nissan-Mobil 500 Series (1991), and Japanese Touring Car Championship (7 titles in JTC-2 from 1987 to 1993).
This article is based solely on the supplied corpus. No external sources were consulted; claims that could not be substantiated against the corpus were omitted under the drop-the-claim rule.
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