Building the Perfect Cost-Friendly E30 BMW Sedan
The words "Budget" and "BMW" seldom appear in the same sentence, at least without the words "out of my" fronting the phrase. But eurotuner likes to do things differently (eschewing proper capitalization in its masthead, for instance). This iconoclastic bent is what inspired us, amid the new-age VWs and Audis that crowd these pages, to reaquaint our readers with one of the best buys on the used car market: the E30 BMW 3-Series sedan.
But rather than present a dry discourse on E30 history and performance, eurotuner decided to build its own E30 project car--and do it wit a close eye on the bottom line. Hence, a Budget Bimmer.
E30 History
The first generation 3-series, the 320i (BMW code E21), debuted in 1977 as the successor to the revered 2002 sedan. The 320i was larger and more refined. Unofrtunately, it was also heavier, slower, and less fun to drive. BMW enthusiasts and media critics groaned with disapproval. The buying public, though, enbraced the new model. With independant suspension at all four corners, a five-speed gearbox, and a rear-wheel-drive layout, it was a blast to drive, even with a meek 2.0L, 110hp four-banger under the hood. Sales were strong, particularly with the upwardly mobile urban crowd, thus forever tainting BMW's performance image as a yuppie accountrement.
Nonetheless, after a successful seven year run, the E21 was replaced by the E30 in 1984. The first American E30 was badged as a 318i and powered by the same anemic motor that propelled the E21. But everything else was different: stiffer platform, crisper styling, more luxury appointments, and improved suspension (struts with sickle-shaped lower control arms in front and trailing arms in the rear). Overall, it was a tighter, more refined package; even a four-door was offered. The E30 handled like a BMW and steered likea BMW. Spirited motoring came standard.
Still, the E30 cried for more power, and BMW delivered in short order. In 1984, BMW debuted the 325e, which featured a 2.7L, SOHC straight-six (the M20). The M20 was a low-rev, high torque powerplant that delivered 121hp at 4,250 rpm and a stout 170 lb-ft of torque at 3,250 rpm. It offered superb in-city driveablilty and a frugal fuel consumption. Unfortunately, its low-revving nature left enthusiasts unfullfilled.
BMW finally got it right in 1987 with the introduction of the 325is model, which featured a more sporting M20 powerplant: 2.5L 168hp at 5800 rpm, and 164 lb-ft of torque at 4300 rpm. The Redline? A gin-inducing 6400 rpm. The 325is also boasted a more taut suspension, a limited-slip differential, 6x14.5 basket-weave wheels, larger sway bars, sports seats, a multi-function on-board computer, an da host of other creature comforts. While BMW produced the 325is until 1991, its posistion atop the E30 pecking order was short-lived as the iconic M3 debuted in 1988.
In 1991, BMW added yet another E30--the 318is, with an all-new high-revving 1.8L twin-cam, 16v powerplant (M42) that would become standard in next year's larger E36 Chassis. Its rev-happy nature and lighter weight made for an entertaining drive, and it was popular with autocross racers.
Which E30?
Choosing an E30 for a project car isn't easy, but for enthusiasts, the decision usually comes down to three choices: the '88-'91 325is, or the '91 318is. What about the M3? M3's are indeed awesome, but they're also more expensive to maintain, and less practical as an everyday driver. Race cars are like that. Therfore, our Budget Bimmer would have to start life as either a 318is or 325is.
We went for the 325is, with its great handling chassis and powerful six-cylinder powerplant. Heck, the 325is is worth it for the engine sound aline! With luch, we'd find an '89-or-newer model wit hthe smaller Euro-style bumpers.
A friend who operates one of the finest BMW repair shops in Colorado, Bimmer Haus Performance of Broomfield, tipped us off to a long-time customer car, an '89 325is with 136,000 miles. A little long in the tooth, perhaps, but with all the records, we knew the car's history. It was a solid, well-maintained car, and at $3,600, it was fairly priced. SOLD!
E30 Gameplan
Having found a suitable car, we drew up a budget-oriented list of aftermarket parts. Ideally, we wanted our E30 to perform well at both autocross tracks and road courses (BMW track days are very popular), but still be a comfortable daily driver. To choose the right competition of parts, we drew on the expertise of Bimmer Hause Performance owner Bob Tunnell. Bob is a nine-time SCCA autocross champion (several behind the wheel of an E30) and a two-time participant in the SCCA Runoffs. He suffers from a chonic case of roundel fever. more importantly, he knows what works and what doesnt.
After evaluating the price verses value of various parts and listening t oBimmer Haus' suggestions, we came up with a three-part plan. Phase One: Springs, shocks, sway bars, front and rear shock mounts, wheels, and tires. Phase two: brake up-grades, radiator, stainless steel brake lines, and short kit and knob. Phase Three: engine performance chip, air filter, halogen bulbs, wipers, and interior detailing. We would use only the highest quality components, shoosing carefully to stay within budget. Moreover, we would perform on-track and chassis dyno testing to quantify performance gains before and after our modifications.
Before we changed anything, though, we took our bone-stock 325is to Second Creek Raceway outside of Denver, an 11-turn, 1.7 mile roadcourse, tha has very tight, mostly-third and second gear corners. With Tunnell behind the wheel, the stock 325is lapped in the low 1:25s--surprisingly quick for a bone stock car, he said. Sure it leaned a bit, and the 195/65-14 Dunlop radials screamed for mercy, but lap times were impressive. It would be interesting to see lap time improvements at the end of the buildup.
The E30 Buildup
Phase one of our buildup focused on suspension upgrades: H&R Sport springs, Koni Adjustable Shocks, and Racing Dynamic sway bars, plus new shock mounts at both front and rear. H&R offers three levels of springs for E30's: OE Sport springs, Sports springs, and Race Springs. The Sport springs offer the best comprimise of performance and ride comfort, according to Bimmer Haus, particularly when combined with adjustable Kino shocks. Interestingly, Lee Grimes of Koni North America recommended Koni gas adjustables in front, but hydrolic adjustables in the rear. Grimes says E30s are "ride sensative" to shock valving, and the gas/hydrolic combination is a "best of both worlds" solution. At the same time, we replaced the front strut bearing/mounts from BMP Design and new billet rear shock mounts, also from BMP.
Sway Bars were addressed next. The BMW 325is comes standard with 20mm front and 13mm rear sway bars, adequate for street use--but too small for on-track performance. We upgraded to adjustable Racing Dynamics 22.5mm front and 16mm rear bars, again from BMW Design.
Many suspension tuner play tricks with E30 suspension bushings, swapping stock for M3 or polyurethane models. Here we chose to save money and retain the stock bushings, which add a tough of compliance to the stiffened ride. Also, all the suspension bushings on our 325is were in excellent condition.
In the next installment of the Budget Bimmer, we'll upgrade the brakes, shifting, and cooling systems. Stay tuned, Until then, enjoy our budget suspension up-grade
-Eurotuner Magazine
. Turns out they are doing a project car on....guess what?...an e30 lol. I'll post it in a minute. Its from the June 2003 issue if you want to pick it up 
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