GTi Rides

M3 (E36)

2009-09-22T06:30:00.000-07:00

Article copied from: BMW E36 DRIFT BLOG

BMW E36 - ///M3 Story
source: Wikipedia

The E36 M3 debuted in February, 1992 and hit the dealers' showrooms in November that year; it was the first M3 powered by a six-cylinder engine, displacing 2990 cc and developing 286 PS (210 kW; 282 hp). Initially available as a coupé only, BMW introduced M3 convertible/cabriolet and saloon/sedan versions in 1994, the absence of any M5 models in the BMW line-up between the end of e34 M5 production in 1995 and the launch of the e39 M5 in 1998 prompting the introduction of the four door Motorsport model. The E36 is also the first M3 to be manufactured in right-hand drive.

Also in 1994, BMW produced the limited-edition M3 GT as a racing homologation special; all GTs were British Racing Green and featured an upgraded 295 PS (217 kW; 291 hp) 3.0 liter engine. 350 GTs were built.

BMW E36 M3 GT

In summer 1995, M3 coupé and saloon were upgraded to a 321 PS (236 kW; 317 hp) 3.2 liter inline-6; at the same time, the cars received clear indicator lenses, new wheels and a 6-speed gearbox. The Cabriolet did not receive these changes until spring 1996.

The majority of E36 M3's were produced at the Regensburg factory, however a small number of right hand drive M3's were assembled at BMW's Rosslyn plant in Pretoria, South Africa. In total, 46,525 coupés, 12,114 Cabriolets and 12,603 saloons were produced. Saloon production ended in December, 1997; the coupé ceased production in late 1998; and the Cabriolet in December, 1999.

BMW E36 M3's: Saloon, Coupe, Convertible
North American models

The first E36 M3 to be imported to the United States was the 1995 model, which received a 3.0 L 24-valve DOHC inline-six engine with 240 bhp (179 kW; 243 PS) and 305 N·m (225 lb·ft) (S50B30US), a different suspension and a 0-60 mph (97 km/h) time in about 6 seconds. It was available with 5-speed manual and automatic transmissions.

A CSL (Lightweight) M3 was produced in limited numbers for the 1996 model year:

The 1996-1999 model years had displacement bumped up to 3.2 L, still with 240 bhp (179 kW; 243 PS) , but torque increases to 320 N·m (240 lb·ft) which is the same S52B32US engine used in the early M Roadster and M Coupe. The manual gearbox remains a 5-speed despite the European versions being upgraded to 6-speed. It was also available as a sedan starting in model year 1997, and as convertible in 1998. Production of the sedan was halted in 1998, while the other models continued until 1999.

US sales figures include a total of 18,961 coupes, 7,760 sedans and 6,211 convertibles.

BMW E36 M3 Convertible

United Kingdom

The E36 M3 was also available as a saloon in the UK for a limited period during 1995-6, during which around 400 RHD models were sold in the UK. This variation had slightly softer suspension but could be purchased with the firmer coupe set-up if the customer wished. Performance figures did not change with the standard 286 bhp (213 kW; 290 PS) (more than the US model by some margin). The 3.2 Evo was introduced with 316 bhp (236 kW; 320 PS) .

BMW E36 M3 Coupe
E36 special models

There were six special-edition models of the E36 M3 produced: the M3 Euro-Spec (Canadian Edition), M3 CSL (M3 LTW), M3 GT, M3 GT-R, M3-R and the Imola Individual GT2 (the last of the E36s)

There was also an M3 Anniversary Edition only produced in 1999 for Australia. This was the final year of production for the E36, with only 50 coupes and 70 convertibles being made. Furthermore, "BMW Individual" were able to custom design an M3 with specific coloured leather, woodgrain and other personalized options including polished magnesium alloy wheels from the Anniversary edition. Convertibles lacked the sports seats found in the coupe but retained every other feature.

BMW E36 M3 Interior

M3 Euro-Spec (Canadian Edition)

In 1994 agreements existed between Canada and several countries in Europe which allowed any car authorized in one participating country to legally be sold in any of the others.Though BMW had unveiled the next generation E36 M3 in Europe in 1992, the company felt that the production version would need to be priced much higher for export to North America than the market would allow. While the engineers worked on a less expensive North American version of the E36 M3, BMW Canada seized the window of opportunity: 45 numbered European specification M3 coupes were specially produced and imported into Canada.

BMW E36 M3 Coupe Tehnical Drawing
Even with a base price of $59,900 (a substantial sum for the day given that the standard equipment list did not include forged lightweight wheels, air conditioning, a sunroof or even metallic paint), all 45 cars were spoken for in just 3 days. Unlike the other special versions of the E36 M3, buyers were free to choose any colors and options they wanted on their cars. The cars all came equipped with the 286 PS (210 kW; 282 hp) 3.0 L inline 6 cylinder engine, vented brakes with floating rotors, glass headlights and other European standard equipment. They were initially delivered to Toronto, then shipped all across the country to the dealerships where they were ordered.

Canada would not see another E36 M3 for sale until two years later, when BMW finally made the American versions of the 1997 M3 available for sale. Forty five Euro-Spec Canadian Edition cars were built, each one having a numbered engraved plaque in both the glovebox and the custom leather case which holds the owners manuals. Only the Australian M3-R was built in lower numbers.

BMW E36 M3 Coupe
M3 CSL (E36)

Beginning with the first E36 M3s delivered, BMW racers began pressuring BMW for a race-ready version with which to compete against Porsche 911s in sports-car racing.

In 1995, BMW relented and began building batches of the M3 CSL at BMW Individual. Upon completion they were sent to Prototype Technology Group (PTG) Racing in Virginia for final preparation, which included the front and rear Motorsport flag decals, and "trunk goodies." In the boot there was a different oil pan with dual pick up oil pump, longer oil dipstick tube, front strut bar, lower x brace that owners could install at the risk of voiding the standard BMW warranty. The car also came with the normal M3 low wing mounted but most dealers installed the special high wing when prepping the car for sale. An adjustable front lower lip/spoiler was installed. Each new owner was given a 1 page legal document to sign stating that any installation of trunk items voided the new car warranty. The ECU had the top speed limiter removed which resulted in a drag induced top speed. Forged 17" alloy wheels, 7-1/2" wide in the front and 8-1/2" wide in the rear, mounted with identically sized 235/40-17 tires front and rear were an additional difference from the standard 17" x 7-1/2" wide cast alloy wheels mounted with 235/40-17 tires on standard M3's. A 3.23 rear differential was installed vs the normal 3.15 installed in 1995 model year M3's.

Although BMW promised to build at least 85 examples, BMW never released the number of M3 CSL's built, and because of the peculiar assembly line, to this day may not be known. However, enthusiasts now believe that there exist approximately 120 models.

The first two cars, which were used as press cars, are not technically M3 CSL's as they were regular production M3's that PTG made similar in appearance to the not-yet-built CSL. After press duties, those two cars were brought back into the PTG stable.

BMW E36 M3 CSL

Another article about E36 CSL:
From: US Auto Parts

In 1995, BMW produced a limited number of lightweight M3's. The factory started with an E36 M3 and then removed practically everything not needed for competition. True to their sporting past, these M3's were dubbed CSL's - for Coupe Sport Light - and they were reminiscent of the famous racing CSL's of the '70s.

The M3 Lightweights were reduced weight vehicles, yet they were fully equipped for the road. They were only made in Alpine White, with colorful Motorsport racing flags on the front and rear. Today, the Lightweights are the rarest of the late model M3's.

BMW E36 M3 CSL

The 1995 BMW M3 Lightweight was an E36 M3 designed for performance enthusiasts and racing teams. This M3 was modified and specially equipped to be a base production car for drivers and teams competing in motorsport events. Yet the car had to be capable of being driven on the road.

Here's what was eliminated:

air conditioning
leather seats
sunroof
radio
took kit
interior noise reduction mats
underhood insulation
trunk panel insulation
forged wheels
spare tire and jack

Here's what was retained:

dashboard
heater
power windows

The power windows were kept since they were necessary for BMW's unique door glass sealing system.

Here's what was added to the vehicle:

aluminum doors
special carpeting
carbon fiber trim
sport suspension
revised rear axle ratio of 3.23:1
a large strut brace connecting the front shock towers
an X-brace assembly to hold the entire front end together

The underbody X-Brace and Motorsport strut brace were included to stiffen the front chassis to counteract the body flex that can occur during cornering.

The weight savings was about 200 to 300 pounds over a stock M3. The savings varied depending on which of the performance options were added by the customer.

BMW E36 M3 CSL Engine

BMW took other steps to improve the performance and handling of the car:

To improve performance, the M50 B30 3.0-liter engine was hand picked by BMW engineers. Reportedly, production engines were tested, and only those with the best performance numbers found their way into the M3 Lightweight.
The top speed limit was removed from the ECU.
The rear differential was increased to 3.23 over the 3.15 found on the stock M3. This increase improved the low-end torque, providing quicker acceleration.
To improve the handling, stiffer springs were standard and a strut brace was installed. A common add-on for BMW's, the brace connects the front shock towers to make the car more rigid. An adjustable air dam in conjunction with a rear spoiler was also included to increase down force.

BMW E36 M3 CSL Rear Wing

BMW placed several options in the trunk, which the user could install if desired. Why did they put them in the trunk? Because if BMW found out they were installed, it would void your warranty!

Designed for racing only, the performance options were:

An oil pan with a dual pickup. The dual pickup helped ensure constant oil flow in hard cornering.
A non-DOT spoiler to increase down force. The spoiler does have a penalty of a few mph at high speeds.
The spoiler included an upper GT Race wing with two spacers. The spacers could be used to raise the upper wing further into the air stream if desired, like in the above picture.

The M3 Lightweight also had several lesser-known standard features including:

An oil vapor separator to reclaim oil that would otherwise burn off under high temperatures.
A unique set of lightweight, forged 17" alloy wheels.
Firmer springs than the stock M3.

In the 1995 model year, BMW only produced 120 to 125 of these cars. Only 85 cars made it to the USA. It is only recently that enthusiasts have recognized these cars for what they're worth, and today they are in high demand and quite collectible. Rarely do you see one for sale.

M3 GT

The M3 GT Coupe was a limited-edition mainland Europe only edition of which 356 were made, 50 further M3 GT Individuals were made in right-hand drive for the UK market. All built in 1995.

Famous for being British Racing Green with a Mexico Green interior - a peculiar choice when the traditional German national racing colors were white with red numbers.

The BMW M3 GT was a homologation series special built to allow the E36 M3 to compete in the FIA-GT class II, IMSA GT and international longdistance races.

BMW E36 M3 GT2 Imola Individual
M3 Evolution Imola Individual (M3 GT2)

The M3 Evolution Imola Individual was a limited-edition (200 units for Europe with part VIN WBACB5103-AN307--, 50 for the United Kingdom) car sometimes referred to as the M3 GT2. The engine and performance characteristics of the car were unchanged from the 1996+ euro M3, and a special exterior and interior colour combination was once again chosen by BMW; Imola red (405) paint with Nappa leather & Amaretto seats in Imola red and anthracite seats. It also included side airbags, the M3 GT Class II rear spoiler, front class II corner spoiler extensions, electric seats, and double-spoke polished alloy wheels.

Prior to the release of the Imola Individual there was a pre-production model made which was used as the basis of the special edition, it featured the Class II front and rear spoilers, special order Imola red Paint, special order Nappa + Anthracite Amaretta interior, SMG gearbox, GSM Phone Kit, headlamp washers and double-spoke polished alloy wheels.

M3-R

Fifteen M3's were ordered by BMW Australia in 1994 to race in the Australian Super Production series. All were delivered to Frank Gardner Racing for final preparation. 11 were made available to the general public, (who have to possess a CAMS license to be allowed to buy one), 4 were retained for the race series, the M3R had locally sourced King springs fitted to group n adjustable struts and rear perches, AP racing twin plate clutch and 4 piston brake calipers, dual pickup sump, an oil restrictor in the head, A C Schnitzer cams, a 3.25:1 ratio medium case diff and M5 driveshaft, cold air snorkel into air filter box replacing left hand fog light, non functional rear seat, air conditioner delete and more aggressive tune, GT front splitter and rear spoiler with extensions and gurney strips. this was the most powerful production E36 made with 240 kW (326 PS; 322 hp). a bolt in FIA approved roll cage was also a factory option (locally produced by Dencar)there were several differences between the cars depending on customer requirements, early numbers had non staggered BBS wheels, later had staggered BBS wheels (individually numbered plaque fitted to centre console below emergency brake lever)

M3 compact

To celebrate the 50th birthday of the German automobile magazine Auto Motor und Sport in 1996, BMW M GmbH handbuilt (at least) one official BMW E36 M3 compact. The car was tested and written an article about in the June edition of the named magazine.

The car embodied all the technical (engine, driveline, suspension) and optical (bumpers, wheels, mirrors, dashboard) characteristics of the stock E36 M3. It was powered by the 321 DIN-hp 3.2-litre engine, and its color was red with a black cloth/alcantara interior. It had the forged Styling 24M 5-doublespoke wheels that came standard on the M3 cabriolet, an exhaust with fairly centered quad exhaust tip, Recaro sports bucket seats, red four-point seat belts and an alcantara wrapped steering wheel and gear lever.

The car was donated to the automobile magazine, but there are no details of the car's present whereabouts.

Fan built replica of the M3 Compact:
Images from BMW SLO:

BMW E36 M3 Compact Replica

BMW E36 M3 Compact Replica Engine

BMW E36 M3 Compact Replica Interior

BMW E36 M3 Compact Replica Recaro Bucket Seats

For the end, I suggest you take a look at the BMW M-Registry FAQ section:

BMW M Registry E36 3.0 FAQ
BMW M Registry E36 3.2 FAQ

BMW E36 M3 Advertisement

Swift GTI

2009-07-19T09:00:00.000-07:00

Good things do come in small (an economical) packages. A look at Suzuki's Swift GTi.

Has your life settled into one slow, boring, monotonous rut? Is every single meeting with your so-called superiors a humiliating kick in the crotch. Well fear not, nowhere person, here is the cure: the Suzuki Swift GTi. Imagine trudging out the office door, past the VIP parking and on towards your usual back-of-the-lot space, where you find a cute, zippy, Cal-Jap racer shape waiting to shine rays of funlight onto the gray landscape of your mundane life.

You take a quick walk. around to admire the effective lower-body aero-cladding, then tumble behind the wheel. Once again you look over your new prize, congratulating yourself on the deal you got - not too hard for your meager wages, eh? It's roomy in here, considering the car has such a tiny exterior. There are nice, firm seats with attractive and sturdy cloth upholstery and sporty side bolsters. They're probably too high off the floor for tall drivers, but they're just right for you. There are minimal instruments, but you don't understand much beyond the tach and water temp, anyway. There are even a few features like those in the big boss's BMW: intermittent wipers, power mirrors, and a Kenwood stereo.

You pull out of the parking lot, making a mental note to see if the health club is taking new members yet, because this 1800-pound flyweight has the steering effort of a non- assisted '64 Ford pickup. The upper arm exercise has created a glow in your pallid complexion, and you're starting to feel a little better as the tiny Suzuki four-banger idles you smoothly over to the exit lane. Uh-oh, none of those rush-hour bullies are going to allow a space in traffic. You've always hated and feared pulling out into the torrent - but you never had a Suzuki Swift GTi, either.

Finally a tiny gap appears, and you close your eyes and stand on it. Holy rocket-seat! In a sudden white-knuckle rush, your vinyl briefcase and calculator fly into the buck seat and you're bouncing off the 7500 RPM rev limiter to the accompanying tune of the wondrous racing engine sounds and snicking shifter - thrilling! The higher the revs, the faster you go. You're David, ready to slay a dozen Goliaths. The feather-light Swift GTi achieves amazing low-gear accelerative g-forces that stretch your chubby cheeks back until your mouth is drawn into a grin from ear to ear. All at once, life is good!

The Suzuki Swift GTi has the power to cure the drearies. It squeezes one hundred horsepower from just 1300 cc, thanks to its double overhead cams, sixteen valves, port injection, and free-breathing; motorcycle cylinder head technology. That's 1.26 HP per cubic inch, race fans, with no boost and almost 30 MPG city. True to its superbike heritage, this little motor is a revving fiend. Under 5000 RPM, it feels like a peppy econobox; above it, hang on. That is meant literally, by the way; we recommend you use both hands. In first gear this chassis is nearly over- whelmed by its power. High revs and deep throttle can be felt clearly through the wheel.

We were so impressed with the Swift's pick-up, we boldly challenged our Nissan 300 ZX test car to a rolling start acceleration comparison. (Of course it's not a drag race, officer.) First gear was all Suzuki! The little Swift that could hung on all the way through second before falling back rapidly in third gear. Sure, the Nissan had twice the power, but it also had almost twice the mass to get rolling.

What was not impressive was the 11.6 second 0-60 MPH time measured by our testers using a Vericom 200. This is considerably slower than the manufacturer's 0-60 time of eight seconds, as well as our own times from an earlier test of the car. Why the discrepancy? It's likely our measuring device was fooled by the considerable pitch of the Swift GTi. The Vericom's built-in accelerometer must operate in a horizontal plane, but the Suzuki's nose is aimed skyward at full throttle. The device must be calibrated for degree of body roll (pitch) when measuring lateral acceleration, so further testing is in order.

Suzuki saw fit to hop up the brakes along with the rest of the car, adding rear discs and impressively large ventilated front discs. While we had the car on the rack getting our BFG test tires mounted, we noticed that the Swift's front brakes were obviously larger than those of a nearby 2800 lb. Chevy Beretta GT--and the Beretta had rear drums! (Get the hint, GM?)

On the down side, stability under braking, especially from highway speeds, is not a strong point of the Swift GTi. The car exhibits nose dive and a reluctance to go straight, "hunting and pecking" a bit under hard application.

The five-speed shifter is more important to the Swift GTi's performance than with most cars, because the peaky engine must be kept on a boil to extract all it has to offer. Fortunately, the Suzuki's shifter has a smooth, Teflon feel. light effort, and is quick, with just a little fwd "sproing". The phallic shift knob elicited several comments from our snickering editors, who remarked that it closely resembled those electronic devices advertised in the back of girlie magazines. It even buzzed nicely over 6000 RPM.

The major flaw in this area is the gap between the ratio of first and second gears. If you rev first gear happily beyond 7000 RPM and then shift to second, you'll find that the Swift is turning only about 4000 RPM. At this point, the engine is well below its torque peak, so the resulting sensation is somewhat like turbo lag. This sag mars the giant-killing gusto of the Swift GTi, and will diminish its effectiveness as an autocross car.

Almost every tester was struck by the top-end zoom of the Suzuki 1300, but nearly all also noticed the big jump to second. One editor called the car "a slug in second", adding "Nice motor, but needs better gearing." Please, Suzuki, tighten up these lower gear ratios so we can keep this puppy singing.

The little pedals are reasonably well placed on the Swift, but the lack of a foot-rest/dead-pedal was bemoaned by several testers. Clutch pedal effort is extremely light and a little tricky because the engine has little flywheel effect-- i.e., it gains and loses revs quite quickly. The clutch itself can be beaten: too much throttle and too slow of an engagement can slip it into oblivion, even after it's released.

The Swift GTi's chassis, which is based on a bargain basement 900cc econocar, is still far from sophisticated. MacPherson struts all around carry "sport-tuned" spring shocks and anti-roll bars. Although it rides rather stiffly, it does roll a lot.

This is not to say that the car is unpleasant--far from it on the street, the Swift GTi tackles bumps without banging crashing or other percussive impacts, but the ride is rather springy, displaying a moderate level of pogoing and pitch. But response is honest and direct, with no sign of the wallowing of an over-soft suspension.

Light weight is again the greatest benefactor of this Suzuki, allowing it to maintain the bouncy exuberance of a teenage volleyball player. The Swift is at home in heavy traffic, and it makes mincemeat of the bench-seat brigade.

If you like front-drivers, you'll love this car at a autocross. It is very reminiscent of an old Rabbit/Scirocco. There's lots of body roll, but the car feels light and is great fun to toss through a slalom. It exhibits steady understeer through a curve, but still goes where you want it. However unlike the Rabbit, the Swift doesn't put power down well, but that doesn't slow it down much.

Not all of our editors liked the Suzuki's handling on the autocross course. Glenn Marston in particular wasn't thrilled noting "Poor turn-in, slow steering, lots of body roll." But Jerry Stein felt those characteristics made the car easier to drive and said, "I've never driven anything so tossable and predictable."

The Suzuki Swift GTi tended to provoke strong responses, both positive and negative. However, our editor did agree on two points: it's cute, and the owner gets a lot of bang for the buck. The Suzuki Swift GTi does have its ups downs, from a powerful, quiet, versatile and effective vent system, to very poor paint on its bumpers, But it is always great fun in an unpretentious, vibrant, youthful way. If you're in a rut, go get a Swift GTi. Then just thumb your nose at the world, and rev it right outta sight.
Counterpoint

John Pentelei-Molnar, Jr. West Coast Editor: "This is a fun car, with a lot of bang for the buck. It's perfect for novice autocrossers."

Neal Bellamy, SCCA Club Editor: "The Swift's Seats were too tall for me, although headroom was okay. It felt like I was sitting up real high. The chopped-off, boxy styling will either make you think it's cute or make you hate it, and the interior looks cheap-but it is. Lots of fun for $9200.

Jerry Stein, Editor at Large: "You sit way up high in the Suzuki, with a panoramic view. This is the only car I've ever driven that makes me smile and giggle just by stepping on it in first gear. What a wonderful little autocross car."

Carrera RS 3.0

2009-05-26T23:42:00.000-07:00

The best 911 ever made!

These models, valued by collectors, are considered by many to be the greatest classic 911s all-time. RS stands for Rennsport in German, meaning race sport in English. The Carrera name was reintroduced from the 356 Carrera which had itself been named after Porsche's class victories in the Carrera Panamericana races in Mexico in the 1950s. The RS was built so that Porsche could enter racing formulae that demanded that a certain minimum number of production cars were made. Compared with a standard 911S, the Carrera 2.7 RS had a larger engine (2687 cc) developing 210 PS (207 hp/154 kW) with MFI, revised and stiffened suspension, a "ducktail" rear spoiler, larger brakes, wider rear wheels and rear fenders. In RS Touring form it weighed 1075 kg (2370 lb), in Sport Lightweight form it was about 100 kg (220 lb) lighter, the saving coming from the thin-gauge steel used for parts of the bodyshell and also the use of thinner glass. In total, 1580 were made, comfortably exceeding the 500 that had to be made to qualify for the vital FIA Group 4 class. 49 Carrera RS cars were built with 2808 cc engines producing 300 PS (221 kW).

In 1974, Porsche created the Carrera RS 3.0 with K-Jetronic Bosch fuel injection producing 230 PS (169 kW). It was almost twice as expensive as the 2.7 RS but offered a fair amount of racing capability for that price. The chassis was largely similar to that of the 1973 Carrera RSR and the brake system was from the Porsche 917. The use of thin metal plate panels and a spartan interior enabled the shipping weight to be reduced to around 900 kg (1984 lb).

The Carrera RSR 3.0 was sold to racing teams, and scored outright wins in several major sports car races of the mid 1970s. Also, a prototype Carrera RSR Turbo (with 2.1 L engine due to a 1.4x equivalency formula) came second at the 24 Hours of Le Mans in 1974 and won several major races, a significant event in that its engine would form the basis of many future Porsche attempts in sportscar racing. Save for the earlier Porsche 917, it can be regarded as Porsche's start of its commitment to turbocharging also in road cars.

AX GTi

2009-05-23T12:16:00.000-07:00

The C4 WRC - 20 years ago

The Citroën AX Gti was a car made by the French car maker Citroën which is famous around the world for being one of the most technologically advanced car makers in the world specially when it comes to suspensions. You can for example see hydraulically controlled suspensions in the Citroën Xantia Activa which provides stability and improved cornering control. But one of their most famous models in the past few years was the Citroën AX which came in a variety of versions and engine types which ranged from 1.0L to 1.4L and a prototype even had an electrical motor. and its chassis had 5 or 3 doors . But there was of course a sport model in the Citroën AX line which was the Gti . This was a 3 door car with (for more detailed specs click here) a chassis mounted on independent McPherson suspensions on the 4 corners and was mounted on 4 13" alloy wheels with 185/60SR Michelin MXV2 tires. Although the suspensions were not designed at Citroën they handled like any Citroën would. They are not as hard as the usual GTI cars are, and give very good handling in all aspects. Car braking is exceptional even without the use of a four wheel disc system or ABS but just a regular Front Disc-Rear drum configuration which can take the car from 100 km/h to a full stop without any problem and the need of a big space to break the car. The distance between rear an front wheels is 2.280mm which means that the rear wheels are taken back as far as possible to give additional room in the cabin which is, by the way, is much bigger than it seems at first sight. But perhaps the most important aspect about the car is the engine. It has 1.4 L (1.360 cubic centimeters actually) engine with 4 cylinders 2 valves per cylinder and multipoint injection and one overhead camshaft with a compression ratio of 9.9:1. Although the engine doesn't have 4 valves per cylinder or a DOHC system it delivers the incredible power of 100 Hp DIN at 6.800 Rpm and an excellent torque of 12.5Kg/m at 4200 Rpm which means that you don't have to rise the tachometer to the highest levels to get the power of the car. The exterior of the car differs with the regular model in that it has a rear spoiler at the back mounted on the top of the back window, has a nice set of alloy wheels which give it a more sporty look, front anti fog headlights, which by the way in some cases are yellow because of a french regulation, which ended with the treaty of free commerce between european countries which said that the car regulations had to be equal in all the countries. It also has a rear window wiper. The car comes equipped with power windows and electric locks for the doors and has the option of installing an air conditioning. The dashboard has the regular instrumentation with speedometer, tachometer, odometer, clock, etc. But has the characteristic that it turns on when the engine is turned on. The radio is located at the top of the dashboard and has all the normal heater controls, ashtrays and a glove compartment. The seats deliver comfort and good side support which is ideal for a sport car like this. Another characteristic that gives it a very sporty attitude is the gearbox which consists of 5 manual gears configured in a way such that the car has a good acceleration and top end speed and doesn't present any low power zones at any gear.

All this combined delivers a car with a weight of only 795 Kg which thanks to its engine can take the car to 100 Km/h in just 9 seconds and can cover the kilometer from a still start in 30.4 seconds. In fact the car had its own championship which was runned in europe which was the AX Cup. The production of the car was stopped on 1996 to give way to the new Citroën Saxo which would replace the AX. The Saxo also has a sport model on its line which is the Saxo VTS which has a much more advanced engine with 1.6L 16 valves DOHC which delivers 120HP. The car has sold well in Europe and in other countries to which it is exported.

But although the Citroën AX is out of production it will be remembered. From the 1.0L model which was not only very cheap but also delivered great fuel economy, to, of course, the AX Gti which delivered all the performance that you would expect from a Gti car at a price which was not out of the reach of some of us "speed addicts" who look for a car which delivers great speed, acceleration and stability at a reasonable price, besides it was one of the only Gti's which where both sporty and comfortable unlike others which could be classified in the category of the uncomfortable ones. And of course one of its main advantages has to be its origin because no matter which model you drive, when you know that what you're driving is a Citroën you know that you're driving in an excellent vehicle which is a machine that needs no further introduction.

205 GTI

2009-05-18T23:15:00.000-07:00

Baby T16

The GTI version came in 1.6-litre and 1.9-litre, in-line four cylinder configurations, and is considered one of the best hot hatches of all time. Compared to modern cars they can be tricky to handle, due to their tendency towards rather sudden lift-off oversteer during hard cornering, and a complete absence of electronic driver aids. However once mastered, or in the hands of a skilled driver, these cars are still known to offer a very rewarding driving experience. The 205 GTI was certainly one of the first front wheel drive cars said by many motoring experts to be as rewarding to drive hard as an equivalent rear-wheel drive car.

The 1.6 GTI came with a XU5J engine, producing 105 bhp DIN (77 kW), for the 1987 model year the XU5J received the cylinder head with larger valves from the 1.9 GTI's XU9JA engine thus becoming XU5JA. The new engine was quoted for 115 bhp (86 kW; 117 PS) . The 1.9 GTI came with an XU9JA engine producing 128 PS (94 kW; 126 hp) , although later models with a catalytic converter produced 122 PS (90 kW; 120 hp) . Internally these engines are very similar, the main differences on 1.9-litre versions being the longer stroke, oil cooler, and some parts of the fuel injection system. The shorter stroke 1.6-litre engine is famed for being revvy and eager, while the 1.9-litre feels lazier and torquier. Outside the engine bay the main differences between the 1.6 GTI and the 1.9 GTI are half-leather seats (1.9 GTI) vs. cloth seats (1.6 GTI); and disc brakes all-round (1.9 GTI) vs. discs at the front and drum brakes at the back (1.6 GTI); as well as the 14-inch (360 mm) alloy wheels (1.6 GTI) vs. 15 inch alloys (1.9 GTI).

The 205 is still mentioned to this day in group car tests of the newest GTI models or equivalent. Peugeot itself has never truly recreated this success in future GTI models, although came very close with the highly regarded GTI-6 variant of the Peugeot 306. A cabriolet version of the 205, known as the CJ (or CT in France), was designed and partially assembled by Pininfarina of Italy. A CTi version, with the same plastic arches and wheels as the 1.6 GTI was also available. Some later models incorporated the catalysed 1.9 engine.

The main aesthetic difference between the GTI/CTi versions and other 205 models were the plastic wheel arches and trim, beefier front and rear bumper valances. The shell also underwent some minor changes, including larger wheel arches (to suit the larger wheels on the GTI and CTi), and the suspension was redesigned and sat lower on the GTI with stiffer springs, different wishbones and a drop-linked arb.

With the early success of the 205 GTI in Europe, Motor Trend reported in 1984 that Peugeot was seriously considering adding it to its US lineup, even though Peugeot had a more upmarket image in the United States. Nothing ever came of such rumours, however, and any talk of Peugeot expanding its presence in US became moot when it was forced to pull out in 1991.

Sales of the GTI in the early 1990s were badly hit by soaring insurance premiums, brought about by high theft and 'joyriding' of cars of this sort. Increasingly stringent emissions regulations meant the 1.6GTI went out of production in 1992, while the 1.9 was sold for a couple more years thanks to re-engineering of the engine to enable it to work properly with a catalytic converter, which dropped power to 122bhp.

A common modification for fast road/track use is to transplant a '16V' Peugeot/Citroen engine and ECU (XU9J4 Type D6C / XU9J4Z Type DFW), as used in Citroen BX 19 GTI 16V and the Peugeot 405 Mi16. This is a development of the 205 T16 engine, the XU8T, the essential difference compared to the car's original XU 8-valve engine is the 16-valve double overhead camshaft cylinder head. The engine will fit into the small Peugeot's engine bay with modifications (the provision of necessary clearance between the exhaust manifold / firewall and intake manifold / radiator), the method of installation varies depending on how professionally it is installed. Weight gains are negligible, and the rise of between 30 to 60 horsepower (depending on the original engine being replaced vs. the engine being transplanted) is startling in so light a car. Less common and also less reliable is the practice of turbocharging or even supercharging the standard XU 8-valve unit. Over 200 bhp (149 kW; 203 PS) has been achieved from a standard engine with the correct fuelling using this method. More may be available, although the usual turbo problems of high exhaust temperatures, detonation and turbine lag will inevitably creep in.

Special 205 GTI editions

Peugeot produced some limited edition 205 GTI models over the car's life.

In 1990, 1200 GTIs were made in the then new colours of Miami blue (see photo above) and Sorrento Green (a very dark metallic green). The cars were made in an equal mix of 300 blue 1.6, 300 green 1.6, 300 blue 1.9 and 300 green 1.9. The cars had power steering and full grey leather interior as standard, together with grey carpets. These paint colours were then added to the list of available colours for ordinary models.

The Gentry was a limited edition with all-leather interior, 105 bhp (78 kW; 106 PS) 1.9 engine, automatic transmission and some other extras. Gentries came in the color Sorrento Green and Aztec Gold (sometimes called Beige Mayfair).

The Griffe was a special GTI edition for mainland Europe, and was sold in France, Germany and the Netherlands. It was bright green ('Laser' Green or 'Vert Fluorite')[1], and came equipped with all available vendor options at that time except air-conditioning, but including full black leather interior, ABS, powersteering and sunroof. Approximately 3,000 Griffes were made, all in laser green and with dark grey anodised alloy wheels with a silver rim.

The 1FM was produced only in the UK in 1992 to coincide with the 25th birthday of BBC Radio 1. Only 25 were made and each car was individually numbered with a small brass plate.[1] Every one was black and had dark grey anodised alloy wheels with a silver rim. The car had every extra as standard including ABS, air conditioning, catalytic converter, full black leather interior, power steering and remote central locking. A special stereo system including a CD changer and an acoustic rear shelf was designed by Clarion especially for this car. The car had unique 'Radio 1' badging, and Radio 1 ran a competition on air to win one.

LINKS:

205 GTI Drivers
205GTI.com - Downloads and Wallpapers

M3 (E30)

2009-05-11T03:19:00.000-07:00

Dream Car!

Production Versions

AK01: European-spec without catalyst (200 hp), 03/86 through 08/89AK01: European-spec Evolution I without catalyst (200 hp), 02/87 through 05/87AK01: European-spec Evolution II without catalyst (220 hp), 03/88 through 06/88AK03: North American-spec with catalyst (192 hp), 03/87 through 12/90AK05: European-spec with catalyst (195 hp), 05/86 through 05/89 includes Europa Meister 88AK05: European-spec with catalyst (215 hp), 04/89 through 12/90 includes Cecotto + RavagliaAK07: European-spec Sport Evolution with catalyst (238 hp), 12/89 through 03/90

History

What makes the E30 M3 unique?
The E30 M3 is the BMW Motorsport-developed version of the E30 3 Series. Its S14 four-cylinder powerplant is a further development of the M10 unit and was chosen because of its compact dimensions. The chassis is based on the basic E30 3 Series design but has been thoroughly reworked by BMW Motorsport in every significant area. The reshaped body shares few panels with other E30 3 Series models.

Where was the E30 M3 first introduced?
The E30 M3 debuted at the 1985 Frankfurt motor show.

Where was the E30 M3 produced?
Because of the relatively high production numbers required to homologate the M3, production took place at the normal Munich-Milbertshofe factory instead of in the more limited Motorsport facility in Garching. However, unlike the normal E30 models, the M3's drivetrain was assembled by special teams, then mated to the chassis on the regular assembly line.

Why is the E30 M3 considered a homologation model?
The main impetus for the E30 M3’s existence was Group A racing, a production-based class that demanded that each race car share its core mechanical components with a road car, of which at least 5,000 examples had to be produced. Thus, BMW Motorsport designed the race car first, then applied the necessary changes to the road car in order to homologate the competition machine. The E30 M3 street version and E30 M3 competition version are therefore quite similar. For example, the widened fenders were needed to accommodate racing rubber on the competition cars but were not necessary for the more modest tires of the street version. However, fender width had to be identical between the road and race versions, so both share the same flared arches.

Production Data

How many versions of the E30 M3 were developed?
BMW Motorsport developed seven versions of the E30 M3 coupe, each with slight mechanical variations and all in left-hand drive. Four were regular production models: European-spec without catalyst, European-spec with catalyst in 195 hp (early) and 215 hp (later) forms, and North American-spec. The remaining three were limited editions known as the Evolution I, Evolution II and Sport Evolution. These were built to homologate updates to the engine and aerodynamics for racing purposes. There were also four further special editions with mainly cosmetic variations: Tour de Corse, Europa Meister 88, Johnny Cecotto and Roberto Ravaglia. In addition to the coupe, an E30 M3 convertible (see specific FAQ) was assembled by hand in limited numbers.

How many of each version were produced?
ECE (non-catalyst): 5,187 produced from 03/86 through 08/89
ECE (catalyst/195 hp): 3,544 produced from 05/86 through 05/89
ECE (catalyst/215 hp): 1,914 produced from 09/89 through 12/90*
NA (catalyst): 5,300 produced from 03/87 through 12/90
ECE Evolution I (non-catalyst): 505 produced 02/87 through 05/87**
ECE Evolution II (non-catalyst): 501 produced from 03/88 through 06/88
ECE Sport Evolution (catalyst): 600 produced from 12/89 through 03/90
ECE Europa Meister 88 (catalyst): 148 produced from 10/88 through 11/88
ECE Johnny Cecotto (catalyst): 480 produced from 04/89 through 07/89
ECE Roberto Ravaglia (catalyst): 25 produced in 07/89
* includes the Swiss E30 M3 Cecotto edition
**includes the French E30 M3 "Tour de Corse" edition

Do all examples of the E30 M3 utilize the "WBS" VIN prefix?
The E30 M3 was generally given a "WBS" VIN prefix (i.e. the first three letters in the VIN) to identify it as a product of BMW Motorsport GmbH. However, it is believed that the initial 164 ECE non-catalyst examples of the E30 M3 were given the regular WBA (non-M) prefix. The WBA prefix also appears in the VIN of the first 208 examples of the E30 M3 Sport Evolution.

What changed during the production of the European-spec E30 M3?
In addition to the development of several special edition models, there were many major and minor improvements made to the standard European-spec E30 M3 during the five and a half years it was produced. The most noteworthy of these occurred when both the 200-hp (non-catalyst) and 195-hp (catalyst) engines were replaced by the more powerful, catalyst-equipped 215-hp engine in September of 1989. Other changes include a switch to ellipsoid headlights with integrated "city" lights (from 9/87 production) and aluminum front control arms (6/89 production), the availability of Boge Electronic Damping Control and a myriad of minor color, trim and option variations.

What changed during the production of the North American-spec M3?
The E30 M3 was introduced in North America as a 1988 model, though production began in March of 1987. Cars produced before September of 1987 were actually built to 1987 specification (despite being officially considered "1988" models). True 1988 production began in September of 1987, when ellispoid headlights were introduced, Henna Red (052) was replaced by Cinnabar Red (138), Pearl Beige leather was replaced by Natur leather, and Silver leather was offered for the first time. An upgraded radio with CD-changer capability was introduced for the 1989 model year (from 7/88 production).

The next major round of changes were introduced with the 1990 model year (from 6/89 production). At this time, the ellipsoid headlights were once again replaced by halogen units, the rear quarter windows were fixed, the control arm bushings were modified, aluminum control arms replaced the steel versions and the air intake box was enlarged (as fitted to the Euro-spec Evolution II). In addition, the option list was expanded to inlcude a power glass moonroof and heated front seats (already standard in Canada). Further changes were implemented in September of 1989, when a driver-side airbag with knee bolster became standard on U.S.-spec cars and optional in Canada, plus Cinnabar Red (138) and Salmon Silver metallic (203) were replaced by Brilliant Red (308) and Sterling Silver metallic (244). The final 1991 models entered production in June of 1990 with no changes.

Drivetrain

What makes the S14 engine unique?
The E30 M3’s S14 engine was designed for racing applications and is therefore compact and high-revving. It combines the basic four-cylinder block from the M10 family with a four-valve head derived from the one used on the six-cylinder M88 and S38 motors. Special features of this engine include individual throttle plates for each cylinder, machined intake and exhaust ports, and a crankshaft with eight counterweights. Like the M88 and S38, the S14 does not have hydraulic lifters, and thus requires periodic valve adjustments.

How many versions of the S14 engine are there and how are they different?
BMW Motorpsort built five road-going versions of the S14 powerplant. The “standard” S14 engine has a bore of 93.4mm and a stroke of 84mm for a total capacity of 2,302cc. Without pollution controls, it is rated at 200 hp (DIN) at 6,750rpm and 176 lb/ft of torque at 4,750 rpm. A version of this engine equipped with twin in-line catalytic converters produces 195 hp (DIN) or 192 hp (SAE) and 170 lb/ft of torque at the same engine speeds. This was the only variation of the S14 sold in North America.

A second catalyst-equipped version of the S14 was introduced on the E30 M3 Cecotto/Ravaglia special editions in April, 1989. This engine produces 215 hp (DIN) at 6,750 rpm and 170 lb/ft of torque at 4,600 rpm. The increased power is largely due to a reprogramming of the Bosch Digital Motor Electronics (DME). This engine also became the standard European-spec E30 M3 engine as of September, 1989 production.

The most powerful evolution of the 2.3-liter S14 was introduced in the M3 Evolution II starting in March, 1988. Changes included new pistons that raised the compression to 11:1 (from 10.5:1), a more effecient air intake, lightened flywheel and reprogrammed engine management. This non-catalyst powerplant is rated at 220 hp (DIN) at 6,750 rpm and 181 lb/ft of torque at 4,750 rpm. These engines have white cam covers with the tri-color Motorpsort logo painted on them.

The final version of the S14 features increased cylinder bore (to 95mm) and a long-stroke crank for a new total displacement of 2,467cc. This engine was used exclusively in the 1990 E30 M3 Sport Evoltuion, built from 12/89 to 03/90. In addition to the increased displacement, the valves were enlarged and a more aggressive cam was fitted. Special nozzles sprayed oil under the pistons to keep them cool. All Sport Evolution motors were equipped with catalysts. Power increased to 238 hp (DIN) at 7,000 rpm, though peak torque decreased slightly (over the Evolution II) to 177 lb/ft at 4,750 rpm. These engines use the regular black cam cover but have red spark plug wires.

What kind of gearbox does the E30 M3 have?
Two different Getrag 260 five-speed manual gearboxes were used; a close-ratio version with a direct top gear and a “dogleg” shift pattern for Euro-spec cars, and an overdrive unit (shared with the E30 325i) with a standard “H” layout for North American-spec cars. The ratios are as follows:
European-spec: 3.72 (1), 2.40 (2), 1.77 (3), 1.26 (4), 1.00 (5)
North American-spec: 3.83 (1), 2.20 (2), 1.40 (3), 1.00 (4), 0.81 (5)

North American-spec cars have a shorter 4.10:1 final drive (versus 3.25:1) to offset the taller ratios. Both gearboxes are mated to limited slip rear differentials with a maximum locking of 25 percent.

What distinguishes a Euro-spec E30 M3 mechanically from a North American version?
Except for a different air intake arrangement, the North American-spec E30 M3 carries essentially the same powerplant as the early catalyst-equipped European-spec model. It is rated at 192 hp (SAE) at 6,750 rpm, which translates to a European rating of about 195 hp (DIN). Torque is an identical 170 lb/ft at 4,750 rpm. The only significant powertrain difference concerns the gearbox, which is a Getrag 260 with a standard shift pattern, as opposed to the European-spec model’s close-ratio Getrag box with its dogleg first gear location. The use of the conventional shift gate was determined to be more easily acceptable to Americans, and the wider ratios (shared with the E30 325i) are offset by a shorter 4.10:1 final drive.

Chassis

How is the M3's suspension different from that of a standard E30 3 Series?
The E30 M3’s chassis consists of the MacPherson strut/semi-trailing arm design used on all E30 3 Series model, but has been revised with the following changes:
-Three times more steering castor
-Front antiroll bar linked to the struts
-Stronger wheel bearings (from E28 5 Series)
-Thicker 19mm rear antiroll bar
-Shorter (by .6mm), stiffer springs
-Wider track
-Revalved shocks

Starting sometime in 1988, Euro-spec E30 M3s were available with Electronic Damper Control by Boge. This offered three shock stiffness settings, Komfort (K), Normal (N) and Sport (S) in order of increasing firmness, adjusted via a control knob in the center console.

How is the steering of the E30 M3 different from that of a standard 3 Series?
The E30 M3 has a power-assisted rack-and-pinion steering system with an overall ratio of 19.6:1, which is slightly quicker than the normal E30 ratio of 20.5:1.

What size brakes does the E30 M3 have?
All E30 M3s have vented front disc brakes measuring 11.1-inches (280mm) and solid rear discs measuring 11.1-inches (282mm). ABS is standard.

What are the factory wheel and tire sizes for the E30 M3?
There were two wheel and tire combinations available for the E30 M3. A 7x15-inch cross-spoke alloy wheel with 205/55VR15 tires was the standard wheel on European-spec models and was also fitted to all North American-spec examples. However, the Evolution II, Sport Evolution and Cecotto/Ravaglia special editions were equipped with 225/45ZR16 tires on 7.5x16-inch alloys of the same cross-spoke design. This larger wheel and tire package could also be ordered as a factory option on regular Euro-spec M3s.

Cosmetics

How is the M3’s exterior different from that of a normal E30 3 Series?
Because the E30 M3's shape had to be homologated for racing, all exterior body panels except the hood are unique to this model. The fenders are flared. The front and rear fascias contain unique 2.5-mph bumpers. The rear window is re-angled and the glass, both front and rear, is bonded. The trunk lid sits over 1.5-inches higher than the normal E30 3 Series, has a wing-type rear spoiler and is met by an extended cap over the C-pillar, all of which lower the Cd to 0.33 from 0.38. There is a roof-mounted radio antenna at the front. All window trim is of the blacked-out "Shadowline" variety. “M3” badges appear on the grille and decklid.

How does the exterior of the North American-spec E30 M3 differ from that of the Euro-spec model?
Cosmetically, the North American E30 M3 is nearly identical to the European-spec model. However, it can be easily identified by the black intake grilles near each front fog light in place of the European-spec model's body-color tow hook covers.There are also bumper-mounted side marker lights, slightly different headlight configurations and a high-mounted third brake light, all required by Federal law.

How is the interior of the E30 M3 different from that of a normal E30 3 Series?
The E30 M3 interior shares its basic architecture with the standard E30 3 Series. However, all M3s are equipped with manual sport seats in cloth, leather or a combination of the two. The rear seat is individually contoured for two passengers. A black headliner and a unique instrument cluster with red needles, an M logo and an oil temperature gauge under the tachometer in place of the economy-meter are also included. Cars without a driver-side airbag have a leather-wrapped M three-spoke steering wheel in one of two designs: The M-Technic I with a slimmer hub and the M tri-color stripe on the center spoke was used on M3s built before September, 1989. After this date, the M-Technic II steering wheel with a thicker rim and the M logo on the central spoke was used. The shift knob is also leather and includes an M stripe with the "dogleg" shift pattern (euro-spec) or the standard "H" configuration (North American models). It is always of the earlier, non-ergonomic design and comes attached to an integrated leather boot. The parking brake handle boot is also leather and is unique to the M3. All M3s were equipped with the check control vehicle monitoring system above the interior rearview mirror.

How does the interior of the North American-spec E30 M3 differ from that of the Euro-spec version?
Except for unique instrumentation and a generally higher level of equipment, the interior of the North American-spec E30 M3 is essentially identical to the Euro-spec model. Standard equipment on all North American-spec M3s included Bison leather sport seats, cruise control, air conditioning, power windows and sunroof, on-board computer II and an eight-speaker am/fm stereo cassette sound system. U.S.-spec models built for the 1990 and 1991 model years (9/89 thru 12/90 production) have a driver-side airbag with knee bolster.

How does the interior of the Canadian-spec M3 differ from that of the U.S. version?
Aside from small items like metric instrumentation, Canadian E30 M3s are essentially identical to the U.S. versions, with a few minor exceptions: Heated seats are standard on all model years (these did not appear until the 1990 model year on U.S.-spec cars, and then only as an option) and cars built for the 1990 and 1991 model years do not have a driver’s side airbag or knee bolster.

What features were optional on the E30 M3?
The European-spec versions of the E30 M3 were far less lavishly equipped than the North American-spec version. Optional equipment, depending on the market and production date, included: metallic paint, headlight washer/wipers, leather upholstery, heated seats, power windows, power sunroof, rear headrests, on-board computer II, air conditioning, Electronic Damper Control (EDC) and various audio systems.

North American-spec cars were fitted with most of the above items as standard, and thus options were limited to metallic paint, heated seats (from 9/89 production on U.S. models, always standard in Canada) and a glass moonroof (1990-91 models only). A CD changer could be added as a factory option starting with 9/88 production.

Special Versions

Were there any special editions of the E30 M3?
There were seven special editions of the E30 M3. Three were homologation specials known as the Evoultion I, Evolution II and Sport Evolution. The remaining four were based more closely on regular production models, but had special cosmetic features. These editions were called the Tour de Corse, Europa Meister 88, Johnny Cecotto and Roberto Ravaglia.

What distinguishes an E30 M3 Evolution I?
The initial E30 M3 Evolution was created to homologate refinements to the E30 M3 designed to make it more competitive in its competition guise. The main mechanical alteration was a revised cylinder head, distinguishable by an "E" cast into it, though peak power remained unchanged from the standard non-catalyst M3 at 200 hp (DIN). The model is otherwise identical to a standard European-spec E30 M3 and lacks a numbered dash plaque or any other identifying feature to denote this special series. It is thought that 505 examples were produced in the Spring of 1987.

What distinguishes an E30 M3 Evolution II?
The E30 M3 Evolution was followed by the E30 M3 Evolution II, all of which were built in the Spring of 1988. Unlike the first Evolution, the E30 M3 Evolution II has significant mechanical upgrades over the regular M3. New pistons raised the compression to 11:1 (from 10.5:1), the air intake was improved, the flywheel lightened and the engine management revised. Power increased to 220 hp, torque to 181 lb/ft, both at the same rpm as the standard E30 M3. These engines have cam covers painted in white with the tri-color Motorsport emblem.The close-ratio gearbox carried over unchanged, though the final drive was reduced slightly from 3.25:1 to 3.15:1.

There were no alterations to the chassis or brakes, though the larger 7.5x16-inch wheels with 225/45ZR16 tires (as fitted to the Evolution I) were standard, along with the deeper front airdam, additional rear spoiler and front brake cooling ducts in place of foglights from the Evolution I. In addition, thinner glass plus a lightened trunk lid and bumpers reduced weight by 22 pounds.

The E30 M3 Evolution II was available in only three exclusive exterior colors: Misano Red (236), Macao Blue metallic (250) and Nogaro Silver metallic (243). The sole interior choice was Silver cloth with matching leather bolsters. Both the front and rear seats were fitted with the tri-color M lapels (as used on the E28 M535i/M5), plus the the special M dead pedal and door sill plates with the "M3" insiginia from the first M3 Evolution model. Finally, a center console-mounted plaque denoting the specific number of each example out of 500 was fitted to every Evolution II.

What distinguishes an E30 M3 Sport Evolution?
The E30 M3 Sport Evolution, produced in late 1989 and early 1990, was the most extensively modified of the three E30 M3 Evolution editions. The cylinder bore was increased to 95mm (from 84mm) and a long-stroke crank was added to boost displacement to 2,467cc (from 2,305). In addition, the valves were enlarged and a more aggressive cam was fitted. Special nozzles sprayed oil under the pistons to keep them cool. All Sport Evolution motors were equipped with catalysts. The end result was a power increase to 238 hp at 7,000 rpm, though peak torque decreased slightly (over the Evolution II) to 177 lb/ft at 4,750 rpm. These engines use the regular black cam cover but have red spark plug wires. The gearbox remained unchanged but the 3.15:1 final drive was fitted.

Like the Evolution II, the Sport Evolution has thinner glass, a lighter trunk and bumpers, and brake cooling ducts in place of foglights. In addition, it also has a smaller fuel tank. For homologation purposes, the Sport Evolution has unique front and rear spoilers with adjustable extensions for greater downforce, even wider front fenders, and reprofiled grille slats with sealed gaps for better aerodynamics, all of which have negligible effect on the street. The M3 Sport Evolution also sits 10mm lower than the normal E30 M3.

The Sport Evolution was only offered only in Jet Black (668) with red bumper stripes or Brilliant Red (308) with black bumper stripes. The wheels are the same 7.5x16-inch cross-spoke items used on other Evolution models, but the spokes are painted a darker Nogaro Silver. Comfort items such as power windows, a sunroof, on-board computer and air conditioning were all deleted in order to keep weight down, though they could be ordered as options. Even the interior map lights and grab handles were deleted. Recaro sport seats with integrated headrests were standard in Anthracite M cloth. Black leather with the M tri-color logo was an option. A suede-covered M Technic II steering wheel, shift knob and parking brake handle were included along with red seatbelts. Door sill plates with color "M3" insignias were added and a special plaque denoting each car as a Sport Evolution appears on the center console (though it does not include the unique number of each example out of the 600).

What distinguishes an E30 M3 Tour de Corse?
Though not considered an "official" model by BMW AG, the E30 M3 Tour de Corse was a special edition of the M3 Evolution I created by BMW France exclusively for the French market to celebrate the win of French drivers Bernard Beguin and Jean-Jacques Lenne in the Tour de Corse rally. The Tour de Corse model shares the "E-stamped" cylinder head, 7.5x16-inch cross-spoke alloy wheels, M dead pedal and special door sill plates featuring the "M3" logo with the Evolution I. However, unlike the Evolution I, the Tour de Corse does not feature the extended front airdam, additional rear lip spoiler or brake cooling ducts in place of fog lights. Instead, it is cosmetically identical to the standard E30 M3 aside from two "Tour de Corse" badges, one in place of the standard M3 badge on the grille and another on the left side of the trunk lid.

Inside, the Tour de Corse includes tri-color M stripe lapels on the front and rear seats and a numbered plaque on the center console bearing the signatures of Bernard Beguin and Jean-Jacques Lenne. It is thought that 200 examples of the E30 M3 Tour de Corse were produced within the series of 505 cars that make up the entire Evolution I production. All were Diamond Black metallic (181) with a Black leather interior and equipped with the power sunroof, on-board computer II, interior headlight adjustment and headlight washer/wipers.

What distinguishes an E30 M3 Europameister?
BMW decided to celebrate the dominance of the E30 M3 in the 1988 Touring Car season with a limited run of 148 "Europameister" edition road cars built from October through December of that year. Based on the regular production M3 with the 195-hp catalyst-equipped engine, these were all painted in special Macao Blue metallic (250). Most received a Silver extended Nappa leather interior with hide covering the center console and special diagonally-pleated door panels, plus M-stripe lapels on all four seats. A complete Silver Nappa leather interior (including the entire dashboard, glovebox door and steering wheel) was offered as a rare (and expensive) option. In addition, the Europameister was given the larger 7.5x16-inch alloy wheels, door sill plates with the "M3" insignia and an "M" dead pdeal. A special plaque on the center console reads "Europameister 1988 auf BMW M3" and is signed by driver Roberto Ravaglia.

What distinguishes an E30 M3 Cecotto?
In order to celebrate the many competition victories of factory driver Johnny Cecotto, BMW produced a speical version of the E30 M3 during 1989 that was named in his honor. This model introduced the 215-hp version of the 2.3-liter S14, still rated at 170 lb/ft of torque, though now at a slightly lower 4,600rpm. This engine, which would become standardized on European-spec M3s beginiing in September of 1989, can be identified in the Cecotto by its body-color cam cover.

The M3 Cecotto was offered in the same three exterior color choices as the M3 Evolution II: Misano Red (236), Macao Blue metallic (250) or Nogaro Silver metallic (243). In addition to the Evolution II front and rear spoilers, it is further distinguished by its thinner rear window glass and 7.5x16-inch wheels with unique black centers. However, unlike the Evolution II, the Cecotto does not include the front brake ducts in place of foglights.

On the inside, the Cecotto has the standard M3 sport seats, though these are generally trimmed in a special Anthracite or Silver M-Technic cloth with Bison leather bolsters. As an alternative, Black extended Bison leather, Black extended Nappa leather or Silver extended Nappa leather could be specified at extra cost. All Cecotto editions were further equipeed with the power sunroof, on-board computer II and internal headlight adjustment as standard equipment. Additional special features included door sill plates with a color "M3" insignia, a green-tinted windshield band, an illuminated shift knob and a plaque on the center console that displays the signature of Johnny Cecotto, as well as the exclusive number of each car out of 505. (In fact, only 480 Cecottos were built, the other 25 being nearly identical Ravaglia editions see below).

In addition to the initial 505 Cecotto and Ravaglia editions, the Swiss market also received a special series of 50 additional E30 M3 Cecotto models in late 1989 and early 1990. These are identical in every way to the normal Cecotto edition model aside from being fitted with a special 211-hp (DIN) version of the S14 motor tailored for Swiss emissions regulations. Being 1990 models, they are also equipped with the later M-Technic II steering wheel. A unique center console plaque that bears the signature of Johnny Cecotto, but is not individually numbered. The Swiss Cecotto models do not contain a unique VIN sequence, but are instead included within the standard E30 M3 range.

What distinguishes an E30 M3 Ravaglia?

Instead of the E30 M3 Johnny Cecotto edition, the U.K. received only the E30 M3 Roberto Ravaglia edition, which was essentially an identical car except for the signature of another BMW factory race driver on the numbered plaque. Only 25 were built.

Escort RS 1600 Mk1

2009-05-08T05:35:00.000-07:00

The Rally Legend...

The stats:

1599cc, 16 valve, double over head cam, BDA

120bhp (road), 160bhp (works)

Top speed 113mph (road)

Escort RS 1600 Specification

Engine
4 cylinder in line. Cubic capacity 1601cc (97.68cu in). Bore 80.98mm (3.19in). Stroke 77.72mm (3.06in). Compression ratio 10:1. Power 115hp (DIN) @ 6500rpm. Torque 110lb/ft @ 4500rpm. Overhead valves - 4 per cylinder. Twin overhead camshafts driven by toothed rubber belt. Four branch exhaust manifold. Acceleration 0 - 50 mph 6.4 secs. Top speed 110mph plus. (Motor 9/5/70)

Engine Lubrication
High efficiency mechanical pump. Full flow oil filter. Oil cooler unit. Capacity of system 9.25pints (5.25 litres) including filter and cooler.

Ignition
12 volt system, ballast resistor coil.

Fuel System
Mechanical pump. Electrical fuel gauge. Tank capacity 9.0 gallons (40.9 litres). Twin 40 DHLA DELLORTO carburetors.

Cooling System
Pressurized. Capacity of system 12.5 pints (7.1 litres).

Transmission
Three rail shift, four -speed synchromesh gearbox, single plate hydraulic 8 inch diameter diaphragm clutch. Ratios: 1st 2.972: 2nd 2.010: 3rd 1.397: 4th 1.00. Reverse 3.324. Final drive 3.77:1.

Body
Steel integral construction, safety glass all round with laminated windscreen. Two doors with anti-burst door locks. Air extraction vents below rear window. Single tone paint finish. Black painted aluminum grille and chrome plated front quarter and rear bumpers. Flared front wheel arches to accommodate extra wide wheels.

Rear-Axle
Semi-floating, hypoid final drive. Axle ratio 3.77:1.

Front Suspension
Independent coil springs, MacPherson struts with integral dampers and stabilizer bar.

Rear Suspension
Live Axle with semi-elliptic leaf springs and radius arms. Telescopic hydraulic shock absorbers.

Brakes
Front - disc brakes, diameter 9.625in (24.44cm), swept area 190.0sq in (1225.5sq cm). Vacuum servo-assistance. Rear - drum brakes, diameter 9.00in (22.86cm) , swept area 96sq in (619.2sq cm). Vacuum servo-assistance.

Steering
Rack and pinion. Three spoke, sports, leather rim steering wheel, diameter 14in (35.6cm). Turning circle (kerb) 29.7ft (9.054m).

Wheel and Tyres
Pressed steel ventilated disc, 4 stud fixing, 5 1/2in safety ledge rim wheels, diameter 13in, 175HR 70 x 13, radial ply tubeless tyres.

Electrical Equipment
35 amp alternator with integral voltage control. Starter motor. Dual horns. Battery 12 volt, 38 amp hour at 20 hour rate. 7 fuse system.

Instruments
Binnacle in front of driver containing speedometer and odometer, tachometer, fuel gauge, temperature gauge, oil pressure gauge and battery condition indicator. Warning lights for ignition, main beam and direction indicators.

Controls
Side/headlight, heater fan and windscreen wiper safety rocker switches, choke and starter/ignition switch with combined steering column lock. Direction indicators, main and dipped beam, headlamp flasher and horn controlled from single control stalk mounted on steering column. Hazard warning flasher. Floor mounted, foot operated washer/wiper control.

General Equipment
Two circular (quartz halogen 55/55w) headlamps with combined sidelights. Separate direction indicators below headlamps. Twin tail light assemblies incorporating direction indicator flashers, rear lights, brake warning lights and reflectors. Rear number plate illumination light. Windscreen washers and two speed wipers. High grade pvc upholstery, washable plastic headlining. Padded top to fascia and front of collapsible parcel shelf. Looped pile carpet. Individual front bucket seats with anti-tip device. Remote floor mounted gearshift. Door operated courtesy light. Reversing lights. Cowlslide map pocket. Two rear grab handles with coat hooks. Luggage compartment light. Safety styled door handles and window winders. Breakaway stem dipping rear view mirrors. Ashtray in fascia, rear ashtrays in side panels. Two padded, safety, sun visors. Face level ventilation system, vents in fascia combined with demister nozzles. Seat belts fitted to driver's and front passenger seats. (inertia Reel.) Vanity Mirror in passenger sun visor. Heated rear window.

During the RS1600's life the works cars started out with 1600cc BDA, 160 bhp engine, 4 speed gearbox and finished with 240 bhp 2000cc BDA engines, five speed ZF gearbox's.

The story:

1970 was a very important year for the Ford Motor Company of GB. This was the year in which the Ford Advanced Vehicle Operations (AVO), and the Ford Rallye Sport (RS) dealer network were setup: AVO to build performance versions of the Ford range of cars and manufacture tuning equipment. The Rallye Sport dealer network to merchandise the AVO products to the public. 1970 was also the year of the Daily Mirror World Cup Rally - won by Hannu Mikkola driving a Ford Escort. In fact Escort took not only 1st but 3rd, 5th, 6th positions.

The RS1600 was announced 1970, this car was the next development step from the Escort twin cam. The RS1600 was fitted with a 1600cc BDA 16 valve engine.

The cars that won the World Cup Rally were RS1600's fitted with 1860 pushrod engines (X-flows) instead of the BDA unit. The reason behind this was the pushrod engine was built to be bullet proof and was Ideal for a long distance event. With the success of the World Cup Rally gave us the MEXICO road car.

4 Cylinder in-line, OHV, 1598 CC (road)

86 Bhp / 92 lb ft (Road)

The Escort Mexico used the same AVO Type 49 strengthened shell that the RS1600 used, a Pushrod (X-Flow / OHV) engine was installed.

The Ford Escort - Most successful rally car in the world

In 1968 the newly launched Escort Twin Cam kicked-off a 30 year winning spree with a spectacular first season scoring enough international rally victories to secure the coveted World Rally Championship for Makes. Ford Escorts of all types, competing at all levels, were successful rally winners up to the turn of the century, and even today are still occasionally winning events all round the world.

When those original Escorts first appeared, Ford cars were already known as fine rally cars, following high-profile victories in the world's most important rallies - Monte Carlo, Safari, Acropolis and RAC. The birth of the Escort was to boost Ford's motorsport fortunes still further: by any measure it would go on to become the world's most successful rally car.

In 1968 the original 1.6-litre Escort Twin-Cam started its competition career in an astonishing opening season - by winning the Circuit of Ireland, Dutch Tulip, Austrian Alpine, Acropolis and Scottish rallies, all within eight weeks. By the end of its first season, the Escort had also won the famous 1000 Lakes Rally in Finland, which helped Ford secure the World Rally Championship for Makes. Ford Escorts won the World Championship again, in 1969.

The 'works' Twin-Cam Escorts continued to win all round the world in 1969 and 1970, while special overhead-valve-engined cars dominated the toughest ever event the 16,000-mile London-Mexico World Cup rally of 1970, taking first, third, fifth, sixth and eighth places. As a result of this victory, the Escort Mexico production model was developed.

As the Ford Escort was developed through the 1970s, the 1.6-litre 16-valve RS1600 took over from the Twin-Cam. By this time, the cars had an amazing reputation for strength and reliability. Engines for motorsport were progressively enlarged, first to 1.8-litres with 205 bhp, and later to 2.0-litres with up to 250 bhp.

By 1975, RS1600s had won world-class rallies as different as the East African Safari (1972, when Hannu Mikkola and Gunnar Palm became the very first European-based crew to win this long and gruelling event), the British RAC (three times in succession, 1972 - 1974), the Finnish 1000 Lakes (five times), the Arctic Rally in Finland and New Zealand's Heatway Rally.

No matter what the competition, the surface, the conditions, or the nation, the Escort was always successful, at all levels of the sport. Near-standard Group 1 Escorts (this is the 1970s equivalent of today's Group N 'showroom' category) were also often victorious, memorably with three consecutive outright wins in the 1974, 1975 and 1976 Tour of Britain events, which combined racing with rallying.

A new-style Escort, the 1.8-litre RS1800, emerged in 1975, and within months the Boreham-based 'works' team had turned it into a formidable World Championship machine. Its first outright victory came in the 1975 RAC rally, when Timo Makinen completed a personal hat-trick, and the Escort took its fourth straight win. Ford retained the RAC trophy in the following year, 1976, when Roger Clark won for the second time in an Escort - four years after his first RAC triumph.

Roger Clark, Hannu Mikkola and Bjorn Waldegard spearheaded the 'works' team's international charge in the following years. As ever, the Escorts were still the class of the field. Bjorn Waldegard won three of the world's most punishing World Championship rallies in 1977 - the East African Safari, Acropolis and RAC events, and the Swedish in 1978, while Hannu Mikkola also won the RAC rally in 1978.

Throughout this period, drivers used Escorts to win hundreds of events at World, European and National Championship level. One of those Ford rally experts, Gilbert Staepelaere of Belgium, won more events than any other individual driver in Europe. The Ford Escort was also unbeaten in the British Rally Championship for eight consecutive years, from 1971 to 1978.

In 1979 the Ford Escort then made a clean sweep of the World Rally Championship. By the end of the year, the well-developed and versatile RS1800s had won five World Championship rounds, in Portugal, Greece (Acropolis), New Zealand, Canada and the UK (RAC) - the RAC being won for the eighth consecutive occasion.

Not only did Ford win the World Manufacturers' Championship in 1979 - for the third time in twelve years - but Bjorn Waldegard also became World Drivers' Champion, with team-mate Hannu Mikkola close behind him.

As the 'works' team concentrated on developing new models for the 1980s, another member of that famous team, Ari Vatanen, spearheaded a privately-financed Escort rally team which contested the World Rally Championship in 1980 and 1981. After winning the Acropolis rally in 1980, Ari went on to win three more World Championship events in 1981, and became the first, and only, privateer ever to win the World Drivers' Championship.

At the same time the production Escort range went front-wheel-drive and was clearly never going to be competitive at a world level and with the introduction of Group B all the 'works' effort went into the four-wheel-drive RS200s followed later by the Sierra RS Cosworth, but the Escort was never forgotten.

In 1993 a new-generation of Escorts triumphantly returned to International rallying. In its very first World Championship season, the turbocharged four-wheel-drive Escort RS Cosworth won no fewer than five World Championship rounds, with four second places to back up that achievement. It was an amazingly versatile machine, for there were victories on Portuguese gravel, on the twisting tarmac of Corsica and San Remo, and on one of the toughest of all World Championship rallies, the hot and dusty Acropolis event.

In 1994 Francois Delecour's Escort RS Cosworth won the Monte Carlo Rally, while Tommi Makinen's victory in the 1000 Lakes proved the strength of the modern-day Escort. As in 1993, this success was matched by many victories in European, British and other International Championships.

In 1995, the Escort RS Cosworth won rallies all around the world, both in Group A and Group N form. Not only did this Escort model win 25 European Championship rounds, but it also won Championships as far apart as Africa and Austria, Switzerland and Portugal, Finland and Turkey.

Two more World Rally Championship victories followed in 1996. A privately-prepared Escort RS Cosworth, driven by private-owner Patrick Bernardini, won the Monte Carlo rally, while Carlos Sainz won the Rally of Indonesia.

To suit the latest World rally regulations for 1997, Ford then evolved a new version of the Escort, the World Rally Car. This 300 bhp turbocharged model won two World Championship rounds, one being the toughest of all rallies, the Greek Acropolis: both wins went to double World Champion Carlos Sainz, who had joined the team in 1996. In a desperately hard-fought series, the Escort WRC also took second place in the World Rally Championship for Makes.

Further improved for world-class motorsport, the Escort WRC was used by the Ford 'works' team and many private teams during 1998, and recorded several podium positions during the season. Even at the end of its career, and as in every one of the previous 30 years, the Escort was still one of the world's most formidable rally cars.

The Ford Escort, in its many forms, has won 46 world-class and World Championship rallies, and innumerable national and International series - privately-owned Escorts continue to record victory after victory, and will surely add fresh entries into the record-books in the months, and years, to come.

Golf GTI Mk1

2009-05-08T00:20:00.000-07:00

It all started here...

The Volkswagen Golf GTI Mk1!

The stats:

Engine Displacement: 1588
Engine Code: EG
Engine Power: bhp- 110
Engine Power: kW - 80
Engine Torque: Nm - 140
Gearbox: 5-speed manual

The story:

With mass production, cars are not built to whim, but literally for the masses, exceptions and tweaks are not allowed, and this especially holds true for a 'peoples car'.

But for every rule there is an exception, and he Golf was to prove that exception, the GTI was an first and foremost an 'engineers' car.

Today, a new hot hatch, or performance car is generally conceived in the mind of the marketing department in order to create interest in their car and lift sales of the more mundane models in the range. Back in 1973, the marketing people were not involved. The 'Sport Golf', as the engineers called it, was an 'evening and weekends' project, developed in secret outside normal working hours. Even when it was shown to the management, their interest was lukewarm, infact the sales and marketing people were against it, unable to see a market for such a car.

Thankfully, having been developed by engineers, it was devoid of stripes, spoilers and pretensions. It had no rear spoiler because it didnt need one, it had a front spoiler because it was found to reduce front end lift by 65lbs at 100 mph. It had wheel arch trim to protect it from stone chips, not because it looked good. It had wider steel wheels to provide extra grip, a standard, though widened, exhaust system for the higher capacity engine. Lowered and stiffened suspension was there because it provided the best handling and response. Fortunately for the engineers, at the same time the type 827 engine had been enlarged for use in the Audi 80 GT, which was introduced in 1974. With a 3mm longer stroke, the new engine had a 80mm bore and a 79.5mm stroke giving 1588cc and with the benefit of a Solex twin choke carburettor, it developed a hearty 100bhp. By now, the 'Sport Golf' was about 80% ready and had attracted more serious attention from the management, and it was decided to go ahead with a limited run of 5000. It was May 1975.

Shortly after this the car received its official name, 'The Golf GTI', and the type 827 engine received Bosch K-Jetronic fuel injection. Strangely it appeared that the 'I' in 'GTI', did not originally stand for 'Injection' as the german word for injection is 'Einspritzung', which leads you, heaven forbid, to a GTE! Perhaps it was suggested by Guiguaro himself, as in italian you would get 'Gran Turismo Iniezione'. Others have suggested that since Audi already had the Audi 80 GTE, Volkswagen simply used 'GTI' to be different.

Whilst the engine now developed 110bhp, this 10bhp was not really due to the injection system, but the addition of new inlet and exhaust manifolds and larger diameter valves. The final development dealt with brakes (rear disks were considered but, in hindsight, unfortunately rejected!), uprated anti roll bars, rims and tyres. These were finalised as 175/70R13s, hardly a performance size by modern standards, but very generous at the time. The gearbox initially had 4 gears. The Golf GTI prototype was just completed in time for the September 1975 Frankfurt Motor show, though it did not go on sale until June 1976. The engineers apparently set themselves the same standard of performance, durability and road behaviour that every normal VW had to pass. The car was launched in just two colours, Mars Red and Diamond Metallic Silver. Schwartz Black was added shortly afterwards.

Only six prototypes had been built before the project went official, but another 15 were produced towards the production date for durability testing. One car had to undergo a 62,000 mile high speed run. Others went for cold weather testing in Scandinavia and Africa for hot weather testing. Initially only a handful, reportedly four to five, engineers had been involved, but by launch time, over a hundred were working on the project.

The car was not shown in the UK until late in 1976, the first appearance being at the London Motor Show. It was stated that no RHD versions would be available due to 'technical reasons'. It was reviewed by 'Motor' magazine which credited it with a 0-60 time of 9.6 seconds and a top speed of 108mph. It was available to import at £3,372. This car, MKT 512R, a Mars Red example, was probably the first Mk1 Golf GTI in the UK. Volkswagen dealers in the UK lobbied Volkswagen Germany hard for two years and at last, in early 1979, the Golf GTI was on sale in the UK with right hand drive. Shortly afterwards the 5 speed gearbox was also added to the 1.6 engine. Only 22 Golf GTI's were sold in the UK in 1978, but over 1500 were sold in 1979, and the Golf GTI has never wavered in terms of sales success in the UK since, except during the insurance problems of the early 1990s and even then, it was still one of few hot hatches backs to weather the 'insurance recession'.

In November 1979 'What Car?' lined the 1588cc 5-speed Golf GTI against what they perceived as its nearest competitors at the time; the Ford Escort RS2000, the Talbot Sunbeam Ti and the Vauxhaul Chevette HS. The Golf GTI won by a considerable margin, and history shows that, with the exception of the Ford, the other cars have disappeared into obscurity. Another colour, Alpine white, was added to the range, though this was not one of the most popular.

By 1980, the hot hatch concept had been established, and rival car makers were producing their own versions. Notable ones included the Vauxhall Astra Mk1, the Alfasud, and the new Ford XR3. But each time the various cars were lined up, there was always the same winner. 'Motor' magazine commented that "At the risk of sounding interminably repetitious, the GTI still rules!'.

Links:

The Mk1 Golf Owners Club

Wallpapers of the Golf Mk1 GTi