The BMW E36 is the third generation of the 3 Series compact executive cars produced by BMW. Development began in July 1981, with design being frozen in 1988. It was introduced in late 1990 (as a 1991 model) for Europe and in April 1991 (as a 1992 model) for US and Canada.
It was the successor to the E30 3 Series and was eventually replaced by the E46 3 Series in 1998, though E36 coupes were still produced for the 1999 model year. The E36 experienced enormous success in the market. It laid strong foundations for the success that the BMW E46 enjoyed in subsequent years.
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Few cars are as iconic as BMW’s M3. They’ve perfected a formula with
this car that not only wins comparison tests, it also wins enthusiasts
hearts. When BMW was set to bring out the 2nd generation M3, they
wanted to preserve the raciness of the original while also elevating the
luxurious feel that BMW was known for.
Starting with the E36 3 series, the M division
made the usual improvements: stronger engine, revised gearbox, sported
up suspension, subtle body redo, better brakes, etc. The US received a
different motor, though, than its European counterpart. European
versions had a nice, exotic engine with individual throttle bodies. But
this was deemed too expensive for the American market, and we had to
settle for an engine with the single setup. It didn’t matter much
though, because the NA engine was a remarkable piece nonetheless. It
exemplified smoothness and tractability; with a broad, flat powerband
that doesn't quit until redline.
Sitting in the cockpit, you can tell that this car is purpose-built for those who really enjoy DRIVING.
There are few distractions beyond the basics of what you need in a
car. The front seats are supportive and comfortable. The pedals and
shifter fall readily to hand. Interior materials look chintzy by
today’s standards (and frankly also by the standards of when it was
first released in this market in 1995) but that’s not the main point of
this sled.
Now for the stuff you really want to know: Fire up
the powerplant and it settles into a smooth idle. Put the shifter in
first (or honestly even second or third – the engine is that flexible),
ease the smooth, progressive clutch out and your’re on your way.
As
stated, the M3’s engine is a hallmark of smooth engineering. It is
smooth from idle all the way to redline. No explosions of power, no
waiting for the engine to come on cam – just plant your right foot and
decide when enough is enough. Grab the next gear and the M3 just surges
forward with ever-increasing speed. Stomp the brakes and the M3 will
stop straight and true, again with no drama. Handling is vice less as
well. It feels hardwired to the road, reacting instantly to your
inputs.
Reading the above paragraph, however true it might be and
however boring it makes the M3 sound, doesn’t even BEGIN to describe
the feeling that you get piloting this car.
Whatever black arts
BMW used to create this machine worked, and worked wondrously. There
are a lot of competent cars on the road that would fit the above
description. Even going by just the spec sheet, the numbers (especially
by today’s standards) don’t seem particularly exciting. What the M3
has that sets it apart is the feeling of confidence that it gives its
driver. You really begin to feel like you can do no wrong. This point
cannot be emphasized enough – you REALLY begin to feel like you can do no wrong.
In
fact this car gives you so much confidence in the feedback and the
controls that you do ridiculous things without realizing how ridiculous
you’re being. 65MPH in a curve designed for 30? The M3 sighs, hunkers
down on its suspension, and delivers you safely through. Need to make
some room for traffic coming the other way in that same curve while
you’re behaving like an idiot? Lift slightly, take away some steering,
and it drifts to the outside. Need to jerk the steering at speed
because the road went were you didn’t anticipate? Or more to the point,
forgot?
The M3 simply goes the direction of the wheel. No fuss, no
drama. It makes you look far better than you probably are. Want to
behave like an adolescent? Dump the clutch and have at it – it’ll leave
its calling card on the pavement behind you. Coax the front or back
end out of line and a dash of opposite lock steering is all it takes to
restore order. Every car has its limits, but you’d be a fool to try to
exceed those in this car. They’re just too high. Even when you feel
you’re reaching your limits, the M3 doesn’t call it quits. It
obediently does whatever things – retarded or otherwise - you’re up for
trying. It telegraphs back to you exactly
what is going on, and feels like it is hardwired directly to the road.
Honestly, it’s a refreshing change from so many other ‘performance’
cars of today, where so much is hidden behind intervening computer
systems and modified software. Even BMW’s current M line has nothing on
the driving feel of the 2nd gen M3.
All the while though, it maintains its composure in everyday driving. The ride it a touch firm, but that’s simply the price you pay for the feedback it provides. Besides, it’s not objectionable – surprising when you’ve logged some serious time behind the wheel and really seen what this machine can do. The shifter slips quickly from gear to gear with just a slight hint of vagueness. The clutch is progressive and smooth and will cover for your ineptness. Bottom line – it’s a racecar without the usual racecar penalties.
There are downsides, as always. Interior cheapness was mentioned. If you like luxury toys to go with your luxury nameplate, you probably won’t find them here. This is a laser focused machine with only one purpose. Resale value is high – you will pay a premium even a dozen years later for the privilege of owning this car. Despite its humble beginnings as a 3 Series, you will pay a premium to repair and maintain it with that M badge affixed to the back.
Back to the positives though – enthusiast value for this generation remains high. Online communities of M3 devotees stand willing and able to help you select and maintain your prize.
There were aftermarket parts available, most notably from Dinan, if you think BMW’s M Division engineers didn’t go quite far enough.
When this car was released, enthusiasm and sales passed BMW’s most optimistic projections. As a result, they’re not terribly hard to find. Unfortunately you’ll also run across more ratty examples than you’ll care to consider.
Creampuffs are fewer and farther between, and you’ll pay to get one. As with any performance car, be sure you can check maintenance records to verify history. There are a wide variety of online and print resources to help you note areas that need particular attention when considering a second gen M3. An M car is not one you want to make a mistake with or discover the engine or trans is about to let loose. The only thing more expensive than a well maintained M3 is a cheap one. You’ve been warned.
One very unique aspect of this generation is that it came in three different forms: coupe, sedan, and convertible to suit your preferences. Some have a luxury package that added items like power seats, wood trim, and upscale rims.
The rarest are the CSL lightweight racing versions.
No, this car won’t necessarily win drag races, doesn’t lap the Nurburgring in under 8 minutes, or even look like some people’s version of a high performance car: rolling on dubs with wings and stickers everywhere. What it does offer is a driving feel unlike any other. It is the ideal car for those that value qualities like precision, balance, and excitement. Still, there’s more than enough performance potential on tap to quickly lose your license, if not flat out land you in jail.
There are few cars that can match the confident and light feel of this car on any road or track. Which is why to this day, it remains one of my top 5 favorite driving cars of all time, right up there in the company of cars like the F355 Ferrari. Roll your eyes if you want to, but don’t do it without having sampled one extensively firsthand. I’m not one to hand out praise just because a car wears the Roundel or M badge. Check my other reviews as proof. But this car is special.
It really is THAT good, and should be the hallmark study for any company that wants to build a drivers machine.
- meltedrubber.com -
