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Everyone loves E30s and this o finally the day has come where we can In the right corner the reigning world champion, measure up these legendary box-shaped the E30 M3, is painted in Lachs silver and weighs in triumvirate must rate as three beauties. This has to be one of the BMW (from new) at 1200kg and develops 200hp (140kW) showdowns of the century and who at 6750rpm and has a maximum torque of 177lb ft of the most desirable of the would have thought it would happen (238Nm) at 4750rpm. breed. The iconic M3 goes under African skies? Today is going to be a brawler; we are out in the In the left corner we have the two contenders, the west of the province of approximately 40 head-to-head with the E30 333i and the E30 325iS Evolution. The 333i is kilometres outside of at the Delportan painted in Aero silver and weighs in at 1256kg. It Hill in which has been a popular hillclimb South African-only 333i develops 197hp (145kW) at 5500rpm and has a venue since the ‘60s. We are in ‘Cradle’ country not and 325iS Evolution maximum torque of 210lb ft (285Nm) at 4300rpm. too far off from here are the Sterkfontein Caves – a The 325iS is painted in Ice white and weighs1147kg. World Heritage Site where ‘Mrs Ples’, a 2.1-million- Words: Johann Venter It develops 210hp (155kW) at 5920rpm, and has a year-old skull, and ‘Little Foot’, an almost complete Photography: Oliver Hirtenfelder maximum torque of 195lb ft (265Nm) at 4040rpm. skeleton that’s three-million-years-old were found.

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E30 M3 vs 333i vs 325iS

According to some it’s the birth place of humanity, is firmly rooted into the E30 3 Series. Sadly, though, that were sold in South Africa between 1985 and giving rise to the name Cradle of Humankind, but the 2002 was never manufactured in South Africa 1987, a total of 210 were produced including enough of that, let’s get back to the job at hand. and imported in rather small numbers. Worse still is prototypes and test mules. It cost R41,300 (£16,312) To appreciate the significance of the E30 3 Series the fact that the E21 was never officially imported. when new in 1985. in South Africa we need to take a step back and South Africans were therefore starved of a compact This car is no stranger to BMW Car’s pages and understand the relevance of this model in South sporting BMW saloon until 1982 when the Rosslyn was featured in the January 2013 edition – complied African car culture. plant starting producing the E30 3 Series, which has by the then deputy editor Sebastian de Latour who The E30 with its three-box outline can trace its resulted in an absolute cult following of the model was fortunate enough to pilot this rarity with me in DNA back directly to the 2002 which was an integral this far south of the equator. tow. This car is in fact part of a prodigious BMW part of the Neue Klasse, which followed the Bauhaus This immaculate Aero silver example of the 333i, collection that was also featured in BMW Car in the design philosophy that lasted for 40 years within with just 90,000km on the clock, happens to be the August 2013 edition. BMW; with a distinguished sculpted shoulder-line, airy nicest of the four colours in which they were offered. Vic Doolan and Bernd Pischetsrieder (of BMW glass-house cabin, slender roof-lines and minimalistic The other colours included Diamond black, Henna South Africa at the time) are credited for the cockpit. This was carried over to the E21 3 Series and red and Ice white. This is number 103 of the 204 innovation of the 333i. The original intent was to

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compete in Group One racing but this was never to gearing and noise levels were achieved. temperatures, the engine oil pressure and manifold be as Group One racing was summarily cancelled at Alpina played a crucial role in the development of vacuum readings. The instrument cluster is also the end of the 1985 season – remember the M1 the 333i providing the specially developed inlet and provided by Alpina with a speedo reading of up to suffered a similar fate. exhaust manifolds and plenum chamber, heavy-duty 270km/h, with red needles normally reserved for M The concept was pretty straightforward: find one of copper cored radiator and various other cast alloy bits. cars. The interior is rounded off with Sport leather the biggest engines in the BMW arsenal and cram it The Bosch L-Jetronic fuel management system was seats, leather-covered Sport steering and a gear lever into the smallest, lightest body. The engine came revised accordingly, all of which resulted in a marked with the M tricolour stripe. from the E23 733i, which was partially chosen for its substantially altered torque curve, boosting it The exterior is rather attractive in that ‘80s kind of free-revving characteristics (3.2-litre, in-line, six- substantially in the lower rev range. Alpina also way, with integrated aero appendages which include cylinder, 12-valve) – producing a maximum power provided the 296mm vented, grooved discs upfront, a deep front spoiler, side skirts, a sweeping lip at the output of 197hp (145kW) at 5500rpm and the suspension was fitted with Bilstein gas dampers rear, and a black boot spoiler finishing it off. maximum torque of 210lb ft (285Nm) at 4300rpm. with slightly stiffer springs, and it rolled on 16-inch Owners had a choice between air-con and power- The development of the 333i was a collaboration 20-spoke Alpina alloys. The 333i was fitted with a steering but could not have both as there wasn’t between BMW SA, BMW Motorsport and Alpina. Just dog-leg close-ratio Getrag ‘box and 25 per cent ZF sufficient room under the bonnet. Telling them apart like with the E23 745i (which was also unique to limited-slip diff. is easy: on air-conditioned cars the foglamps are South Africa, see BMW Car May 2013 edition) an On the inside the most distinguishing Alpina absent, creating apertures that feed air to the extensive development and testing programme was component is the digital display pod mounted on the condenser unit. embarked upon to ensure that the optimum cooling, right central vent. It shows engine and rear diff oil Just as South Africans were getting used to the

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E30 M3 vs 333i vs 325iS

idea of having fast compact Bavarian saloons around we were dealt a blow – the E30 M3 would not be coming our way as it was only produced in left-hand drive. That did not mean that the local motorsport scene would cease to exist. On the contrary and if BMW SA wanted to remain competitive it would have to develop its own track specials. So let’s try to get behind the myth that is the 325iS in order to decipher the legend. The year 1985 saw the introduction of one of the most fiercely contested race series in South Africa, Group N for production cars. To remain competitive in 1986 BMW introduced the 325iS (Sport), more commonly known as the Shadowline among racing enthusiasts. To increase power from the standard 325i the compression ratio was upped to 9.8:1 thus increasing power output from 163hp (120kW) to 171hp (126kW). In this initial version the M Technik

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aero kit was definitely absent and not even an option – however, more importantly, Tony Viana won the championship that year and the following two years in his 325iS. In 1989 BMW offered the 325iS at a price of R60,080 (£13,735) with the option of the M Technik aero kit at R4095 (£936) – which included the front and rear spoiler, rear apron and side skirts. The more significant changes to the car came in 1990 as BMW was struggling to keep up with the Opel (Vauxhall) Kadett which had also gone through various iterations in Group N racing, from Boss to BigBoss to SuperBoss. The SuperBoss was, as you can imagine, the daddy of the bunch, in essence a Kadett 200 GSi 16v uniquely designed for South African racing, pushing out 170hp (125kW). These cars were devastating track weapons especially with Mike Briggs behind the wheel and has a cult following second only to that of the E30. The 1990 325iS sold at a price of R92,720 (£18,870) and came standard with the M Technik aero kit which is the first significant difference. The more fundamental changes happened underneath the skin with an uprated 2.7-litre engine and cylinder head, care of Alpina, increasing power output by 26hp (19kW) to 197hp (145kW) at 5800rpm reaching a maximum torque figure of 195lb ft (265Nm) at 4000rpm. With serious intentions of reducing weight the bonnet, wings and doors were made from aluminium. In order to better transfer the increased power to the road the E30 M3’s suspension was put into use, including the 15-inch cross-spoke BBS alloys running on 205/60 15-inch VR Goodyear rubber. In this iteration locals refer to it as the Evo 1 although that was never the official name that BMW assigned to it. Officially it was still known as the 325iS but the legend had just grown another tenfold. Unfortunately this was not enough to fend off the attack by the Opel Kadett. The final incarnation of the 325iS was introduced in 1991 with the E36 knocking at the factory door, but BMW had no choice if it were to take on its main competitor, the Opel SuperBoss. It sold for R105,100 (£20,815) in 1991 and its official designation was the BMW 325iS Evolution (more commonly known as

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E30 M3 vs 333i vs 325iS

the Evo 2 among South African motoring is why most of his BMW fleet runs on 102 avgas jet enthusiasts). Outwardly the car remained exactly the fuel including the two you see here. same except for a flexible black lip extending from the Jack acquired this 325iS from new in 1991 and deep front spoiler. Underneath the car an used it as a company car. It’s done 96,000km and, aerodynamic cover was installed to improve airflow from a cosmetics perspective, the grille has been and ultimately front end grid. The aluminium bonnet, colour-coded with slits cut into it on the left-hand side wings and door panels reverted back to steel. The where the lights meet for additional cooling. He has ride height was lowered by 10mm with the also added darker indicators, racing pedals and a installation of stiffer, shorter springs and a thicker rear Nardi steering wheel. Other than that, from a anti-roll bar was installed to keep the tail in check. cosmetics perspective the car is completely original. The engine remained as the 2.7-litre unit but The mechanicals have definitely been tweaked. A modifications were made to the cylinder head Stage One performance upgrade was carried out (supplied by Alpina together with the pistons) to which included gas-flowing the cylinder head and increase compression ration from 9.8:1 to 10.4:1 and installing a 280-degree camshaft, a Unichip ECU, a so inlet ports from the inlet manifold were adapted to K&N air filter with a modified air-box and a special accommodate the enlarged diameter of the inlet sports exhaust, which pushes the compression ratio ports of the cylinder head. The intake manifold to 10.9:1. plenum chamber, airflow meter and throttle butterfly So much has been written about the E30 M3, with were uprated to that of the E28 535i and just about every motoring scribe worth their salt at incorporated into the Motronic system to enhance the some point contributing to the growing documented airflow. A cross-piece was installed in the larger volumes on the M3. In my opinion the M3 is the diameter downpipe of the exhaust. All of this led to most significant BMW model post Second World War. an increase in power to 211hp (155kW) at 5920rpm, Yes, it does not have the halo image of the M1 (the with maximum torque remaining at 196lb ft closest BMW came to producing a supercar) but its (265Nm) at 4040rpm. This resulted in improved contribution to the success of BMW is acceleration and mid-range performance, eventually unprecedented. Unfortunately the development of culminating in a Group N championship win for Robbi the M1 was plagued with problems, which is putting Smith in his 325iS in 1993. it rather mildly. But where the M1 might have failed This factory-fresh example we see here today in Ice the M3 was triumphant winning virtually every form white belongs to Jack Kaplan a serious car enthusiast of competition it was entered into. with an even more serious car collection. Most As so much has been written about the M3 I noteworthy are the eight exceptional BMWs which thought I would just give a brief summary of the also includes the M3 we see here, the only 2002 highlights of this most illustrious model. Turbo on the African continent and an absolutely The M3 was developed from the ground up as a gorgeous Batmobile replica in Polaris metallic, to racer. Paul Rosche was tasked to develop a suitable mention but four. Jack likes to put his own touch to engine and what he came up with is ingenious: a his cars and these two examples are no exception. 2302cc four-cylinder, 16-valve, dual-overhead cam. This might not be to everybody’s liking, especially the For all intents and purposes the S14 engine is two purists who believe cars should be kept exactly as the thirds of the M88 motor (although the block is based automaker intended, but we appreciate the fact that on the cast-iron M10 engine), developed for the M1, Jack puts his own personal touch to each of his cars. the M635CSi and the South African-only 745i. This It makes them stand out and more personalised. Jack engine was further honed for the E28 (second does not stop with the aesthetics and the generation) to become the S38. BMW’s initial mechanicals; he is more hardcore than that and that intention was to sell 5000 units to ensure eligibility

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for racing but such was the demand that it ended up The M3’s war paint clearly defines its intentions (it mentioned previously it was never imported as it was manufacturing over three times this number during is rather different to its regular 3 Series brethren) with left-hand drive only. There is also a Cecotto and a 1986-1990. In its first iteration it developed a flared wheel arches to accommodate wider rubber, racer, which has just undergone a complete maximum power output of 200hp (140kW) at and at the rear sits a large wing on a raised bootlid restoration; it competed in the Touring Car race series 6750rpm and 177lb ft (238Nm) of torque at with a separate cowling over the rear window in the ‘90s. It was piloted by well-known motoring 4750rpm. It sold for £22,750 (R57,599) in 1985. aperture, all of which help improve the aerodynamics. and racing enthusiast Farouk Dangor, who also During its five-year production run BMW All of this translated into the M3 being the most competed with his 325iS in the Group N racing Motorsport kept on honing the performance and successful Touring Car racer of all time, with more championship earlier on in his racing career. agility of the M3 giving rise to the Evo 1, Evo 2, than 1500 individual victories and more than 50 So the car we see here is ultra-rare and has just Europa Meister, Cecotto and Ravaglia Editions. It was, international championship titles. These included a 94,600km on the clock. Legislation in South Africa however, most lethal in its final incarnation known as World Touring Car Championship, two European has changed (since about 2000) in such a way that the Sport Evolution. The engine capacity had been Touring Car Championships, two German Touring Car left-hand drive cars can no longer be imported, with increased to 2467cc which was achieved through an Championships, several other individual European very few exceptions, racing cars being one of them. increase in bore and stroke. This necessitated larger titles including, Nürburgring 24 Hours, Spa 24 Hours The first thing we notice is that Jack has fitted the valves and camshaft, plus special spigots to spray oil and even a few Rally titles. rims from the E36 M3 (in certain circles he would be under the pistons to keep temperatures under The second of Jack’s cars is this pristine Lachs lynched for doing this), running on Bridgestone SO2 control. Power was up to a staggering 238hp silver M3. It is the first version of the M3, imported to 225/35/17 rubber. The capacity of the engine has (177kW) at 7000rpm and torque remained the same South Africa in 1995, and Jack acquired it in 1997. been increased to 2493cc by changing the crankshaft at 177lb ft (238Nm) at 4750 rpm. This is only one of three M3s in South Africa, as and connecting rods. Further upgrades include gas-

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E30 M3 vs 333i vs 325iS

flowing the cylinder head, installing a 260-degree the hooligan among the lot and is always keen to get Schrick camshaft, a Unichip ECU, a K&N air filter with its tail sideways. Key in getting the most out of it is a modified air-box, and a special stainless steel sports figuring out how to regulate the throttle feed; letting exhaust, plus a 228mm organic spring disc clutch – go while going through a bend will result in you pushing the compression ratio to 11.8:1. facing the wrong way. This thing will snap your neck if Now all that is said and done, what is it like to you don’t give it the attention and respect it deserves. actually drive them? In a word: fantastic! This is by no In July 2012 I was fortunate enough to be taken stretch of the imagination going to be a completely on a few hot laps around Aldo Scribante Raceway in fair contest with the substantial modifications done to Port Elizabeth while shooting a 2002tii Alpina replica the 325iS and M3, not forgetting that they both run for BMW Car (see October 2012 edition). The 333i on aviation fuel. was definitely nose-heavy with the 3.2-litre lump in Let’s start with the 333i, which I have spent quite a the front but the owner knew the twisty track like his significant amount of time in. At idle it has that nice own back yard, using the insurmountable amount of straight-six BMW bass and once on the go it has that torque and making good use of the limited-slip diff to familiar BMW big-block exhaust note. The most power-slide through the corners – definitely the distinguishing factor about this car is the amount of quickest way around the track with the 333i. torque that has been bestowed upon it. One gets the Although the 333i has a close-ratio gearbox the sensation that it has more bottom-end grunt than gear throws are long which detract from the both the other competitors put together. It really is experience when pushing in the redline. As stated

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throttle control is paramount and once you have mastered this the chassis is actually quite compliant. Ultimate E30s: 333i, 325iS Evolution and M3 The Bilsteins and stiffer strings holding things together E30 333i E30 325iS Evolution E30 M3 nicely. The 333i is better suited for the open road, YEAR: 1986 1991 1989 with the extended torque flow even from low revs ENGINE: Straight-six, SOHC, 12-valve Straight-six, SOHC, 12-valve Four-cylinder, DOHC, 16-valve making it a great continental cruiser. CAPACITY: 3210cc 2683cc 2302cc The 325iS is definitely a more balanced and MAX POWER: 145kW (194hp) @ 5500rpm 155kW (208hp) @ 5920rpm 140kW (200hp) @ 6750rpm focused car. The Nardi steering wheel, being smaller MAX TORQUE: 285Nm (210lb ft) @ 4300rpm 265Nm (195lb ft) @ 4040rpm 238Nm (177lb ft) @ 4750rpm than the standard item, gives very good feedback and 0-62MPH: 7.23 seconds 7.1 seconds 6.7 seconds much better turn-in. This car is based on the M3’s TOP SPEED: 231km/h (144mph) 235km/h (146mph) 235km/h (146mph) suspension so handling is superb and direction WEIGHT: 1256kg 1340kg 1200kg changes are ultra-sharp. The short-shift gearbox is PRICE (NEW): R41,300 (£16,312) R105,100 (£20,815) R57,599 (£22,750 in 1985) definitely one of the highlights, making gear changes easy and precise when pushing on, in vast contrast to the 333i. Surprisingly, though, things only really start and make you appreciate why this car is the most rudimentary. The driving experience is so much more to come alive at 4000rpm, which is reached with successful Touring Car ever produced and, to my ears, involved, though. These are cars you need to take by ease. The whole experience is addictive, though, the sound from the tailpipes puts Beethoven’s Fifth the scruff of the neck to get the most out of them. If which leads to unnecessary downshifts just to achieve Concerto to shame. you want a sensible choice get a 1 Series. the giddy sensation once again. The standard exhaust This M3 is everything I had hoped it would be and So which one is the winner? As a South African I on the 325iS is a real charmer, belting out plenty of so much more; this experience is definitely part of my am definitely biased but I have to say that the M3 on delightful notes but the custom item fitted to this car motoring Nirvana. the day was definitely the best driver’s car – the one is so much better, especially when one trounces the All three of these cars were developed out of a to tackle track days and sweeping back roads with. throttle and then lifts off immediately to be rewarded need to race and it clearly shows. Each car has The M3, however, feels like it is all or nothing all of with a truly delightful crackle. displayed its own unique characteristics and each has the time; maybe it’s just the way Jack set it up. The Everything in the M3 is turned up a couple of its own special charm. Yes, outwardly the M3 is more 333i is definitely the hooligan of the bunch and I’d notches. Even when at optimum temperature the idle dramatic with its flared arches but the M Technik aero say is much better suited for long distances. The is erratic, a strong indication that something kit on the 325iS still gives it an assertive sporting look 325iS is the better balanced car and much better extraordinary is happening. The M3 picks up revs far and the 333i has its own aero appendages, though suited for everyday use. Interestingly, editor Bob easier and quicker than in both other cars and the slightly more subtle. On the inside all three cars feel Harper did a direct comparison between the 325iS redline seems much further down the line. The car and look very similar (and one is transported back to and the Alpina C2 2.7 and gave the 325iS the nod displays amazing levels of grip and is extremely well- the ‘80s), with Sports/Recaro seats, BMW Sports (see BMW Car January 2008 edition). planted on the asphalt. Turn-in is razor-sharp and three-spoke leather steering wheels, leather gear- However, despite my personal preferences, driving even on a charge going through hairpins seem to levers with M tricolour stripes and instrument anyone of them is an occasion in itself will always require far less braking and instead more acceleration. binnacles housing speedos and rev counters the size puts a smile on your face. And as the old Louis But when one does need to stop, the retardation of flying-saucers. The cabins are airy with very thin Armstrong song goes, “when you’re smiling the whole happens so instantaneously that there is a newfound A-pillars that are virtually in the upright position and, world smiles with you”. appreciation for seatbelts. Gear changes are instant by today’s standards, these cars seem rather Special thanks to: Ron Silke l

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BMW CONCEPTS

BMW CONCEPTS: The cars it should have made

The Z07 was the conceptZ07 that was to become the Z8, but we can’t help thinking BMW should have gone with the original plan…

Hard-top version could have been a pure sports car and BMW missed out the head-rest fairing on the Z8 Roadster, too

fficially unveiled at the Tokyo Motor was the same inside, too. The interior with its centre releasing the hard-top version as it had a chance to Show in October 1997 the Z07 was the mounted clocks was virtually identical to the concept, build a real, dedicated sports car there. The concept car that was to become the Z8 except the vintage, racing car inspired wire-spoked convertible Z8 was good but despite the styling cues Roadster. But as the Z8 was already well steering wheel was replaced with a three-spoke item. and dynamic design of the car it didn’t quite live up to under way at this point the presence of However, one thing you may have noticed that the out-and-out sports car the Z07 hinted it was going Othe Z07 at the show was there simply as a styling didn’t manage to make the cut was the roof. The Z07 to be. The lack of LSD was a crucial point here, so it exercise to showcase the plans for BMW’s bold new was launched showing off a double-bubble hard-top would have been nice to imagine the hard-top version M5-powered sports car. It was built almost as a that extended all the way down the C-pillars to the could have been equipped with one as standard and modern interpretation of the 1950s BMW 507 and it end of the bootlid. It was a bit quirky, but the car’s marketed directly at buyers wanting a more exciting mimicked many of its styling cues along with heavy shape lent itself well to it. The Z07 was also shown as experience on the road. nostalgic racing influences. a Roadster, where it displayed a brilliant helmet rest Perhaps BMW was wary that the hard-top looked a The finished, road-going Z8 that emerged from the style fairing on the driver’s side that tapered back little too quirky, but the success of the oddball Z3 M Z07 followed the original concept closely. The car’s down to the boot, harking back to the days of the Coupé over the Roadster version not long after proved general profile, dimensions and proportions all 1950s racers once again. Both designs were well that customers would have put their money where appeared to be the same and the front and rear end suited, innovative and looked good, so it seemed their mouths were for the right car, regardless of non- styling was replicated almost entirely. Even the almost a shame that upon release the Z8 only came conformist styling. Maybe BMW will do a concept car detailed features such as the 507-esque wing vents, fitted with a fabric soft top. in years to come to celebrate the Z8, and fingers chrome mirrors and twin tailpipes were copied over. It We can’t help but feel BMW missed a trick by not crossed there will be a hard-top version… l

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