Discussion
Leins said:
Love these (and the even rarer Hartge H35-24s), but traditionally they've been priced somewhere between M3 EvoIIs and Sport Evos. My guess would be somewhere in the region of £90-100k
Great article.I agree historically they were slightly cheaper than Sport Evo's but Alpina prices have really firmed up recently. The fact that the car is 1 of 62, it is probably one of the best surviving examples and Mint classics are well known for their hefty pricing.
I have been wrong before but I would be surprised if you could buy that car for £100,000 (€112,000). I will stick to my €150,000 + estimate. If I am wrong I owe you a pint.
Bayerische said:
I have been wrong before but I would be surprised if you could buy that car for £100,000 (€112,000). I will stick to my €150,000 + estimate. If I am wrong I owe you a pint.
You have a bet! 
I suppose my thinking is that there's always seemed to be a ceiling that Alpinas struggle to break through even in Germany. The likes of B8s and B10 BiTurbos got quite expensive quite quickly, but not sure if they're still rising now
Wonder if that one in Norway ever sold in the end? Last I heard it was €50k, but that's a few years ago
E30 virginMost of what you read on the net about E30 M3's is true. I adore mine and while there is much faster stuff out there, for me the old M3 provides all the feedback and reward I want from a car. It is by far my favourite car I own. I'll admit I'm a BMW fan so the heritage that comes with the car just adds to the appeal as opposed to clouding it.
Do you need an Evo ? Having driven all variants and owned both early and late cars I would say no, yes the later cars/Evo's with more grunt add to the experience but a well sorted example of any description is a delight to drive. The fact that the Evo's now command huge money adds to the appeal of the early cars in my opinion.
Do you need an Evo ? Having driven all variants and owned both early and late cars I would say no, yes the later cars/Evo's with more grunt add to the experience but a well sorted example of any description is a delight to drive. The fact that the Evo's now command huge money adds to the appeal of the early cars in my opinion.
mark.c said:
Most of what you read on the net about E30 M3's is true. I adore mine and while there is much faster stuff out there, for me the old M3 provides all the feedback and reward I want from a car. It is by far my favourite car I own. I'll admit I'm a BMW fan so the heritage that comes with the car just adds to the appeal as opposed to clouding it.
Do you need an Evo ? Having driven all variants and owned both early and late cars I would say no, yes the later cars/Evo's with more grunt add to the experience but a well sorted example of any description is a delight to drive. The fact that the Evo's now command huge money adds to the appeal of the early cars in my opinion.
great Do you need an Evo ? Having driven all variants and owned both early and late cars I would say no, yes the later cars/Evo's with more grunt add to the experience but a well sorted example of any description is a delight to drive. The fact that the Evo's now command huge money adds to the appeal of the early cars in my opinion.
No doubt Evo's are lovely cars but a regular 2.3 is just as much fun.
If you're thinking about buying one to actually use and drive 'as intended' don't be put off by the word modified or track. Just go on condition of the specific car and look long and hard for rust under the fuse box, inner wing by exhaust manifold, ends of sills, inner arches and floor pans. The front scuttle, sunroof and beneath the screen rubber are also notorious.
If you're thinking about buying one to actually use and drive 'as intended' don't be put off by the word modified or track. Just go on condition of the specific car and look long and hard for rust under the fuse box, inner wing by exhaust manifold, ends of sills, inner arches and floor pans. The front scuttle, sunroof and beneath the screen rubber are also notorious.
You kinda have to want an E30 M3 to buy one now, especially if you have never driven one before. Back in the day when it was the latest and greatest, you might have picked one over a rival fast saloon as they were the best and fastest available. Now they are what is entry level hot hatch power and most people , for some reason, still think they are going to be blown away by one. You won't be in the power, but you might appreciate how nicely it handles and steers.
I think you have to have some level of 'want' one because you always admired it, saw it racing back in the day etc.
Re the Alpina. Can't say I'm a big fan. The colour is awful, the stripes are a bit iffy, and I never got why they junked the M3 specific S14 engine and fitted a warmed over version of an engine BMW specially didn't want to fit plucked from the rest of the range. Did Alpina fit that engine into a stock non-M3 shell too ? That might have made a nice Q-car back then.
I think you have to have some level of 'want' one because you always admired it, saw it racing back in the day etc.
Re the Alpina. Can't say I'm a big fan. The colour is awful, the stripes are a bit iffy, and I never got why they junked the M3 specific S14 engine and fitted a warmed over version of an engine BMW specially didn't want to fit plucked from the rest of the range. Did Alpina fit that engine into a stock non-M3 shell too ? That might have made a nice Q-car back then.
Edited by Deptford Draylons on Saturday 22 October 21:45
They have never been "quick" when compared to other cars, but they just feel "right".
Back in the late '90s when I had my first one, I had a mk1 golf with a 16v engine, a mk2 with a VR6, Sunny GTIR and a Sierra Cosworth at the same time.
They were all quicker than the M3, but just never felt as good, or looked as good!
Back in the late '90s when I had my first one, I had a mk1 golf with a 16v engine, a mk2 with a VR6, Sunny GTIR and a Sierra Cosworth at the same time.
They were all quicker than the M3, but just never felt as good, or looked as good!
A lower diff ratio also helps make them a little more spritely. I wouldn't let comparisons with quicker cars put you off either. They're still plenty quick enough to be fun but you do have to work them and not be afraid to keep them in the upper rev range.
If honest, the first couple of hours spent with my first E30 M3, there was a lot of 'what have I done?' going on in my head. I was on the M25 heading home and being passed by most things, sitting on the wrong side and nervous of every sound, just in case something expensive might let go. I got home and wasn't what one might call smitten. The next day we were heading off to Cornwall, which is when I realised the boot aperture isn't what you might call generous. We set off and rather than suffer motorway with a close ratio gearbox, we went via the A303 and by the time we passed Thruxton I was confident enough to start pressing on and somewhere between there and Bodmin it was as if I was driving a different car. There was no one thing that I could put my finger on but it all just came good and just felt right. I'm a decidedly average driver but it flatters and inspired confidence, with everything feeling intuitive. What was counter intuitive though, was using 5k rev to the redline but that was where the engine came alive. You had to rev it hard to ensure there was some torque there when you snicked into the next gear. The engine thrives on revs though and is simply doing what it was designed to do. Long periods of sustained high revs were what M engines were all about.
Obviously this is just my take on things and I'm well aware it all sounds a little corny and cliched, but that is how it was. I sold that car after a year, regretted it and bought another. In fact, I had 4 before the one I own now and it was making a few quid on each that allowed me to buy the car I have now. I knew pretty early on that I wanted bits like the carbon airbox, but I also wanted a cage and decent seats. (I did fit a whole OE leather interior but it was about 2 weeks till I pulled it out and went back to race seats!) Different suspension (KW V3), wheels (staggered 3 piece BBS E50 reps) and now Schrick and standalone management, have made it very different to the OE car but the best bits still remain. I warn you though, mods are a slippery slope and not what one might call cheap. Worth every penny though.
If honest, the first couple of hours spent with my first E30 M3, there was a lot of 'what have I done?' going on in my head. I was on the M25 heading home and being passed by most things, sitting on the wrong side and nervous of every sound, just in case something expensive might let go. I got home and wasn't what one might call smitten. The next day we were heading off to Cornwall, which is when I realised the boot aperture isn't what you might call generous. We set off and rather than suffer motorway with a close ratio gearbox, we went via the A303 and by the time we passed Thruxton I was confident enough to start pressing on and somewhere between there and Bodmin it was as if I was driving a different car. There was no one thing that I could put my finger on but it all just came good and just felt right. I'm a decidedly average driver but it flatters and inspired confidence, with everything feeling intuitive. What was counter intuitive though, was using 5k rev to the redline but that was where the engine came alive. You had to rev it hard to ensure there was some torque there when you snicked into the next gear. The engine thrives on revs though and is simply doing what it was designed to do. Long periods of sustained high revs were what M engines were all about.
Obviously this is just my take on things and I'm well aware it all sounds a little corny and cliched, but that is how it was. I sold that car after a year, regretted it and bought another. In fact, I had 4 before the one I own now and it was making a few quid on each that allowed me to buy the car I have now. I knew pretty early on that I wanted bits like the carbon airbox, but I also wanted a cage and decent seats. (I did fit a whole OE leather interior but it was about 2 weeks till I pulled it out and went back to race seats!) Different suspension (KW V3), wheels (staggered 3 piece BBS E50 reps) and now Schrick and standalone management, have made it very different to the OE car but the best bits still remain. I warn you though, mods are a slippery slope and not what one might call cheap. Worth every penny though.
e21Mark said:
Just go on condition of the specific car and look long and hard for rust under the fuse box, inner wing by exhaust manifold, ends of sills, inner arches and floor pans. The front scuttle, sunroof and beneath the screen rubber are also notorious.
what bits are usually sensitive on the mechanical side?not sure what to make of this example in the classifieds, seems a bit of a confusing advert, but super low miles.
http://www.pistonheads.com/classifieds/used-cars/b...
http://www.pistonheads.com/classifieds/used-cars/b...
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