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BMW E30 Club - Thirtieth series BMW - was the second generation of cars of middle class automotive brand from Bavaria. T...
BMW E30 Club - Thirtieth series BMW - was the second generation of cars of middle class automotive brand from Bavaria. These machines have a wide range of engines and body styles. Even during the life of the conveyor this machine has earned the title of the cult. And now having passed the test of time and has a huge range of kilometers and miles fans and avid owners. Our club dedicated to everything that is connected with this model and its numerous modifications. Namely operation, test drives, repair and tuning of course. Tuning E30 is now a whole industry, even say more - it's a real industry and enthusiasm of thousands of fans of the famous thirty. Our community brings together owners and enthusiastic amateur trio of second generation all continents and countries. All communication in our outdoor club is in English as a universal means of communication.

Welcome - E30 with love and forever!

Like the E28 5 Series, the second-generation 3 Series E30 concentrated on the consistent improvement of a successful concept. With improved styling, technology and equipment levels, the 3 Series offered a wide range of engines for all customer demands. From 1983 all models were also available with four doors. In 1988 the 324td introduced the first-ever electronic diesel injection system, and newly developed four-cylinder units replaced the engines that had proven their merits millions of times over 26 years.

1982 – 1991 E30 3 Series Saloon 2 doors and 4 doors

BMW 316, 1982 – 1988 4-cyl. ohc 1766 cc 66 kW (90 hp)
BMW 316i, 1988 – 1991 4-cyl. ohc 1596 cc Cat. 74 kW (100 hp)
BMW 316i, 1987 – 1988 4-cyl. ohc 1766 cc Cat. 75 kW (102 hp)
BMW 318i, 1982 – 1987 4-cyl. ohc 1766 cc 77 kW (105 hp) Cat. 75 kW (102 hp)
BMW 318i, 1987 – 1991 4-cyl. ohc 1796 cc Cat. 83 kW (113 hp)
BMW 318is, 1989 – M42 1991 4-cyl. ohc 1796 cc Cat. 100 kW (136 hp)
BMW 320i, 1982 – 1991 M20B20 6-cyl. ohc 1990 cc 92 kW (125 hp) Cat. 95 kW (129 hp)
BMW 323i, 1982 – 1986 M20B23 6-cyl. ohc 2316 cc 102 kW (139 hp) 110 kW (150 hp)
BMW 325e, 1983 – 1988 M20B27 6-cyl. ohc 2693 cc Cat. 90 kW (122 hp) Cat. 95 kW (129 hp)
BMW 324d, 1985 – 1990 M21 6-cyl. ohc 2443 cc 63 kW (86 hp)
BMW 324td, 1987 – 1990 M21B24 6-cyl. ohc 2443 cc 85 kW (115 hp)
BMW 325i, 1985 – 1991 M20B25 6-cyl. ohc 2494 cc 126 kW (171 hp) Cat.125 kW (170 hp)

1985 – 1991 E30 325iX Permanent four-wheel drive, central power divider, viscous locks.
BMW 325iX 1990 – 98 6-cyl. ohc 2494 cc Cat. 125 kW (170 hp) 126 kW (171 hp)

1982 – 1990 E30 3 Series Baur Top-Convertible
With the introduction of the new 3 Series, Baur again offered a Convertible model with rollover bar. Then, in 1986, BMW themselves introduced a brand-new fourseater Convertible. The elaborately constructed roof was easy to operate and disappeared completely into a com - partment behind the rear seats.

1986 – 1993 E30 3 Series Convertible
BMW 318i Convertible
1990 – 1993 4-cyl. ohc 1796 cc 83 kW (113 hp)
BMW 325i Convertible 1986 – 1993 6-cyl. ohc 2494 cc Cat. 125 kW (170 hp) 126 kW (171 hp)
BMW 320i Convertible 1986 – 1993 6-cyl. ohc 1990 cc 95 kW (129 hp)


1988 – 1994 E30 3 Series touring

Another variant in the E30 3 Series was the dynamic and luxurious Touring with the same wheelbase but a completely different rear end. This car came with petrol and diesel engines as well as four-wheel drive.

BMW 316i touring, 1991 – 1994 4-cyl. ohc 1596 cc 74 kW (100 hp)
BMW 320i touring, 1988 – 91 6-cyl. ohc 1990 cc 95 kW (129 hp)
BMW 318i touring, 1989 – 1994 4-cyl. ohc 1796 cc 83 kW (113 hp)
BMW 325i touring, 1988 – 1993 6-cyl. ohc 2494 cc 125 kW (170 hp)
BMW 325iX touring, 1988 – 1993 M20B25 6-cyl. ohc 2494 cc 125 kW (170 hp)
BMW 324td touring, 1988 – 1993 M21 6-cyl. ohc 2443 cc 85 kW (115 hp)
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  •   Graham Leigh reacted to this post about 8 months ago
    Daniel 1982 uploaded a new video
    RX Automotive S50 E30 BMW Hill Climb
    Fibreglass front bumper created using a mould of a B&H-sponsored Australian Touring Car E30, custom aluminium front splitter, BMW 2002 Turbo-style fibreglass wheel arch flares over the original guards after 70mm had been cut away, taped over and...
    Fibreglass front bumper created using a mould of a B&H-sponsored Australian Touring Car E30, custom aluminium front splitter, BMW 2002 Turbo-style fibreglass wheel arch flares over the original guards after 70mm had been cut away, taped over and colour-coded chrome rear bumper, carbon fibre bonnet and bootlid with pins (replaced by standard steel items for Improved Production racing), Toyota Rukus Voodoo blue paint by Jo Seeger Smash Repairs, colour-coded kidney-grille surround, black plastic wrap over headlight lenses with custom painted chrome rings clipped on, E30 DTM mirrors
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  •   Rob Scorah reacted to this post about 3 years ago
    Jim Amelinckx’s E30 is far more than simply a nicely painted 3 Series on shiny wheels. It’s the product of a steamy automotive love affair that’s seen the car transformed in every conceivable area… Words: Daniel Bevis Photos: Kevin Raekelboom M30 E30 335i #Big-Six-swapped stunner.

    FROM BRUSSELS WITH LOVE #M30-swapped E30

    Love is a smoke, raised with the fume of sighs.’ A line from Romeo and Juliet, in which Shakespeare isn’t trying to be lewd – at least, not overtly, although he’s always up to something, isn’t he? Instead he is encapsulating the nature of love manifested by that most deeply personal and intimate of sounds: when you emit a sigh of passion, there really is no more honest or truthful expression of your pleasure.

    In the case of the low-down bruiser of an E30 you’re looking at here, that couldn’t be more true. But the smoke here isn’t merely the manifold sighs emitted by its owner and creator, Jim Amelinckx, impassioned as he is by the myriad custom alterations he’s made. No, we can throw in the crackling hydrocarbons of high-octane fuel and the whiff of scorched and atomising rubber into this heady soup of fumes – the love for this man and his car builds upon Shakespearean intimacy and takes us to a whole other place.

    “It all started at the end of last year,” he says, affectionately caressing the car’s silkysmooth flanks as he flutters his besotted eyelashes. “I bought this car from a very good friend in Holland with the intention of using it as a daily driver, but that only lasted for about three weeks before suddenly that wasn’t my plan any more!”

    What happened? He must have seen something in the E30 – some spark of potential, a glimmer of a hope that the bogstandard beige retro plodder could be something more, something special.

    “So we began the task of painting the car, and after that… well, we did all the rest. We worked on it five days a week for six months, with a lot of friends pitching in to get this car beautiful before the summer. You see, that’s what we do here over the winter…”

    You may have heard this sort of talk before in Scandinavia, this idea of hunkering down and riding out the harsh and freezing winter months by locking the garage door, sticking the kettle on, donning a set of thermal long johns and setting about the task of building an incredible car, ready for when the snow thaws and the roads are suitable for tyre-squealing mischief again.


    But in fact, Jim doesn’t live in Scandinavia – he lives in Belgium. You get the idea though. And the ‘we’ he’s talking about? There’s two names you need to know: first, Brussels Finest – an online collective of real-world modified car buddies whose main aim is to hammer together badass rides and generally support each other in their hobby. And second, the amusinglytitled Racepoutin’s – the fellas who roll up their sleeves and engineer the solutions to the self-imposed problems that modifying cars brings to the table.

    We’ll start with the paintwork, then. If the colour looks familiar, it’s because it’s a shade you’d normally find on a shiny new 5 Series: Mineral grey. But don’t go thinking that this car is just a straight and solid car with a nice paint job… Jim may have found himself a decent donor (albeit a beige one), but that didn’t stop him tearing into pretty much every aspect of it with the aim of increasing the love. “It’s a 1984 335i,” he grins mischievously, which should give you some idea as to what’s gone on under the bonnet. Indeed, if you’re an engine nerd and you’ve glanced over to the underbonnet pics, you’ll already have guessed what the score is: the Racepoutin’s crew have creatively buttered an #M30B35 in there. The very same engine that you’d expect to find inside an E28 M535i; the 3.4-litre straight-six (don’t let the name fool you, it has a 3428cc displacement) that kicks out a long way north of 200 horses and makes all manner of aggressive rumbling noises.


    Jim’s mated it to a Getrag five-speeder to keep things appropriately racy and, of course, to keep those fumes of love evaporating into the surrounding atmosphere. These guys have imparted an amusing spin on the folkloric 335i concept, and the work really does pay dividends. But wait, there’s more! A neat paint job and a swanky drivetrain upgrade are a supercool combo but Jim and his cronies had far more planned in order to fill up those long winter days. The devil makes work for idle hands, and all that.

    “The E30 is one of the best old-skool Beemers out there,” Jim beams, “so there were a lot of cool things I wanted to do. One of them was to fit a custom air-ride system…” He’s intriguingly tight-lipped on the specs here, and that’s a very race-team approach; after all, the cunning strategists behind, say, a Le Mans squad or a BTCC outfit wouldn’t go about giving away all their secrets to all and sundry. No, they play it like a sneaky game of poker. The thing’s airedout and it looks awesome. They’re the salient points here.

    “Let’s talk about the brakes,” Jim enthuses, hurrying us along. He encourages us to take a look, and it all appears familiar… so what’s the source? “We upgraded it to E36 M3 brakes all-round,” he grins. Which makes sense, really – a chunky set of stoppers to haul in the extra grunt brought forth by that meatier motor. A wise and sound move.

    “Ah, I’ve spent way too much on this car,” Jim laughs, opening a door to help demonstrate why. “Way too much. I’ve stopped counting it all up otherwise I’d just have to find myself another hobby! But I’m proud to say I did it myself along with the help of my friends, who provided a lot of great company on all those late nights.”

    Part of the reason for the spiralling budget is staring us in the face as we peer inside. The interior treatment really is very cool, centring around a pair of gorgeously trimmed Recaro CS buckets with diamondquilted leather that cheekily harks back to the car’s original paint colour. And the rear seats? They’ve been junked entirely, in favour of a shiny polished roll-cage that further speaks to the inherent race car vibe that’s bundled up inside this subtle but gorgeously finished build.


    The term ‘sleeper’ gets thrown around a lot and it’s not always appropriate. Hell, it’s not totally appropriate here – there are clues to the knowledgeable that all isn’t as it seems, from the custom widened steel arches and the über-slick Kerscher wheels to the glimpse of the cage peeking out through the rear windows – but at the same time, this is by no means an ostentatious or shouty car. At first glance it appears to simply be a wellkept example of an ’80s BMW rather than an obviously low-down, powerful hot rod. But that, of course, is all part of its charm. Whispering has far more impact than shouting in cases like this. And the sighing whispers of love? Doubly so.


    “I really wouldn’t improve a thing about the way the car drives,” says Jim, happily proving that this is far more than simply a polished show car. “I’d describe it as optimal; the power, the brakes, the acceleration – no words needed, it’s just love. And I reckon the fitment of the wheels is probably my favourite element of the car; the 18” Kerschers are exactly what I imagined the car should have, and I’d never consider changing them. Why would you change a winning team?” Well, quite.

    “I see a lot of guys taking pictures of the car while I’m driving it around, and people are always curious to find out what’s under the bonnet when they see me burning rubber,” he continues. “It’s the product of inspiration really, and the internet and Google are my best friend when it comes to researching new ideas.”

    The best way to really describe it, though, is simply as a labour of love. There was a spark of inspiration that inspired Jim to rope in his mates and turn this E30 into something infinitely more special than merely a cheap runaround, and the result is a creation that reflects his personality as much as it does his obvious, unashamed love for the self-styled 335i. “Oh, and you should see her shimmy around Zolder,” he whispers.

    See, this is more than simply the product of a group of friends cracking open a set of spanners and a case of beers – this is true love. Jim and his E30 are a Shakespearean tale of infatuation with a retro-styled but super-modern twist. The fume of sighs, and a full-on 99-RON love affair.

    DATA FILE BMW #BMW-M30 / #BMW-E30 / #BMW-335i / #BMW-335i-E30 / #BMW / #BMW-3-Series / #BMW-3-Series-E30 / #BMW-E30-M30 / #BMW-3-Series-Coupe / #BMW-3-Series-Coupe-E30

    ENGINE AND TRANSMISSION 3.4-litre straight-six #M30B35 / #M30 , #Getrag five-speed manual gearbox

    CHASSIS 8.5x18” (front) and 9.5x18” (rear) #Kerscher wheels with 215/35 (front) and 225/35 (rear) Toyo tyres, custom air-ride system with Racepoutin’s boot build, E36 M3 brake conversion (front and rear)

    EXTERIOR Full respray in Mineral grey, steel arch flares (1.5cm wider than stock)

    INTERIOR Custom-trimmed Recaro CS seats, roll-cage, M-Tech 1 steering wheel, 318iS red digit dials, Viair pressure gauge in clock console, custom Alcantara trim
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  •   George Dziedzic reacted to this post about 4 years ago
    Desert Strike. With 400whp courtesy of a turbocharged M20, this stunning, home-built E30 is a real weapon. Words: Seb de Latour. Photos: Gil Folk y first car was a 1.0-litre #Citroen Saxo.

    It was Admiral blue and the only thing I did to it was fit an air freshener and, as it was the days before technology existed, one of those tape deck adapters that let you plug your Discman into the stereo. What’s a Discman? Ask your parents. Kameron Baker’s first car was this #1989 #E30 #325i and over the ensuing eight years he’s built it up into something rather spectacular. It was thanks to his father that Kameron came to own this #BMW-E30 , as he explains: “My dad worked at a car lot at the time and someone traded the E30 in.

    He brought it home one day and I fell in love with it. Being only $800 it was prefect for a high schooler. It was actually in very good condition. The interior was mint and apart from a small spot of peeling clear coat the paint was great. Also it had less than 100,000 miles on it.” As well as being a bit of a bargain and a pretty sweet first car, it opened Kameron’s eyes to the world of classic BMWs: “This little E30 is what got me into older BMWs.

    Before this I had never been in or even thought of owning one but as soon as I drove it I knew it was something special. The way it handled and the smoothness of the 2.5-litre in-line six got me hooked.” And so another #BMW fan was born. So, you’re 16, you’ve got a bright red BMW and there’s a 2.5-litre straight-six under the bonnet – there’s clearly only one way this story was ever going to go. “This was the first car I ever modified,” says Kameron. “I owned it for less than a month before I started changing and modifying things on it, sometimes things I regretted later but to be fair, I was only 16 at the time. I just kept it clean for a few weeks and then started modifying.

    My first modifications were a cold air intake and cat-back exhaust. Basically the two easiest things you can do to make a car sound better and drive better.” But, of course, we all know that you can never stop with just a couple of mods and Kameron was about to get seriously stuck into his E30 project: “When I first got the car my dad and I always talked about how we wanted to get it down to a five-second 0-60 time. In the ’80s the car’s 170hp M20 ran a 0-60 in seven seconds. My car was also an automatic so achieving that time took a lot of work. The best I got it down to as a naturally aspirated auto M20 was 6.8 seconds; that was with weight reduction, a MAF conversion, long tube headers, and a 4.27 Torsen differential out of a #BMW-Z3 . Back then I would have been happy with 200hp.

    “Before this project I had no real-world experience with modifying cars. Before I turbo’d the E30 I got a 2004 Subaru WRX and that really opened my mind to what a proper turbo setup can do to a car.

    I saw 21 that the car had lots of potential and at the time I’d always be looking up E30 videos on the internet watching the crazy Euro/Swedish/Norwegian E30s that can smoke the tyres at 60mph; it was just something that I wanted to do. I wanted a crazy E30, something that never gets boring and is always an adrenaline rush to drive. It was only after getting out of high school that I could afford to turbo the car. It originally started as a budget build but I just kept on improving the setup and eventually ended up with a 400whp turbo M20 that I could drive everyday without issue. “The car was 100% built by me in a little garage that doesn’t even have a door on it. When you start out that young you can hardly afford the parts so there is no way you can pay someone to install the parts as well.

    I just had to give it a try. My dad helped me until I got the hang of things and I never stopped.” So in a short space of time Kameron went from an intake and exhaust to a 400whp selfbuilt turbo setup; that’s about 470hp at the crank and in a car weighing around 1300kg, that gives this E30 a power-to-weight ratio similar to that of an Audi R8 GT V10, a 5.7-litre V12 Lamborghini Diablo or a Ferrari 599. That means it’s fast with a capital F. “I did all modifications to the engine as well. The first timing belt/head swap I did took around ten hours; I have it down to around five hours now. For the M20 I kept it simple. It ran a Bimmerheads cylinder head with dual pattern turbo cam and HD rocker arms.

    The bottom end was left 100% original and I ran ARP head studs with a Goetze head gasket. I had the turbo build done in around a month or two. It worked so much better than I expected, I couldn’t wipe the smile off my face. I’d never been in a sixcylinder car before so the first time I went WOT with the Holset turbocharger it blew my mind. I was only at 7psi and I couldn’t believe how much faster the car was. At this point the car was still an automatic. This was its weak link and so the auto ’box had to go, although it was very still fast with an auto. The Getrag 260 manual swap followed shortly.” Along with the manual ’box, Kameron added a Stage 3 Spec clutch and a 13lb flywheel. At the rear sits a 3.73 ratio LSD with #Porsche 2.1mm discs. It certainly does the job, as can be seen in Kameron’s YouTube videos (search for Kameron Baker). So, this E30 delivers on the performance front, and then some, but it also looks damn delicious. A red two-door is a great base to start from and Kameron has really put a lot of effort into the styling and made a really unique-looking car that stands out from the crowd and blends OE subtlety with a wild streak perfectly.

    “OEM+ was the goal,” he says, “although I may have lost that look since I had to hack up the body to fit my flares and wide tyres. I just really like the old-skool BMWs and Alpina cars, so going with an authentic Alpina kit was always the goal. Plus my flares are similar to what you’d see on a 2002 turbo so I feel it still has a nice ’80s look to it.” And those wild flares are filled with something that isn’t a crossspoke split-rim, for a change. “I’ve always liked the sportier-looking wheels as opposed to the deep-dish wheels. This means I’ve run wheels including TRM C1s, OZ Superleggeras and now the STR 518s. I change wheels every time I burn through a set of tyres and I’ve gone through three sets in the last year, so goodness knows what wheels I’ll have next. You can always make back a good amount of money selling your old wheels off so I like to try different looks out.” True enough and variety is the spice of life after all, so why not have some fun? The 9x17” 518s look seriously tough in black and tie-in perfectly with the whole black and red colour scheme on the car. Kameron’s also achieved pretty much the perfect stance thanks to a set of Ground Control coilovers, which help the tyres tuckin nicely under the pumped-up arches. The arches are actually Kameron’s own design and are available from his Kamotors store.

    As a result the car just sits so right and looks mean. Despite being modern rims, the motorsport-style of the wheels fits perfectly with the ethos of the whole car and suit the E30 shape. We love the styling of the car as a whole – the black and red colour scheme is really bold and striking and those front and rear Alpina spoilers add an extra splash of aggression, especially with the addition of that custom front splitter. The side skirts come courtesy of #Zender and there are loads of little details that are easy to miss but make all the difference, such as the rear plate filler, Euro grilles, the #Alpina -inspired M20 Turbo front grille badge and the carbon fibre foglight blanks, also from Kamotors. We also love what Kameron’s done on the inside.
    At first glance it looks completely stock, bar the addition of boost and wideband gauges, but take a glance in the back and you’ll notice that it’s been completely stripped out, shedding some weight in the process but without making things uncomfortable for the two people up front. You might think that Kameron’s E30 has reached its zenith but an unfortunate incident gave him the perfect excuse for a bit of an upgrade. “Since this photoshoot I actually ended up swapping out the #M20 for an #M30B35 running a Precision 6266 turbocharger. I actually overheated the M20 whilst having a bit too much fun at around 25psi and the block cracked, allowing coolant to slowly leak up a head stud hole and pollute my oil. I still drove over 1000 miles to Bimmerfest but after that the engine was pulled and replaced with the much torquier #M30 .”

    Every cloud and all that… So, with a new engine and even more performance you’d think that maybe Kameron was done but that’s a case of easier said than done. “I’m not sure what to move onto now,” he says. “I’ve had the E30 for around eight years so it’s hard to stop. I’m thinking of something like a Volvo 240 with a large turbo. Basically I want a collection of brick-shaped cars from the ’80s.” That would be very cool indeed… People have been strapping turbos to E30s for donkey’s years but Kameron’s car really has that special something that makes it stand out. The styling is pretty unique and we love the little personal flourishes and the attention to detail. It’s a real enthusiast’s build and a real performance BMW.

    DATA FILE

    ENGINE: 2.5-litre straight-six M20B25 with original bottom end, Bimmerheads cylinder head, dual pattern turbo cam, HD rockers, Kamotors turbo setup with TD06SL2-20g turbo, 3” charge pipe, 3” exhaust, methanol injection, PNP Megasquirt ECU with wasted spark, 400whp @ 19psi.

    TRANSMISSION: Getrag 260 with Spec Stage 3 clutch and 13lb flywheel, 3.73 LSD with Porsche 2.1mm discs.

    CHASSIS: 9x17” (front & rear) STR 518 alloys with 245/40 tyres, Ground Control coilovers, 22mm front anti-roll bar, Eibach 16mm rear anti-roll bar, #AKG adjustable lollipop brackets, UUC camber plates, polybushes all-round, UUC BBK with fourpiston calipers and two-piece 298mm drilled discs.

    EXTERIOR: Authentic Alpina front and rear spoiler with a custom front splitter, Zender side skirts, Kamotors standard width arch flares, smoked smiley headlights, smoked tail-lights, rear plate filler, Euro grilles, Kamotors carbon fibre foglight delete.

    INTERIOR: Original seats and steering wheel, boost gauge and wideband gauge, rear stripped out.

    THANKS: I need to thank my friends who helped me do things like transmission swaps with nothing more than jack stands and a cheap set of sockets and those of you on the forums who helped me with the build and bought parts from me to help fund the build.
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