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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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  • Gorgeous bagged #BMW E30 with an #S52 swap and shaved bay

    KEEPING IT IN THE FAMILY

    In the same family for almost 30 years, this ridiculously clean E30 has undergone quite a transformation in that time. Some heirlooms leave a more lasting impression than others, as we discover when we meet Nick Lanno from Ohio. Words: Louise Woodhams. Photos: Patrick McCue.

    It’s not often a car stays in the same family for almost 30 years, yet this 1987 325iS is the very same car that delivered Nick Lanno – the subject of our story – from hospital when he was born, and 15 years later became his first car.

    That was in 2009, and Nick, now aged 22, has completely transformed the car from what it once was. He takes up the story: “My father bought the car brand-new from David Hobbs BMW in Chillicothe, Ohio, and he drove it on a daily basis right up until my teens, so it was always in the garage while we were wrenching on other vehicles together. That’s where my passion for cars started.”

    Nick couldn’t help but fall in love with the E30 and as soon as he was old enough he began to research these cars. That’s when he got hooked on the blue and white roundel, as he explains: “The fact that they are truly a driver’s car is what attracted me to them the most. The heritage and history behind all these classic BMWs that people own is so interesting and they almost always carry a great story. I love every car BMW has made to this day and I will always be a BMW enthusiast.”

    This was the car that took Nick to school, to soccer games, to friends’ houses, you name it – it was a huge part of his life and quite often he would while away the hours thinking how incredible it would be to own it one day. In 2000 it went into storage, and then, much to Nick’s surprise, nine years later it was taken out of storage and given to him on his 15th birthday! His childhood dream had come true.

    “There was no other E30 I would rather have had than this car. It was perfect and despite having clocked up 120k, it was immaculate; all OEM parts, original paint, absolutely rust-free, and it had a full service history,” he recalls.

    Needless to say it did not stay 100 per cent original for long. In fact, the first thing Nick did as soon as it was in his possession was lower it on a set of Ireland Engineering race springs. Other modifications included all red tail-lights, smoked Euro Smiley headlights and side repeaters, a later model front valance and a Zender rear valance. Shortly after that, the car then went back into storage so that over the next few years Nick could save some money and let the real transformation begin.

    Once again it was the suspension that demanded Nick’s attention first: “After pouring through different forums looking at the various setups, I knew that to get the drop I really wanted I’d have to look into a custom air-ride setup.” Up front he’s installed Air Lift’s Crafter Series struts, while Air House II bags and Bilstein shocks reside out back. The rear spring perches were modified for the bags, as were the front spindles for the struts. The system is managed by Air Lift’s Autopilot V2, with plenty of presets all at the tip of Nick’s fingers in the centre console. “The setup is so convenient, making road trips as comfortable as can be, yet the car still handles fantastically in the corners. I have the best of both worlds,” he adds.


    The car remained in this guise for the next three months, until one fateful day when the timing belt from the original M20B25 snapped. This prompted the next stage of the build. “I sourced a low-mileage S52B32 out of a 1999 M3 from a good friend in Cincinnati with roughly 70k on it,” Nick says. “I completely regasketed the motor from top to bottom, as well as safety wiring the oil pump nut, before fitting 21.5lb injectors, a lightened flywheel, and a 3.5” intake setup.” Together with a few friends, the swap took about a week to do. Apparently the maiden voyage with open headers put one of the biggest smiles on Nick’s face to this day. Not surprisingly it came to life as a completely different beast that day.

    After two years of driving it across the States to various shows, Nick wanted to take the car to a new level – he wanted to shave, tuck and customise the engine bay. Fortunately a good friend of his owned a body shop so once Nick had pulled out the engine to take care of tidying up the wiring harness and deleting any non-essentials such as air-con and power steering, the car was sent off for six months to begin its transformation. “Everything looks so neat and beautiful under the bonnet now, but the star of the show has to be S52. It is so reliable and has plenty of power to make the car feel a blast to drive. It brings a smile to my face every time I’m behind the wheel.”


    Whilst this car’s spec is a far cry from when Nick’s father bought it all those years ago, it’s still managed to retain its factory charm. And that’s because his objective throughout the build has been to keep things clean, simple and classy. The same philosophy has been applied to the cabin of the car, which is relatively stock save for the Nardi steering wheel, custom stitched M-Tech style gear knob and gaiter and Coco mats, which are all period-correct for the car. “I wanted the car to retain its original feel,” Nick says. “I’ve even kept the seats, which are fairly worn now, but it gives it character.”

    Like any true project, the car has gone through various incarnations of wheels, including BBS RSs and CCWs, but Nick eventually settled for 8.5x16” (front) and 9.5x16” (rear) Schmidt TH Line wheels shod in 205/40 rubber that you see on the car now, and we have to say that they suit the stance, lines and age of the car perfectly.


    This is not a car created with a blank cheque book; it is a car with tons of sentimental value to the owner and gradually improved over time with the help of friends and family. It’s been built to drive and to enjoy, it doesn’t sit in a garage or on a trailer and we love the fact that whilst Nick put his own stamp on it he’s taken a wholly sympathetic approach in his choice of modifications. Now it’s finally complete all he plans to do is simply drive it. “It has taken a lot of effort to get the car to where it is today but it was a journey which has led me to meet a lot of fantastic friends and I wouldn’t trade it for anything else. The car is a big part of me and something I am most definitely proud of.”


    Along with the life lessons and skills that a father teaches a son, there are also certain material things that you pass down – like a tool kit or, in Nick’s case, a dream car. In these increasingly disposable times, fewer and fewer items are worth saving and giving to your children, so we hope Nick sticks to family tradition and passes his treasured 325iS to his own son or daughter.

    DATA FILE #BMW-325iS #S52 air-ride #E30 / #BMW-325iS / #BMW-325iS-S52-E30 / #BMW-325iS-S52-Air-Ride-E30 / #BMW-325iS-E30 / #BMW-E30 / #BMW-E30 / #S52B32 / / #BMW-S52 / #Bimmerworld / #Getrag-260 / #BMW /

    ENGINE 3.2-litre straight-six #S52B32 / , 21.5lb injectors, 3.5” #Euro-MAF , 3.5” #Bimmerworld-Silicone intake boot, air-con and power steering delete, #M42 radiator, TMS remap, Condor Speed Shop engine mounts, custom longtube headers and 2.5” exhaust including #Vibrant race resonator; shaved, tucked and resprayed engine bay

    TRANSMISSION OEM #Getrag 260 five-speed gearbox, #Sachs-HD clutch, #MWorks-Garage custom transmission crossmember, #Condor-Speed-Shop Speed Shop transmission mounts, lightweight flywheel

    CHASSIS 8.5x16” (front) and 9.5x16” (rear) #Schmidt-TH-Line wheels with 205/40 (f&r) Nitto Neogen tyres, #Air-Lift universal front struts, #Air-House II rear bags, #Bilstein rear shocks, #AutoPilot V2 management including five-gallon tank and #Viair-400C compressor, drilled and slotted brake discs and Hawk pads, brake booster delete, E21 master cylinder, tucked brake lines, stainless steel braided clutch slave line

    EXTERIOR Later model front valance, iS front spoiler and bootlip, smoked Euro Smiley headlights and side repeaters, all red tail-lights, #Zender rear valence, #Shadowline trim

    INTERIOR Nardi Classic steering wheel, custom stitched #M-Tech-style gear knob and gaiter, Coco mats, #Dynamatted back seat and boot

    THANKS All of my good friends in BHC, and those that had a hand in the build, my father and Anthony at ASC Autoworks

    Front end, like the rest of the car, is incredibly clean, with a late model valence and iS front spoiler. #AutoPilot-V2 management offers eight presets and countless options; gorgeous 16” Schmidt splits suit the E30 perfectly.

    The car is a big part of me and something I am definitely proud of.
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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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